TMC 132

Engineering Manual
Structures
TMC 132
Engineering Manual
MAINTENANCE PLAN – EPPING TO
CHATSWOOD RAIL LINE
STRUCTURES
Version 1.0
Issued July 2010
Owner: Chief Engineer Civil
Approved by: John Stapleton Authorised by: Richard Hitch

A/Principal Engineer Chief Engineer Civil
Technology & Standards
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UNCONTROLLED WHEN PRINTED Page 1 of 61

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 1.0 Original Issue
Pages
Ch 1 1.0 Original Issue
App 1 1.0 Original Issue
© Rail Corporation Page 2 of 61

Issued July 2010 UNCONTROLLED WHEN PRINTED Version 1.0
Contents
Chapter 1 General....................................................................................................................................... 4
C1-1 Purpose....................................................................................................................................... 4
C1-2 Introduction ................................................................................................................................. 4
C1-3 References.................................................................................................................................. 4
C1-4 Definitions, abbreviations and acronyms .................................................................................... 6
Chapter 2 Technical Maintenance Plans .................................................................................................. 7
C2-1 General ....................................................................................................................................... 7
C2-2 Competency ................................................................................................................................ 7
C2-3 Technical maintenance plan user information ............................................................................ 7
Chapter 3 Responsibilities and Authorities ............................................................................................. 8
C3-1 General ....................................................................................................................................... 8
C3-2 Bridge Examiner ......................................................................................................................... 8
C3-3 Structures Manager .................................................................................................................... 8
C3-4 Civil Maintenance Engineer ........................................................................................................ 8
Chapter 4 Description of the system ........................................................................................................ 9
C4-1 Overview ..................................................................................................................................... 9
C4-2 Design parameters.................................................................................................................... 11
C4-3 Description of elements ............................................................................................................ 12
C4-4 Technical data........................................................................................................................... 38
C4-5 Parts list .................................................................................................................................... 38
C4-6 Manufacturers’ technical bulletins and equipment warranties .................................................. 39
C4-7 Drawings ................................................................................................................................... 39
Chapter 5 Examination Requirements.................................................................................................... 41
C5-1 Normal examination requirements............................................................................................ 41
C5-2 Additional examination requirements........................................................................................ 41
C5-3 Hazards..................................................................................................................................... 41
C5-4 Defect limits and responses...................................................................................................... 41
C5-5 Service schedules..................................................................................................................... 42
C5-6 Examination of tunnel lining and waterproofing ........................................................................ 42
C5-7 Examination of Lane Cove River cut & cover tunnel ................................................................ 42
C5-8 Examination of DFF track form ................................................................................................. 43
C5-9 Examination of FST track-form ................................................................................................. 44
C5-10 Examination of tunnel walkway................................................................................................. 44
C5-11 Examination of tunnel drainage channels................................................................................. 45
C5-12 Examination of cross passages ................................................................................................ 45
C5-13 Examination of platform cavern lining....................................................................................... 45
C5-14 Examination of station structural elements ............................................................................... 46
Chapter 6 Maintenance Requirements ................................................................................................... 47
C6-1 Corrective Maintenance ............................................................................................................ 47
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
Appendix 1 Technical Maintenance Plan .................................................................................................. 51
Appendix 2 Service Schedules .................................................................................................................. 54
Appendix 3 Examination Reports .............................................................................................................. 59

Chapter 1 General
C1-1 Purpose
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.
C1-3 References
C1-3.1 RailCorp standards
ESC 100 - Civil Technical Maintenance Plan
ESC 302 - Structures Defect Limits
TMC 001 – Civil Technical Competencies & Engineering Authority
TMC 103 - Maintenance Plan - ECRL
TMC 110 - Structures Service Schedules
TMC 301 - Structures Examination
TMC 302 - Structures Repair
C1-3.2 Other RailCorp documents

