Dublin Metro North Geotechnical Data Report

METRO NORTH
ORAL HEARING
Geotechnical Data Report

Part 1
Dublin Metro North

April 2008
B0307000-010/GEO.28/006/1
JACOBS
Dublin Metro North
Geotechnfcal Data Report
Document control sheet Form IP180/B

Project:
RPA
Dublin Metro North
Title:
Client:
Original
DATE.
April
Prepared by
Reviewed by
Approved by
NAM
NA
Jonathan Gammon I
NAE
Stuart Cowan
David Hobson
Roger Carter
SIGNATURE
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~
SIGNATURE
2008
REVISION
DATE
REVISION
DlTE
REVISION
DATE
Job No: 80307000
WIl) " ('
~"".,. u-_ f) /l/J
NAME
NAE
NAE
SIGNTURE
SIGNTURE
SIGTURE
NAM
NA
NA
SIGNATUE
SIGNATURE
SIGNATUR
NAME
NAM
NAM
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SIGNTUE
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This repor, and infooation or advce which it contains, is provided by Jacos solely for interl use and reliance by ils Oienl in perormance of Jaco duties an
liabmUes under Its cotrac with the Oient. Any advie, opnion, or recommendatis within lhs rep should be read and relied upo ony in Ihe coext of the repor
as a whle. The advice and opinios in this repo are based upo the information made available to Jacobs at the dale of this rep and on currnt UK stanards,
codes, lechnoogy and costrcton prctces as al the dale oIlhs report Following final deHver of this rep to the Client, Jacobs wiR have no fLn obligation or
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Dublin Metro North

Contents
Introduction
1-1
1.1
Scheme Overview
1-1
1.2
Background
1-1
1.3
Scope of the Report
1-1
1.4
Report Format
1-2
1.5
Other Relevant Reports
1-3
1.6
Limitations and Exceptions
1-4
Site Conditions
2-1
2.1
Site Location and Topography
2-1
2.2
Site History
2-2
2.3
Geological Setting
2-2
2.4
Geotechnical Hazards
Ground Investigation Fieldwork
3-1
3.1
General
3-1
3.2
Light Cable Percussion Boreholes
3-3
3.3
Rotary Open Hole, Rotary Core and Geobor-S Drillholes
3-6
3.4
Trial Pits
3-10
3.5
Geophysical Surveys
3-10
3.6
Field installations
3-11
3.7
Field Testing
3-15
Ground Investigation Laboratory Testing
4-1
4.1
General
4-1
4.2
Previous Ground Investigation
4-1
4.3
Metro North Ground Investigation Programme
4-2
Previous Construction Experience
5-1
2-13
Dublin Metro North

5.1
Relevant Projects
5-1
5.2
Dublin Port Tunnel
5-1
5.3
Other Tunnel Projects
5-8
5.4
Basement Excavations
5-10
5.5
Foundation Construction
5-15
5.6
Other Projects / Relevant Papers
5-20
References
6-1
Appendices
7-1
Appendix
Title
A
B
C
D
Summary of GSI Ground Investigation Reports

Summary of GSI Cable Percussion Boreholes
Summary of Previous Ground Investigation Trial Pit Records
Summary of Previous Ground Investigation Groundwater
Monitoring Records
Summary of Metro North Preliminary Ground Investigation
Groundwater Monitoring Records
Figures
Figure No.
Title
Figure 1
Figure 2
Figure 3
Quaternary Geology Map

Bedrock Geology Map
GSI Dublin City Centre Rockhead Levels
Drawings
Drawing No.
Title
B/MN/0000/GE/01 Rev. A01

B/MN/0000/GE/02 Rev. A01
B/MN/0000/GE/03 Rev. A01
B/MN/0000/GE/04 Rev. A01
B/MN/0000/GE/05 Rev. A01
B/MN/0000/GE/06 Rev. A01
B/MN/0000/GE/07 Rev. A01
B/MN/0000/GE/08 Rev. A01
B/MN/0000/GE/09 Rev. A01
B/MN/0000/GE/10 Rev. A01
B/MN/0000/GE/11 Rev. A01
B/MN/0000/GE/12 Rev. A01
B/MN/0000/GE/13 Rev. A01
Exploratory Hole Location Plan Sheet 1 of 13

Dublin Metro North

1 Introduction
1.1
Scheme Overview
Metro North is the next phase of Dublin's integrated light rail network, which began
with the opening of the Luas Green and Red lines. Metro North will provide park
and ride spaces and good quality bus, rail and air interchanges along an 18km
corridor running from Belinstown in the North through Seatown, Swords,
Fosterstown, Dublin Airport, Dardistown, Northwood, Ballymun, Dublin City
University, Griffith Avenue, Drumcondra, Mater Hospital, Parnell Square and
O'Connell Bridge to St. Stephen's Green in the city centre. Provision has been
made for a further two stops (Lissenhall and Estuary) between Belinstown and
Seatown; however, construction of these stops will not form part of the Metro North
works.
Metro North will generally be segregated from road traffic which will be achieved by
running in tunnel in the city centre and on road medians or elevated sections in the
less congested outer suburbs. The proposed location and alignment of Metro North
is shown in Drawing Nos. B/MN/0000/GE/01 to 13. The alignment to which this
report relates is the 15 November 2007 Revision E1 issue and this report does not,
therefore, take account of any changes made to the alignment since that date.
1.2
Background
In July 2006, Jacobs was commissioned by the Railway Procurement Agency (RPA)
to act as their Railway Engineering, Design and Safety Consultant for the Metro
North project. The scope of the framework agreement included:
1.3
Preparation of Reference Design;

New works assessment;
New rolling stock assessment;
Assistance with preparation of Railway Order;
Assistance with the administration of tenders from pre-qualification through
to award; and
Engineering support during the Railway Order Public Inquiry.
Scope of the Report
The Geotechnical Data Report (GDR) is solely a factual report and summarises the
geotechnical data obtained for the entire alignment from available published
sources, previous ground investigations for adjacent projects and the Metro North
Ground Investigation Programme.
A Preliminary Ground Investigation (Reference 1) was carried out for Metro North
during 2006 by IGSL Ltd. (RPA Contract M7081) under the direction of RPAs
Technical Consultant, Parsons Brinckerhoff. Parsons Brinckerhoff was responsible
for the preliminary engineering and conceptual design of the Dublin Metro Alignment
Study. The purpose of the Preliminary Ground Investigation (PGI) was to provide
geotechnical information on the ground conditions and groundwater regime for use
in preliminary design, optioneering and route selection, in particular the Emerging
1-1
Dublin Metro North

Preferred Route. The results of the PGI are presented in the Geotechnical
Interpretative Report prepared by Parsons Brinckerhoff (Reference 2). The scope of
the Parsons Brinckerhoff interpretative report was reduced by the RPA in February
2007, on the basis that Jacobs was carrying out interpretation of available data as
part of the Reference Design process and is responsible for the preparation of the
Reference Ground Conditions Report for Information (RGCRI) for Metro North. The
RGCRI includes interpretation of the ground conditions and groundwater regime as
they relate to the Reference Design and interpretation of engineering properties for
translation into design parameters during the design process.
The Main Ground Investigation (MGI) for Metro North was carried out from May
2007 to April 2008 as three separate contracts. IGSL Ltd. undertook two contracts
(Group A works: Sections 1 to 3 and Group B works: Sections: 4 and 5), while
Norwest Holst Soil Engineering Ltd. undertook one contract (Group C works:
Sections 6 and 7). All three contracts were under the direction and supervision of
Jacobs. The purpose of the MGI was to provide sufficient geotechnical information
on the ground conditions and groundwater regime to inform the Reference Design
and Railway Order Stages and particularly for use in the design and construction
planning process.
The areas covered by the three separate MGI contracts were as follows:
Group A works (Sections 1 to 3) from Belinstown to Dublin Airport southern

boundary;
Group B works (Sections 4 & 5) from Dublin Airport southern boundary to
north of Dublin City University; and
Group C works (Sections 6 & 7) from north of Dublin City University to St.
Stephens Green.
The final factual reports for all three MGI contracts were received in April 2008. This
GDR does not include the MGI data. It is recommended that this report is reviewed
in light of the data contained in the MGI Final Factual Reports.
An interpretation of all geotechnical data collected for this report is given in the
Reference Ground Conditions Report for Information (Reference 3).
This report does not include contamination test data, which is outwith Jacobs scope
of work. We understand that RPAs Environmental Consultant, ERM, has carried
out a review of available contamination test data along the proposed route of Metro
North and that this information is reported separately (Reference 4).
1.4
Report Format
For ease of presentation, the route has been sub-divided into seven separate areas,
from north to south, which correspond to the Railway Order Areas as defined on 29
September 2007. These areas are as follows:
Area 1 Depot to south of Swords;

Area 2 South of Swords to Dublin Airport boundary (north);
Area 3 Dublin Airport boundary (north) to Dublin Airport boundary (south);
Area 4 Dublin Airport boundary (south) to south of Northwood;
Area 5 South of Northwood to Dublin City University (DCU);
1-2
Dublin Metro North

Area 6 DCU to south of Mater; and

Area 7 South of Mater to St Stephens Green.
A brief description of the content of the Geotechnical Data Report is given below:
Section 2 describes the site conditions including the history of site development
interpreted from historic maps and aerial photographs, the geological setting and the
geotechnical hazards that are likely to be encountered.
Section 3 presents a summary of the existing ground investigation fieldwork data
obtained from sources such as the Geological Survey of Ireland (GSI), previous
ground investigations for adjacent projects and the Metro North Ground
Investigation Programme. The numbers and locations of exploratory holes and field
installations are presented, together with details of surface geophysical surveys and
in situ tests.
Section 4 presents the existing laboratory test data.
Section 5 presents a discussion of various aspects of nearby previous construction
projects involving underground excavations, which are considered to be relevant to
the proposed outline method of construction of Metro North. A list of relevant
technical papers, which generally contain pertinent information in relation to ground
profiles, ground properties and construction methods for similar underground
construction projects in the Dublin area, is also included. This list is by no means
exhaustive.
This report also contains ground investigation location plan drawings and geological
maps.
Existing exploratory hole records and results of field and laboratory testing from
previous investigations are bound as separate volumes; copies of records are
available via the RPA Data Room.
1.5
Other Relevant Reports
This report is to be read in conjunction with the following Reference Design

submissions:
Technical Note 023 - Desk Study Review;

Reference Ground Conditions Report for Information;
Alignment Strategy Report - Working Paper 40;
Outline Method of Construction Report;
Bored Running Tunnel Reference Design Report Technical Note 010;
Stage 1 Preliminary Ground Movement Assessment Report; and
Stage 2A Preliminary Building Response Assessment Report.
Copies of the above documents, together with other relevant Reference Design
documents are held in the Metro North Data Room.
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Dublin Metro North

1.6
Limitations and Exceptions
This report has been prepared for the exclusive use of the Rail Procurement Agency
and unless otherwise agreed in writing by Jacobs, no other party may use, make
use of, or rely on the contents of the report. No liability is accepted by Jacobs for
any use of this report, other than for the purposes for which it was originally
prepared and provided.
Opinions and information provided in the report are on the basis of Jacobs using
due skill, care and diligence in the preparation of the same and no explicit warranty
is provided as to their accuracy.
Jacobs is not responsible for the validity or accuracy of the data obtained from third
parties during this or previous studies or for data received from others. Jacobs has
not been able to validate information supplied and have therefore taken such
information at face value.
1-4
Dublin Metro North