Nil
C1-3.3 ECRL documents

PRL-CSA100008 - Concrete Specification
PRL-CSA100013 - Shotcrete Specification
PRL-CSA100016 - Tunnel and Station Waterproofing Specification
PRL-CSD110521 to PRL-CSD110543 – Running Tunnels Tunnel Long Sections
PRL-CSD111518 - Running tunnels M2 shaft: Rectification works. Sheet 1 of 3

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-CSW219289 - Tunnel Overhead Wiring Mast Support Clamp Protection Fence Layout
PRL-CSY102101-003 - Supplier Manual – Megabolt Rockbolt Datasheets
PRL-CSY102300– Operations & Maintenance Manual Underground Station Structures
PRL-CSY104100 - Rock Bolt Supplier Datasheet
PRL-CSY110200 - Operations & Maintenance Manual Track, Turnouts and Lubricators
PRL-CSY112200 - Operations & Maintenance Manual Tunnel Drainage System
PRL-CSY112210 - Examination Report: ECRL Sumps & Rising Main
PRL-CSY112600 – Operations & Maintenance Manual Tunnels
PRL-CSY112601 - Precast Arch Tunnel Supplier Documentation (Reinforced Earth Company

Technical Manual)
PRL-CSY113200 – Operations & Maintenance Manual Tunnel Cross Passages
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

PRL-CSY206100 - HV System O&M Manual
PRL-CSY206300 - LV System O&M Manual
PRL-CSY207113 - Jet Fan Operation and Maintenance Manual
PRL-CSY209100 - O & M Manual Overhead Wire System
PRL-CSY216800 - Refer to Tunnel Lighting System Manual
633437 – Operations & Maintenance Manual Corrosion and Strain Monitoring System
CV0486374A - Permanent Way - Track Slab Jacking Plan and Details
C1-4 Definitions, abbreviations and acronyms

The definitions of terms used within this Maintenance Plan are contained in ESC 100.
DFF Direct Fixation Fastener (slab track)

ECRL Epping to Chatswood Rail Line (formerly PRL – Parramatta Rail Link)
FST Floating Slab Track
Platform cavern Lined structure (similar to tunnel structure) containing the track and
platforms at stations

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.

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.

Chapter 4 Description of the system

C4-1 Overview
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.

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.

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.

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

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
M14 TU__12.59UM Lane Cove River Cut & Cover 142
(Upline) Tunnel
M2 Shaft Cut & Cover Tunnel 23
Total Length – Downline 12,688
Formed Concrete Lining 9,958
Shotcrete Lining 2,590
M14 TU__12.59DM Lane Cove River Cut & Cover 135
(Downline) Tunnel
M2 Shaft Cut & Cover Tunnel 23
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

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

Figure 5: Shotcrete Tunnel Section at Fan Niche
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.

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

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

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:
− PRL-CSR111503 (Rev 3) - “Design report for running tunnels:M2 shaft, rectification works”
− Drawing Number PRL-CSD 111518 - “Running tunnels M2 shaft: rectification works. Sheet 1
of 3”
of 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.

Figure 8: Typical Dive Structure (Cut & Cover Dive Tunnel similar)
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.

Figure 9: Direct Fixation Fastener Track
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.

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.

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.

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

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.

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)

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).

Figure 16: Sump Cross Passage 36
C4-3.10 Stations
C4-3.10.1 General
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.

Figure 17: Epping Underground Station Access Structures
Figure 18: Epping Underground Station Elevation

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

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.

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.

Figure 24: North Ryde Station Access Structures
Figure 25: North Ryde Station Cross Section
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.

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.

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.

Figure 26 – Catenary Wire Support System
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.