2 Site Conditions
2.1
Site Location and Topography
The proposed location and alignment of Metro North (November 2007, Revision E1
issue) is shown in Drawing Nos. B/MN/0000/GE/01 to 13. The topography of each
of the Railway Order Areas (as defined on 29 September 2007), is summarised
below:
Area 1 Depot to south of Swords
The ground level at the Depot area generally varies between 6mOD and 10mOD.
Between the Depot area and the Broad Meadow River the ground level along the
alignment is relatively flat and lies between 6mOD and 9mOD. The ground level at
the (provisional) Lissenhall Stop is between 7mOD and 8mOD. The ground level
then falls at the Broad Meadow River at Lissenhall Bridge to between approximately
3mOD to 5mOD and then rises gradually to approximately 26mOD at the southern
limit of Area 1 at the Swords Stop.
The ground levels at the (provisional) Estuary and Seatown Stops lie between
5mOD to 6mOD and 13mOD and 16mOD, respectively, while the level at the
Swords Stop lies between 25mOD and 26mOD.
Area 2 South of Swords to Dublin Airport boundary (north)
The ground level continues to rise from a level of approximately 26mOD
immediately south of the Swords Stop to a level of between approximately 42mOD
and 44mOD at the Fosterstown Stop. The ground level then continues to rise, albeit
less steeply, to a level of about 49mOD close to Fosterstown House. The ground
level is then relatively flat before dipping to around 43mOD at the locations of two
stream courses. The ground level then rises steeply to a level of approximately
62mOD at the Dublin Airport northern boundary.
Area 3 Dublin Airport boundary (north) to Dublin Airport boundary (south)
North of the Airport Stop the ground level is relatively flat and generally varies
between 64mOD and 68mOD. The ground level at the location of the Airport Stop
lies between 66mOD and 68mOD. South of the Airport Stop the ground level falls
gently to approximately 60mOD at the Airport southern boundary.
Area 4 Dublin Airport boundary (south) to south of Northwood
The ground level is relatively flat (58mOD to 60mOD) between the Airport southern
boundary and the Dardistown Stop, which lies at between 60mOD and 61mOD.
South of Dardistown Stop the ground level gradually rises to between 64mOD and
66mOD before falling from 64mOD at the crest of the cutting of the M50 to 59mOD
at its base. To the south of the M50 the ground level falls to a level of approximately
56mOD at the Santry River. The ground level at the Northwood Stop is between
57mOD and 59mOD.
Area 5 South of Northwood to Dublin City University
South of Norwood the ground level is relatively flat and lies between 60mOD and
64mOD. At Ballymun Stop the ground level lies between 62mOD and 65mOD. The
2-1
Dublin Metro North

ground level then falls gradually to approximately 50mOD to 51mOD at the DCU
Stop.
Area 6 DCU to south of Mater
To the south of the DCU Stop, the ground level falls gradually to between 33mOD
and 35mOD at the Griffith Avenue Stop and then falls more steeply to a level of
approximately 7mOD at the Tolka River. The ground level then rises again south of
the Tolka River to a level of approximately 12mOD at the Drumcondra Stop, before
falling gently to around 10mOD at the Royal Canal and then rising again gently to a
level of between 14mOD and 15mOD at the Mater Stop.
Area 7 South of Mater to St Stephens Green
The ground level rises from approximately 14mOD at the Mater Stop to around
17mOD to 18mOD at Dorset Street Lower and then falls relatively steeply to
between 9mOD and 11mOD at the Parnell Stop and to around 4mOD to 5mOD
along OConnell Street. The ground level either side of the River Liffey at OConnell
Bridge is approximately 3mOD to 4mOD. South of the River Liffey the ground level
rises gradually to approximately 12mOD at the St. Stephens Green Stop.
The results of topographical surveys carried out by Jacobs for the RPA have been
used to establish ground levels along and in the vicinity of the alignment. Reference
should be made to the vertical alignment drawings for full details of ground levels.
2.2
Site History
Jacobs carried out a Desk Study Review (Reference 5) of selected historic maps
and aerial photographs in order to identify potential constraints along the proposed
alignment, which could impact on the proposed works and also to inform the
planning and design of the Main Ground Investigation.
Historic maps were sourced from the Ordnance Survey of Ireland (OSI), Trinity
College Library and RPAs Archaeological Assessment Report (Reference 6).
Limited aerial photography was obtained from OSI and reviewed.
The Desk Study Review specifically excluded assessment of the potential
environmental implications associated with the historic features identified, which is
outwith Jacobs scope of work. It is understood that RPAs Environmental
Consultant, ERM, have carried out a stand alone review of available historic
information in order to identify potential environmental hazards along the proposed
route of Metro North (Reference 4).
2.3
Geological Setting
2.3.1 Sources of Information

The main sources of geological information that have been consulted in the
assessment of the geological conditions along the proposed route of Dublin Metro
North are listed below:
Geological Survey of Ireland, 1995: Geology of Kildare-Wicklow Sheet 16

1:100,000 scale (Reference 7);
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Dublin Metro North

Geological Survey of Ireland, 1994: Geology of Kildare-Wicklow: A

Geological Description (Reference 8);
Geological Survey of Ireland, 1999: Geology of Meath Sheet 13 1:100,000
scale (Reference 9);
Geological Survey of Ireland, 2001: Geology of Meath: A Geological
Description (Reference 10);
Geological Survey of Ireland, 2005: Quaternary Geology Map for County
Dublin 1:50,000 scale (Reference 11);
IGSL Ltd. March 2007. Ground Investigation Factual Report. Contract
M7081 (Reference 1);
Geological Survey of Ireland. Existing ground investigation database
(Reference 12);
Wimtec Environmental Ltd. June 2000. Dublin Light Railway Tunnel Link
between St. Stephens green and Broadstone. Factual Report on Ground
Investigation Volumes 1 & 2 (Reference 13);
Haswell Consulting Engineers, 2002. Geotechnical Desk Study City Centre
and Airport. Dublin Metro Alignments Study. Swords to City Centre (via
Airport) and City Centre to Ranelagh and Tallaght. Working Paper
(Reference 14); and
Atkins McCarthy, January 2000. Dublin Light Rail. Sandyford to Ballymun
Line. Underground section between St. Stephens Green and Broadstone.
Stage IV Report. Volumes 1, 3 and 4 of 4 (Reference 15).
Other sources of information consulted include relevant published literature and

technical papers on the geology of the Dublin area (References 16 to 24) and
several less extensive previous ground investigations, which are described in
Section 3.1.1. The availability of geotechnical data from outwith the Dublin city
centre area is somewhat limited and has been addressed by the Main Ground
Investigation.
2.3.2 Superficial Geology
The superficial or quaternary, geological history of the Metro North alignment is
described in References 8, 10 and 17 and shown in Figure 1.
The generalised soil sequence along the Metro North alignment consists of glacial
deposits (described as glacial till, sands and gravels) overlying Carboniferous
Limestone bedrock. In the centre of Dublin and in other urban areas, made ground
overlies the glacial deposits. Alluvial and estuarine deposits are found in the river
valleys.
The Pleistocene Epoch lasted from 1.6 million years ago to 10,000 years ago and
during this period alternating glacial and interglacial periods led to the growth and
decay of ice sheets which covered the area on a number of occasions. The
Holocene Epoch dates from 10,000 years ago to the present day. It is the widely
held view that during the last glacial period the Dublin City area was glaciated by ice
from the Irish Midlands (the Midlandian Glaciation) moving in a northwest to
southeast direction and ice from the Irish Sea Basin, which generally moved in a
north to south direction.
Most of the sediments were deposited during the Ice Age itself, either directly from
the extensive ice sheets that spread across the area or by meltwater flowing from
2-3
Dublin Metro North

the ice sheets as they finally melted. The ice sheets ground down the underlying
bedrock, breaking off protruding pieces and further grinding these down. The end
result of this process is the production of sediment, which may include particles of all
sizes ranging from clay to boulder and which, when spread over the land surface by
glacial ice, takes the form of till.
Alternatively, sediment may be carried and sorted by meltwater and deposited as
sand and gravel, with silt and clay deposited separately in lake systems or carried
away to sea. The glacial deposits contain fragments of the type of bedrock over
which the ice passed. Glacial and glaciofluvial (glacial meltwater) deposits are
generally very thick in the area of Metro North with thicknesses of over 30m being
common. The glaciation of the Dublin area was not straightforward and the
presence of fluvioglacial and glaciomarine sediments almost certainly indicates local
withdrawal of the ice followed by re-advance or a complex depositional system
beneath and around the ice sheet itself (Reference 18).
The lateral movement of glaciers imparted a complex system of lateral stresses
within the materials sandwiched between the glacial ice and the surface of the
bedrock (termed rockhead). Where rockhead rose in elevation in the direction of
glacial movement this would have placed the sandwiched materials under increased
lateral and vertical stresses. These pressures produce a locked-in horizontal
stress regime akin to, but in excess of, over-consolidation due to the effects of
vertical overburden pressure alone.
The alluvial deposits of the River Liffey, River Tolka and Broadmeadow River were
deposited during the Holocene Epoch.
The Quaternary Geology Map for County Dublin indicates that the following soil
types are present along the Metro North route:
Till derived from Lower Carboniferous Limestone (Glacial Lodgement Till)
The till is derived from the Lower Carboniferous Limestone and is the predominant
soil type over the majority of the route. The till is typically sub-divided into a lower
black, very stiff to hard, sometimes stiff, glacial till and a weathered upper brown,
firm or stiff, sometimes soft, glacial till. The brown glacial till generally has a higher
void ratio and moisture content and lower strength than the black glacial till. The
thickness of the weathered brown glacial till is typically 2m to 3m, although it is
noted that Wall & Farrell (Reference 25) state that the thickness is very variable,
from 1m to 6m and is usually thinner on the north side of the city. It is noted that
Skipper et al (Reference 23) identified four distinct units of the glacial till (upper and
lower brown glacial till and upper and lower black glacial till) based on the
stratigraphy encountered during ground investigations and excavations for the
Dublin Port Tunnel project.
The glacial till is typically heavily overconsolidated and is generally characterised by
its low compressibility and low permeability. However, pockets, lenses and layers of
higher permeability gravel and sand are present locally within the glacial till.
Extensive deposits of gravel and sand, up to 20m thick and overlying the Calp
Limestone bedrock, extend from the River Liffey to up to 1km north of the river.
2-4
Dublin Metro North

Cobbles and boulders with maximum dimensions up to 500mm are common, while
boulders with maximum dimensions greater than 500mm are encountered only
infrequently.
The glacial till is present close to the ground surface along the majority of the Metro
North alignment, but is generally absent at the following locations:
in the vicinity of the River Liffey; and

at the location of the pre-glacial buried channel identified by Farrington
(Reference 19), to the north of the River Liffey.
The geology of the pre-glacial channel area is complex with glacial tills occurring
within glacial gravels and vice-versa and likely reflects the complexity of the
variations and different stages of ice sheet advance and withdrawal.
Made Ground
Locally extensive areas of made ground are shown at the following locations:
immediately north of the Broadmeadow River, covering approximately 100m

of the route;
between the Broadmeadow River and Swords, covering approximately
900m of the route;
locally at the Royal Canal, covering approximately 50m of the route; and
to the north and south of the River Liffey in Dublin City Centre, covering
approximately 2km of the route
The ground levels of the formerly intertidal areas of the River Liffey have been
raised by the placement of made ground since medieval times in a generally
uncontrolled way. In some areas this may have been made possible by the
placement of wooden stockades and infilling behind them. The retaining walls for
the present-day course of the River Liffey were constructed in the 19th century. In
the vicinity of the River Liffey, the thickness of made ground deposits is typically
between 3m and 5m. In urban areas made ground deposits are likely to be
encountered along the length of the alignment. In the city centre, the thickness is
generally between 1m and 4m, but locally deeper, and in general reduces to
between 1m and 2m to the north of Mater Stop.
The composition of the made ground varies widely and generally consists of a
mixture of waste materials including, for example, domestic refuse, clinker and
demolition rubble.
The locations of several former quarries and gravel pits are indicated by historic
plans (Reference 5) in the vicinity of the Depot, close to the Estuary roundabout,
adjacent to the Airport Stop and between the Griffith Avenue and Drumcondra
Stops. It is likely that these former quarries and pits were backfilled in an
uncontrolled, or non-engineered, fashion.
There is anecdotal evidence to suggest that the present-day ground level in the
Parnell Square area has been raised above previous ground levels by the formation
of a raised platform, which was created by infilling between houses constructed on
natural ground at a lower level.
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Dublin Metro North