− 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

Sump Cross Passage Sump 1, Stair access to
1
(Chatswood Portal) surface.
2, 4, 6, 8,10, 12, 14, 19, 21, 23, Service Cross Passage -
26, 29, 31, 33, 35, 37, 39, 41,

43, 45, 47,

3, 5, 7, 9, 11, 13, 15, 18, 20, Standard Cross Passage -
22, 24, 25, 28, 30, 32, 34, 38,
40, 42, 44, 46, 48
Lady Game Drive Service Access to Surface via Lady
16 Facility Game Drive Service Facility
building
Sump Cross Passage Sump 2, part of the Lane
17 Cover River Cut & Cover
Tunnel Structure.
27 Sump Cross Passage Sump 3
36 Sump Cross Passage Sump 5
Sump Cross Passage Sump 6
49
(Epping Portal)
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 FST3128 Ludowici Rubber & Ludowici Dwg EP
Bearings Plastics A921/G201-01
Type B Elastomeric FST2305 54- 74 Dunheved Ludowici Dwg EP

Bearings Cct St Marys, A921/G202-01
NSW 2760
Telephone: 02 9634
0025 Facsimile: 02

9634 2160
C4-6 Manufacturers’ technical bulletins and equipment warranties
Document Number Title
PRL-CSY110201-004 Megapoxy PME Technical Bulletin
PRL-CSY110201-006 Megapoxy 206 Technical Bulletin
PRL-CSY110201-008 Ludowici Rubber Bearings Warranty
C4-7 Drawings
Document Number Title
PRL-CSD110101 PERMANENT WAY - TRACK SLABS GENERAL NOTES
PRL-CSD110103 PERMANENT WAY DOWN LINE TRACK SLABS SHEET 1
PRL-CSD110115 PERMANENT WAY UP LINE TRACK SLABS SHEET 1
PRL-CSD110122 PERMANENT WAY UP LEVEL TRACK SLABS SHEET 8
PERMANENT WAY - TRACK SLABS CHATSWOOD DIVE -
PRL-CSD110128 TYPICAL SECTION
PERMANENT WAY - TRACK SLABS EPPING DIVE - TYPICAL
PRL-CSD110129 SECTION
PERMANENT WAY PLATFORM TYPICAL CONCRETE
PRL-CSD110130 PROFILES
PERMANENT WAY - TRACK SLABS DFF TYPE TRACK SLAB
PRL-CSD110131 TYPICAL SECTIONS

PERMANENT WAY - TRACK SLAB DERAILMENT GUARD

PRL-CSD110135 GENERAL ARRANGMENT AND DETAILS
PERMANENT WAY - TRACK SLABS CROSS PASSAGES -
PRL-CSD110137 TYPICAL SECTION
PERMANENT WAY - TRACK SLABS FST TYPE TRACK SLAB
PRL-CSD110140 TYPICAL SECTIONS
PRL-CSD110141 TYPICAL ARRANGEMENT PLANS AND SECTION
PRL-CSD110142 REINFORCEMENT PLAN & DETAILS
PERMANENT WAY - TRACK SLABS REINFORCEMENT
PRL-CSD110143 DETAILS
PRL-CSD110147 PERMANENT WAY - TRACK SLABS MISCELLANEOUS DETAILS
PERMANENT WAY - TRACK SLABS ELECTROLYSIS
PRL-CSD110148 TREATMENT DETAILS
PERMANENT WAY - TRACK SLABS TRACK SLAB JACKING
PRL-CSD110151 PLAN AND DETAILS

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 2 years 72 days
tunnel invert
Floating Slab Track (FST) type support –
Concrete Slab supported on discrete 2 years 72 days
elastomeric pads (bearings)
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.

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
− SSC 227 – Detailed Examination of Track Slabs.
From this manual (see Appendix 2):
− SSC TH1 – Detailed Civil & Structural Inspection of ECRL Tunnels

− SSC TH2 – Detailed Structural Inspection of ECRL Cross Passages
− SSC TH3 – Detailed Inspection of Cut & Cover Tunnel at Lane Cove River
− SSC TH4 – Detailed Inspection of ECRL Station Structures
− SSC TH5 – Detailed Inspection of Epping & Chatswood Dive Structures
− SSC TH9 – Detailed Tunnel Walkway Inspection
− SSC TH17 – Detailed Inspection of ECRL Tunnel Drainage Litter Baskets.
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.