Till with Gravel

Locally extensive areas of Till with Gravel are indicated at the following locations:
from the Depot area to just north of the Broadmeadow River, covering
approximately 1.5km of the route;
to the north of the River Tolka covering approximately 600m of the route;
and
between Trinity College and St. Stephens Green, covering approximately
300m of the route.
Gravel derived from Lower Carboniferous Limestone
Two areas of Gravel derived from Lower Carbonifeous Limestone are indicated as
follows:
north of Nevinstown, covering approximately 300m of the route; and

to the north of the northern boundary of Dublin Airport covering
approximately 400m of the route.
The gravels are interpreted to be glaciofluvial terrace deposits and post-glacial

terrace gravels.
Alluvial Gravel
Two isolated areas of Alluvial Gravel are noted at:
the Tolka River covering approximately 300m of the route: and

between Parnell Street and Cathedral Street, covering approximately 100m
of the route.
Alluvium
The presence of Alluvium of limited extent is noted locally at:
to the north of Dublin Airport within the zone of Gravel derived from Lower
Carboniferous Limestone, occurring as two narrow zones of alluvium
associated with water courses; and
the Broadmeadow River covering approximately 100m of the route.
Alluvium is also likely to be present beneath deposits of made ground, which have
been laid in the vicinity of the River Liffey to raise ground levels and reclaim what
was formerly intertidal land. It is noted that the course of the former River Stein runs
close to Grafton Street (Reference 17) and flows into the River Liffey at Burgh Quay.
The course of this river has been incorporated into the public drainage system as a
foul drain (Reference 26). The depth to the bed of this watercourse is noted to be
approximately 3m below ground level close to St. Stephens Green, which is similar
to the depth of made ground and, therefore, it is unlikely that alluvial deposits are
present beneath the made ground. Farrell and Wall (Reference 17) note that
isolated pockets of soft silts and clays can occur as infill to old ponds or hollows in
the glacial till as well as in old ditches and streams. Where present, the thickness of
the alluvium is generally less than 3m to 4m.
2-6
Dublin Metro North

Additionally, the Quaternary Geology Map also records one location along the
alignment of Bedrock within 1m of the surface. This is located at Dublin Airport,
close to the existing terminal building and covers approximately 100m of the route.
Farrington (Reference 19) has shown the existence of a pre-glacial channel which
diverges from the present channel of the River Liffey from about Connolly Station
and returns near the mouth of the river. The channel contains glacial and
fluvioglacial sands and gravels. Long and Menkiti (Reference 22) note that although
the mode of formation of the deposits within the channel has not been studied in
detail it is likely that the deeper deposits were formed by drainage channels either
beneath or within the ice, while more recent deposits closer to the surface may be
river gravels or river terrace gravels.
A thorough description of the distribution and geotechnical properties of the
superficial deposits likely to be encountered along the Metro North alignment is
given in Reference 3.
2.3.3 Solid Geology
The expected solid geology of the Metro North alignment is described in References
8 and 10 and shown in Figure 2. The published Lower Carboniferous bedrock
stratigraphy of the Metro North alignment is summarised in Table 2.1 below:
Table 2.1: Summary of Lower Carboniferous stratigraphy
Series
VISEAN
SubSystem
DINATION
LOWER CARBONIFEROUS
System
Formation &
Stratigraphic
Thickness
Lucan (Calp)
(LU/CD)
300m to 800m
thick
(Reference 10)
Tober Colleen
(TC)
Variable thickness
up to 250m thick
(Reference 10)
Waulsortian (WA)
Variable thickness
up to 400m thick
(Reference 8)
Main Lithology Descriptions
Present
in Areas
Dark grey to black, fine grained,

graded limestone with interbedded
calcareous shale, local cherts &
fossilerforous beds.
Areas 4
to 7
Dark grey interbedded calcareous

mudstone and very argillaceous
micrite, which is usually burrowed. In
its lower parts it comprises graded
beds of reef derived debris and in
some areas large slumped reef
blocks (Waulsortian).
Pale grey, commonly massive
biomicrite with stromatactis in mound
forms or complexes, with depositional
dips of 30 to 40 or more.
Commonly dolomitised.
Areas 1,
3&4
Area 3
2-7
Dublin Metro North

SubSystem
Series
TOURNAISIAN (PARS)
System
Formation &
Stratigraphic
Thickness
Malahide
(ML)
300m to 1200m
thick (Reference
10)
Main Lithology Descriptions
Present
in Areas
Calcareous shales, siltstones,

sandstones and thin limestones
dominate the lower Malahide, which
are overlain by peloidal and
oncholitic, occasionally nodular,
micrites and succeeded by
fossilferous limestone and shale, with
oolites and sandstone, which are
overlain by argillaceous limestones,
nodular wackestones and shales.
Areas 1
to 3
It is evident from References 7 and 9 that a mismatch exists at the junction of the
maps and there are differences in the descriptions of the respective formations and
stratigraphic sequences. Notably the Lucan formation on GSI sheet 13 (Reference
9) is referred to as the Calp on GSI sheet 16 (Reference 7). The Malahide
Formation is not shown on GSI sheet 16; however, its stratigraphical equivalent is
indicated to be the Boston Hill Formation (Reference 8). References 8 and 10
include slightly different descriptions of the same rock formations and for
completeness, the differences are discussed in the following sections.
The formations described above were deposited within a shallow marine
environment of a subsiding structural basin, referred to as the Dublin Basin.
Changes in depositional conditions as a result of the tectonic regime of the basin are
reflected in marked changes in the properties and thickness of the deposits. This
produced a variety of sedimentary rocks and a variation in the sand and clay content
and the inclusion of shale or mudstone layers, some of which weathered to form
clay. Such variations affect the strength of the rock and its susceptibility to
weathering and hence its engineering properties. Prior to the Ice Age, bedrock was
weathered and eroded and deeply incised channels were formed.
Lucan (Calp) Formation
The Lucan or Calp Formation comprises a dark grey to black, fine grained, graded
limestone with interbedded calcareous shale, local cherts and fossiliferous beds and
is expected to underlie the route of Metro North between St. Stephens Green and
the Northwood Stop.
From available investigation information the strength of the calp limestone is
indicated to vary from weak to very strong, while the bed thickness varies from
60mm to over 3m, but is more typically between 100mm and 300mm, with thinner
shale beds and occasionally thicker calcisiltite layers. The limestone contains
calcite veining and bands and partings of calcareous shales or mudstones, which
generally correspond with the bedding planes.
As a result of the argillaceous nature of the calp limestone, the formation is
generally not susceptible to karstification and no major voids or cavities have been
reported. However, some evidence of solution features near rockhead within the
city centre has been reported by Long & Murphy (Reference 27). The depth of
weathering of the bedrock is typically between 1m and 3m and the bedrock may
contain clay filled joints and fractures. The permeability of the weathered rock is
generally higher than the less weathered rock.
2-8
Dublin Metro North