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.
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.

Figure 30: Pad cracked
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.

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.
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.
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

holes or drainage paths. Weep holes and other constructed drainage paths should be checked for
any blockages.
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.

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.

Chapter 7 Maintenance Procedures

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.

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.

− 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 Six (6) hydraulic cylinders (nominal capacity
bearings. 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 Hydraulic flat jacks, compatible hydraulic
FST slabs. hand-pump and associated hoses and
connections
Table 4: Special Tools

Appendix 1 Technical Maintenance Plan
Technical Maintenance Plan

Service Safety Service
Applicability Period Latitude Comments
Description Importance Schedule
ECRL Tunnels
Detailed Tunnel S Epping to Chatswood Rail Line Tunnels SSC 241 4 years 145 days
Structure
Examination
Lane Cove River Cut & Cover section of Epping SSC 241 4 years 145 days
to Chatswood Rail Line
M2 Arch Structure SSC 241 4 years 145 days
Special NA All structures SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the
examinations integrity of the structure. eg Rail or road vehicle impact,
heavy rain, flood, land slide/slip, earth tremor, etc.
Structures NA All SSC 232 4 years 145 days To follow detailed structures examination
assessment
ECRL Cross-Passages
Detailed Cross S All Epping to Chatswood Rail Line Cross SSC TH2 4 years 145 days
Passage Structure Passages
Examination SSC 222
Special NA All SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the
examinations integrity of the structure. eg Rail vehicle impact, earth
tremor, etc.
assessment
ECRL Stations
Detailed Station & S All Station Structures along the Epping to SSC TH4 4 years 145 days
Building Chatswood Rail Line.
Structures
Examination


assessment
Epping & Chatswood Dive Structures
Piled wall, roof S Epping Dives (Up & Down) and Chatswood SSC TH6 4 years 145 days
slab and invert Dive.
slab structural
examination
Soil Nailed Wall S Epping Dives (Up & Down) and Chatswood SSC TH6 4 years 145 days
and reinforced soil Dive.
wall structural
examination
Shotcrete wall S Epping Dives (Up & Down) and Chatswood SSC TH6 4 years 145 days
strip drain Dive.
examination
Special NA All SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the
examinations integrity of the structure. eg Rail vehicle impact, earth
tremor, etc.
assessment
ECRL Track Slabs
Detailed S Direct Fixation Fastener (DFF) type support – SSC TH7 2 years 72 days
tie/support Conventional track slab directly laid on the
examination tunnel invert
S Floating Slab Track (FST) type support – SSC TH 8 2 years 72 days
Concrete slab supported on discrete
elastomeric pads (bearings)
Modular Walkways
Detailed S Modular walkway structure in Epping to SSC TH9 1 year 36 days

Structures Chatswood Rail Line Tunnels.
Examination


assessment

Appendix 2 Service Schedules
Service Schedule No. SSC 241

SSC 241 Detailed Examination of ECRL Tunnels
Page 1 of 2
Description Ellipse
Standard Job
Detailed examination of tunnel structure, dive structures, cross passages, drainage
channels, walkways, ventilation shafts/niches, noise attenuation panels and tunnel fittings
in the ECRL tunnels
Personnel Accredited to examine structures
Torch, hand mirror, geologists hammer, 30 metre tape, binoculars, crayon, camera, wire
Equipment
brush, detonators; flags, data logger or notebook, specialist testing equipment
Reference TMC 301 Structures Examination; TMC 132 Maintenance Plan – ECRL Structures
Task
Start The Job
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

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.
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
Finish The Job
35 Compile weekly summary of exceedents
36 Update defect listing and examination report
37 Complete examination certification

Detailed Inspection of ECRL Station Service Schedule SSC TH4

SSC TH4
Structures Page 1 of 1
Description Ellipse
Standard Job
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.
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 ECRL Station
shotcrete lining is exposed (station back-of-house and services buildings). Structure O&M
Inspect for evidence of new cracks and growth of existing cracks. Manual – PRL-
CSY102100
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.
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.