Tober Colleen Formation

The Tober Colleen Formation is the lowest facies of the Calp Limestone (Reference
8) and consists of dark grey interbedded calcareous mudstone and very argillaceous
micrite, which is usually burrowed. The micrite is described as subordinate thin
micritic limestones (Reference 10). In its lower parts it comprises graded beds of
reef derived debris and in some areas large slumped reef blocks of Waulsortian.
The Tober Colleen Formation is likely to be present in the vicinity of the Depot and
from the Airport Stop to between the Dardistown and Northwood Stops.
Waulsortian Formation
The Waulsortian Limestone is described as a pale grey, commonly massive
biomicrite with distinctive cavity-filling stromatactis in mound forms or complexes,
with shale interbeds with depositional dips of 30 to 40 or more. These mounds
can be either discontinuous or coalesced (Reference 10). Horizontal beds, which
are laterally equivalent to the mounds or reefs can be variable in character, but
generally include a higher proportion of shale beds (Reference 10).
The
Waulsortian Limestone is locally dolomitised and is present within a relatively small
area at Dublin Airport.
The Waulsortian Formation is more prone to karstification and is likely to be more
permeable and porous than the other limestone formations. Karstification can form
cavities and hollows in the bedrock but such features are difficult to locate during
ground investigations.
Malahide Formation
The Malahide Formation stratigraphically underlies the Waulsortian Formation and is
found between the Depot area and Dublin Airport. In its lower parts the Malahide
Formation comprises calcareous shales, siltstones and sandstones with thin
limestones. These have then been succeeded by peloidal and oncholitic,
occasionally nodular, micrites which in turn have been overlain by fossilferous
limestone and shale, with oolites and sandstone. The uppermost parts of the
Malahide Formation comprise argillaceous limestones, nodular wackestones and
shales.
Depth to Bedrock
Between Belinstown and just north of Fosterstown, depth to bedrock generally
appears to be between 5m and 15m below ground level, although data is sparse.
To the south of Fosterstown, the limited available data suggests that bedrock falls to
depths of greater than 40mbgl, before rising to within a few metres of ground level in
the vicinity of Dublin Airport. To the south of Dublin Airport, the bedrock level falls
relatively steeply to depths of between 30mbgl and 40mbgl. Bedrock becomes
shallower (between 10m and 20m below ground level) as the alignment approaches
the M50 motorway.
Bedrock is estimated to lie between 15mbgl and 25mbgl between the M50 and
DCU, with locally greater depths of more than 30mbgl at the Griffith Avenue Stop,
although it is noted that bedrock depth data are sparse. Between the Griffith
Avenue and Mater Stops, the depth to bedrock is typically between 10mbgl and
2-9
Dublin Metro North

25mbgl with depths increasing as Mater is approached. From Mater to the northern
end of OConnell Street, depth to bedrock increases to between approximately
23mbgl and 32mbgl, as a result of a combination of a rise in ground levels and the
existence of the pre-glacial channel. Bedrock level then rises to approximately
10mbgl at OConnell Bridge and to the south of the River Liffey depth to bedrock is
typically between 7mbgl and 12mbgl.
The Geological Survey of Ireland has prepared contour plans of estimated bedrock
levels in the Dublin city centre area (Figure 3). It is considered that the data from
the recent MGI will allow the GSI bedrock levels in the vicinity of the alignment to be
refined. The GSI consider that the data contained in Figure 3 are accurate to about
+/- 3m; however, it is noted that Farrell and Wall, 1990 (Reference 17) report that
local rockhead level variations of 5m in elevation, over a 3m plan distance have
been recorded. Depth to bedrock can vary significantly over short distances as a
result of the presence of incised drainage channels.
2.3.4 Structural Geology
The strata within the Metro North area were deposited within a subsided structural
basin referred to as the Dublin Basin. The rate of subsidence was variable across
the basin resulting in variation in the thickness of accumulated sediment and was
particularly variable during the Visean. At this time and towards the end of the
Waulsortian mound growth, the basin began to subside further due to intermittent
activity of the basins boundary faults and continued during the deposition of the
Tober Colleen and Lucan (Calp) formations.
The formations within the basin were then subjected to a major tectonic phase at the
end of the Carboniferous period of Variscan (Hercynian) Orogeny, with overall
compression along a NW-SE trend resulting in the folding, faulting and uplifting of
the Carboniferous rocks commonly along earlier stretching faults. The folding
resulted in several synclinal and anticlinal structures with ENE-WSW trending axial
traces forming in the immediate area. The general route of Metro North crosses the
axial trace of a syncline at St. Stephens Green and an anticline just to the north of
OConnell Bridge (Reference 15). Figure 2 shows that the proposed route crosses a
further anticline just south of the Fosterstown Stop and again at the (provisional)
Estuary Stop.
The folding was post-dated by faulting along NNW-SSE to N-S trends, which appear
to have involved strike-slip movement and are shown on Figure 2 to intersect the
route at DCU Stop and again between the Estuary and Seatown Stops. These
faults were offset by a later phase of faulting with traces trending ENE-WSW, which
are shown to intersect the route just to the north of the Airport Stop.
The bedrock has been tilted and folded in a variety of directions with typical dip
angles of between 5 and 30. It should be noted that steeper dip angles can occur,
notably close to fault zones and in areas where the depositional dips are already
steep such as within the Waulsortian and Tober Colleen Formations.
It is noted that Figure 2 shows very few faults in the Dublin city centre area and it is
considered that this may be a result of the relatively large thickness of superficial
deposits present and also partly due to the fact that the limestone bedrock does not
contain distinctive marker beds. It has been suggested (Reference 17) that the
2-10
Dublin Metro North

existence of the pre-glacial channel to the north of the River Liffey may be as a
result of a structural weakness within the bedrock.
Dolomitisation is common near fault zones (Farrell & Wall, 1990) (Reference 17).
2.3.5 Hydrogeology
Reference 16 notes that data on the hydrogeology of the Dublin area is sparse and
that few hydrogeological investigations have been carried out as an adequate water
supply has been available from the Wicklow Mountains. The report includes a table
of abstraction records including locations, water levels, yields, depth to rock and
type of rock.
Well records for the County Dublin area have been obtained from the Geological
Survey of Irelands well database. The database identified 12 wells within 550m of
the Metro North alignment. Reference 5 provides further details of the wells
identified in the GSI database and wells and pumps identified on historic maps. It is
noted that the approximate locations of two wells lie within 10m to 20m of the
Dardistown Stop and one well lies within 100m of the Parnell Square Stop.
Reference 16 notes wells at Parnell Street and Swords and Reference 28 notes
wells close to Dardistown.
Close to the River Liffey the groundwater level is generally at about 0m OD and,
reportedly, is not significantly affected by tidal variations. Based on experience at
the Custom House Docks site (Reference 29), this was considered to be a result of
the reasonably watertight river and dock walls and the presence of a low
permeability silt or clay layer in the bed of the docks and river.
There are two main sources of groundwater along the Metro North alignment:
shallow groundwater associated with fluvioglacial and alluvial sand and gravel
deposits; and deeper groundwater associated with the Carboniferous Limestone
bedrock. The extent of shallow groundwater within the superficial deposits is
dependent on the extent of the sand and gravel deposits: sands and gravels close to
watercourses are expected to be in hydraulic continuity with them. Fluvioglacial
sands and gravels within the glacial till can be of limited extent, whereas, more
extensive deposits of sands and gravels may be in hydraulic continuity with adjacent
water courses. The glacial till generally has a low permeability and protects and
restricts recharge of, or confines, the underlying bedrock aquifers. The sand and
gravel zones around Dublin permit a high level of recharge, give additional storage
capacity to the bedrock aquifers and, where deposits are extensive, are likely to be
classified as locally important aquifers.
The low permeability of the clay within the Glacial Tills often betrays the existence of
a high groundwater table, based on the apparent dryness of even deep excavations.
Where made ground overlies soils of lower permeability, perching of the
groundwater can occur. Perched groundwater tables are vulnerable to significant
variation in level, both on a seasonal basis and over short periods of time, due to the
fluctuation in the level of neighbouring bodies of water (e.g. tidal effects), or due to
rainstorm infiltration.
Groundwater flow in the bedrock is controlled by fissure permeability. The
limestone, where this consists of fine grained and argillaceous limestones and
shales, is characterised by its low permeability and is generally unproductive.
2-11
Dublin Metro North

Higher yields can be obtained in fault disturbed zones. The Calp limestone is
considered a minor aquifer that can yield sufficient water for domestic supplies and
is the main aquifer used for public water supply in County Meath. The Calp in
Meath has been classified as a Locally Important Aquifer although it is noted that it
is generally less productive in County Dublin. Reference 16 notes that the
limestones are generally recorded to be tight and dry, although individual fracture
systems can give flows in the range of 5 to 20 litres/second. The Waulsortian
Limestones in the vicinity of Dublin Airport are likely to comprise bedrock which is
moderately productive only in local zones.
The Irish Groundwater Protection Scheme (Reference 30) provides guidelines for
planning and licensing authorities and a framework to assist in the control of
development, in order to protect groundwater resources. The two main integrated
components of the scheme are: land surface zoning; and groundwater protection
responses for potentially polluting activities. The land surface zoning is presented
on a groundwater protection map, which is compiled by combining an aquifer map
and a groundwater vulnerability map. The aquifer and groundwater vulnerability
maps are derived from bedrock and drift maps, depth to bedrock and
hydrogeological data.
The scheme also identifies source protection areas around significant groundwater
supply sources and it is noted that the Metro North alignment is not located in a GSI
groundwater source protection area. Source protection areas are combined with the
vulnerability map to give source protection zones, although these zones are
considered to be provisional only.
The GSI draft bedrock aquifer map classifies the majority of the bedrock along the
Metro North alignment as Ll i.e. locally important aquifer, where bedrock is
moderately productive only in local zones. The area of Waulsortian Limestone at
Dublin Airport is classified as Ll. Two areas are classified as Pl i.e. poor aquifers,
where bedrock is generally unproductive except for local zones. These areas occur
along the section of alignment between the M50 and Dublin Airport and also at the
Depot area and are consistent with the extent of the Tober Colleen Limestone
Formation, shown in Figure 2.
The GSI has classified the area where Waulsortian Limestone is present at Dublin
Airport as an area of extreme groundwater vulnerability as rock is at shallow depth.
The remainder of the Metro North alignment is classified as generally high to low
vulnerability as only an interim study has been carried out. There are four
vulnerability ratings: extreme, high, moderate and low. The rating category is a
function of the soil type, the type of recharge and the thickness of the unsaturated
zone. The majority of the alignment for Metro North is underlain by low permeability
glacial till greater than 10m thick, which gives a low vulnerability rating. Where the
thickness of low permeability glacial till is between 5m and 10m the vulnerability
rating is moderate. Where extensive granular deposits are present the vulnerability
rating would increase to high, or extreme.
Reference 14 describes records of two groundwater abstraction wells put down in
1890 and 1891 and noted in a geological memoir. A well in St. Stephens Green
West encountered dark shaly limestone at 7.6mbgl beneath gravelly boulder clay
(glacial till). A good supply of water was obtained from a 1.2m penetration into
rock. A well in Upper Sackville Street (now OConnell Street between Henry Street
2-12
Dublin Metro North

and Parnell Street) encountered limestone at 16.8mbgl; however, only brackish

water was recovered from a 76m penetration into rock at this location.
Reference 14 suggests that the annual fluctuation of the groundwater table is less
than 5m, except where the limestone and gravel aquifers are more elevated.
Groundwater in the vicinity of the River Liffey is likely to be saline and groundwater
levels in the vicinity of the River Liffey are anticipated to exhibit tidal variations.
Reference 17 suggests that tidal variations are likely to dissipate rapidly away from
the river, although conditions will be somewhat dependent on the effectiveness of
the cut-off provided by the retaining walls to the River Liffey.
2.4
Geotechnical Hazards
There are a number of potential ground related hazards that could impact upon the
construction of the Metro North. A number of potential hazards are discussed in the
following sections; however, this section does not represent an exhaustive list of
hazards and it is recognized that other, as yet unidentified, hazards may be present.
A more detailed assessment of the probability, consequence and mitigation of these
hazards is presented in the Outline Method of Construction Report and the Bored
Running Tunnel Reference Design Report (Technical Note 010), including risks
associated with TBM tunnelling operations.
2.4.1 Archaeological Remains
Dublin has a rich archaeological past and the planning of proposed construction
works involving excavation below ground level (particularly Stop boxes and
entrances) will need to consider the archaeological aspects. This issue is outwith
the scope of this report and reference should be made to the Metro North
Archaeological Assessment Report (Reference 6).
2.4.2 Relic Foundations and Obstructions
Given the long history of development in the city centre the presence of relic
foundations, basements, cellars and disused services and utilities within the made
ground is to be expected. Specific ground investigation and/or appropriate
construction contingency measures will be required for excavation within the made
ground.
2.4.3 Boulders in Glacial Till
It is noted that many previous light cable percussion boreholes carried out in the
Dublin area report presumed bedrock at their termination levels. As a result of the
presence of boulders and cobbles within the glacial till, such presumed bedrock
levels are not considered to be reliable and, therefore, bedrock levels are more
reliably estimated from rotary cored boreholes. Previous experience indicates that
boulders with maximum dimensions of greater than 0.5m are rarely encountered
during construction works in Dublin.
2.4.4 Granular Materials within Glacial Till
Pockets, lenses and layers of granular material, of varying extent, exist within the
glacial till, while extensive glacial gravel deposits are present to the north of the
River Liffey. Therefore, there is potential for encountering groundwater in localised
2-13
Dublin Metro North