Detailed Direct Fixation Fastener Service Schedule SSC TH7

SSC TH7
Track Inspection Page 1 of 1
Description Ellipse
Standard Job
Detailed visual examination of Direct Fixation Fastener (DFF) concrete track bed areas
along the Epping to Chatswood Rail Line to identify defects.
Personnel TDT B37 – Conduct Accredited to examine structures and identify structural defects.
Equipment Data logger or Notebook, Crack Measuring Gauge, Torch if required , tape, camera
Task Reference
Start The Job
2 Examine concrete DFF slabs for signs of damage, evidence of concrete TMC 132 C5-8
deterioration, or other indicators of structural distress.
3 Examine concrete DFF slabs for cracking, and epoxy repair if greater than
0.3mm.
4 Examine air gap between the ends of DFF slabs to ensure it is free from rubbish
build-up.
5 Examine epoxy pad under baseplates (where present) for damaged or missing
epoxy.
6 Identify and record all defects and compare to Current Defects List noting new
and deteriorating defects and defects that have been removed.
7 Repair defect or PROTECT (or arrange protection of) site pending further
corrective actions.
Finish The Job
8 Record all defects and compare to current defect listing, noting new and TMC 132 C5-8

Detailed Floating Slab Track Service Schedule SSC TH8

SSC TH8
Inspection Page 1 of 1
Description Ellipse
Standard Job
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.
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
Start The Job
2 Examine concrete FST slabs for signs of damage, evidence of concrete TMC 132 C5-9
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.
Finish The Job
11 Record all defects and compare to current defect listing, noting new and TMC 132 C5-9

Appendix 3 Examination Reports
Tunnel Examination Report

DISTRICT FILE No.
LINE DRAWING
EQUIPMENT No TUNNEL PROFILE
MIMS SPN MATERIAL
PREVIOUS STATION HEIGHT RAIL TO
CROWN
KILOMETRAGE WIDTH
LOCATION No. TRACKS
REPAIRED TRACK ALIGNMENT
SUPERELEVATION
Repair Priority
Defect
COMPONENT COMMENTS Examiner Structures
Category
(optional) Manager
ROOF
WALLS
FLOOR
PORTALS
CROSS
PASSAGES
WEEPHOLES
DRAINS
REFUGES
REFUGE
MARKERS
SIGNAGE
GENERAL
Examiner: Date:
Structures Manager: Date:

Track Slab Examination Report

DISTRICT FILE No.
LINE DRAWING
EQUIPMENT No TRACK SLAB TYPE
MIMS SPN TRACK ALIGNMENT
PREVIOUS STATION SUPERELEVATION
KILOMETRAGE
LOCATION
REPAIRED
Repair Priority
Defect
Category
(optional) Manager
CONCRETE
SLABS
SHEAR KEYS
AIR GAPS
UNDER SLABS
AIR GAPS
BETWEEN
SLABS
ELASTOMERIC
BEARINGS
SUPPORTING
THE SLAB
ELASTOMERIC
BEARINGS AT
SHEAR KEYS
EPOXY PAD
UNDER
BASEPLATES
GENERAL
Examiner: Date:

Tunnel Walkway Examination Report

DISTRICT FILE No.
LINE DRAWING
EQUIPMENT No WALKWAY TYPE
MIMS SPN TRACK ALIGNMENT
PREVIOUS STATION SUPERELEVATION
KILOMETRAGE
LOCATION
REPAIRED
Repair Priority
Defect
Category
(optional) Manager
PRECAST
SLABS
STEEL
FRAMEWORK
HANDRAILS
KICKPLATES
LADDERS
STAIRS
WALKWAY AT
CROSSOVERS
GENERAL
Examiner: Date:


TMC 132

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TMC 132

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Engineering Manual

Issued July 2010

Owner: Chief Engineer Civil

Approved by: John Stapleton Authorised by: Richard Hitch

UNCONTROLLED WHEN PRINTED Page 1 of 61

Summary of changes from previous version

© Rail Corporation Page 2 of 61

© Rail Corporation Page 3 of 61

ESC 302 - Structures Defect Limits

TMC 001 – Civil Technical Competencies & Engineering Authority

TMC 103 - Maintenance Plan - ECRL

TMC 110 - Structures Service Schedules

TMC 301 - Structures Examination

TMC 302 - Structures Repair

C1-3.2 Other RailCorp documents

C1-3.3 ECRL documents

PRL-CSA100013 - Shotcrete Specification

PRL-CSA100016 - Tunnel and Station Waterproofing Specification

PRL-CSD110521 to PRL-CSD110543 – Running Tunnels Tunnel Long Sections

PRL-CSD111518 - Running tunnels M2 shaft: Rectification works. Sheet 1 of 3

PRL-CSD111519 - Running tunnels M2 shaft: Rectification works. Sheet 2 of 3

PRL-CSD111520 - Running tunnels M2 shaft: Rectification works. Sheet 3 of 3

© Rail Corporation Page 4 of 61

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-CSR100033 - Design Report for Package R03A – Walkways

PRL-CSR102500 - Technical Design Report – Waterproofing and Lining

PRL-CSR111503 - Design report for running tunnels: M2 shaft, Rectification works

PRL-CSR111700 - Appendix M Design Report Excavation, Support, Waterproofing and Permanent

PRL-CSR142001 - Lane Cove River Cut and Cover Design Report

PRL-CSR171502 - Design Report – Excavation, Support, Waterproofing and Permanent Lining:

PRL-CSR181502 - Design Report – Excavation, Support, Waterproofing and Permanent Lining:

PRL-CSY102101-003 - Supplier Manual – Megabolt Rockbolt Datasheets

PRL-CSY102300– Operations & Maintenance Manual Underground Station Structures

PRL-CSY104100 - Rock Bolt Supplier Datasheet

PRL-CSY110200 - Operations & Maintenance Manual Track, Turnouts and Lubricators

PRL-CSY112200 - Operations & Maintenance Manual Tunnel Drainage System

PRL-CSY112210 - Examination Report: ECRL Sumps & Rising Main

PRL-CSY112600 – Operations & Maintenance Manual Tunnels

PRL-CSY112601 - Precast Arch Tunnel Supplier Documentation (Reinforced Earth Company

PRL-CSY113200 – Operations & Maintenance Manual Tunnel Cross Passages

PRL-CSY133000 - ECRL Water Treatment Plant Operation and Maintenance Manual

© Rail Corporation Page 5 of 61

PRL-CSY206100 - HV System O&M Manual

PRL-CSY206300 - LV System O&M Manual

PRL-CSY207113 - Jet Fan Operation and Maintenance Manual

PRL-CSY209100 - O & M Manual Overhead Wire System

PRL-CSY216800 - Refer to Tunnel Lighting System Manual

CV0486374A - Permanent Way - Track Slab Jacking Plan and Details

C1-4 Definitions, abbreviations and acronyms

DFF Direct Fixation Fastener (slab track)

© Rail Corporation Page 6 of 61

Chapter 2 Technical Maintenance Plans

There are two types of maintenance specified:

C2-1.1 Preventive maintenance

C2-1.2 Corrective maintenance

C2-3 Technical maintenance plan user information

© Rail Corporation Page 7 of 61

Chapter 3 Responsibilities and Authorities

C3-2 Bridge Examiner

− tunnel cross passages

− Additional examination requirements in C5-2.