areas within the till; inflows may be sudden and variable, with the volume of inflow
being dependent on the volume of granular material, interconnectivity with other
gravel deposits and groundwater pressure. Saturated gravels with sub-artesian
pressures are expected north of the Liffey; blowing sands and gravels have been
encountered in a number of exploratory holes during ground investigation works in
this area. Construction methods for tunnels and foundations in these materials
require careful consideration.
Where pumping is required to dispose of groundwater from excavations,
consideration will need to be given to contamination levels. This issue is outside the
scope of this report.
The presence of sandy or gravelly soils within cut slopes can potentially lead to
rapid dissipation of excavation induced negative pore water pressures and can lead
to slope failures (References 23, 31 & 32). The presence of such materials can also
have adverse effects on deep foundation and shaft construction (Reference 33).
Several authors (e.g. Reference 34) have noted that laboratory tests to determine
the particle size distribution of samples of granular materials obtained from ground
investigations tend to underestimate the percentage of fine materials as a result of
washout during sample collection. This, in turn, can give rise to an over-estimate of
permeability.
2.4.5 Weathered and Rafted Rockhead
The occurrence of weathered rockhead (typically the first few metres) is variable
across the site. Where encountered, the engineering properties are likely to be
poorer and may cause problems for foundation construction and in achieving an
adequate cut-off for retaining walls. Skipper et al (Reference 23) encountered a
glaciotectonised contact between the glacial till and the underlying rockhead during
excavations for the Dublin Port Tunnel. A relatively undisturbed raft of limestone, up
to 2m thick, was identified above a 2m to 5m thick zone of disturbed steeply dipping
limestone blocks in a clay matrix. Long and Murphy, 2003 (Reference 35) describe
problems associated with the installation of ground anchorages at a number of sites
in Dublin. The problems were thought to have arisen, in part, as a result of the
weathered and variable nature of the rockhead surface.
Farrell and Wall, 1990 (Reference 17) report that rockhead levels can be variable
with local variations of 5m in level, over a 3m plan distance, having been recorded.
2.4.6 Alluvium
Soft silts and clays are likely to be present in the areas of the River Liffey, Tolka
River and Broadmeadow River and other smaller streams and former river courses.
There is the potential for ground stability issues and excessive settlement
associated with construction over and within these materials. There is also a risk of
unacceptable settlement, induced by groundwater drawdown, occurring in these
weak layers.
Bands of peat were encountered locally within the alluvium in the vicinity of the River
Liffey: there is potential for ground gas associated with such organic deposits to
impact on the construction of the OConnell Bridge Stop.
Ground related
contamination issues are addressed in Reference 4.
2-14
Dublin Metro North

2.4.7 Karst
Karst features are most likely to be encountered within the Waulsortian Formation,
which is present in the vicinity of Dublin Airport. Reference 14 reports the existence
of water and clay filled voids proven as a local karst feature in the form of an
elongated vertical pipe slightly widened in the east-west plane beneath the Block C
car park in the Reef limestone. The development of karst features results in
unpredictable and variable size cavities which can impact on foundations and
tunnels. Reference 35 reports that there are no available records of solution
features within the Dublin limestone, although reference is made to a small cave
within the quaternary deposits at Parkgate Street.
A search of the GSI karst database did not produce any records of karst features
within several hundred metres of the proposed alignment of Metro North. However,
it is noted that this source of information is dependent on submission of data from
interested parties and, therefore, is by no means exhaustive.
2.4.8 Former Boreholes and Wells
The presence of a significant number of former wells and pumps in the vicinity of the
proposed tunnel alignment could potentially present direct hazards to tunnelling via
damaging surface blow-outs or collapses, if a closed face pressurised TBM were to
intercept them during tunnel driving.
Reference 36 recommends that a risk management approach is adopted to manage
such hazards. This would involve an assessment of the risk, possible investigation
and treatment (if considered necessary) and identification and implementation of
construction contingency measures in order to manage the risk to the general public
and properties.
Reference 5 includes a schedule of the approximate locations of pumps and wells
identified from historic maps. It would be prudent to assume that numerous other
unknown wells and pumps are located in the vicinity of the alignment.
2.4.9 Tectonic Faulting and Folding
The locations of faults within the Dublin area are not well defined due to the
thickness of the superficial deposits and the lack of marker beds in the Calp
Limestone. Faults are known to be more prevalent in the limestones at the Airport.
Reference 37 reports that a previously unidentified major fault, with a 4m to 5m
disturbed zone, was encountered during tunnelling for the DPT project. It is
recommended that sufficient flexibility is retained in the location of underground
structures i.e. crossovers to allow such structures to be re-located in the event that
disturbed zones are encountered within the bedrock.
Faulting along earlier ENE-WSW fold trends and later NNW-SSE to N-S trends may
have resulted in potential intense fracturing and cavities and the development of
clay gouge of variable consistency. The presence of such conditions would need to
be thoroughly investigated where underground excavation in rock is proposed.
Folding may have resulted in the development of tight folds trending ENE-WSW and
intense fracturing, particularly in the vicinity of axial traces.
2-15
Dublin Metro North

Reference 38 describes the existence of residual angles of shearing resistance of

13 within weak mudstone layers and also the occurrence of a rock slide during a
major trench excavation. This implies that a slide could occur even in shallow
dipping Calp limestone if the direction of the major discontinuities is unfavourable.
There is a potential for blocks of rock to fall onto TBMs during tunnelling through
fissured rock, which could cause difficult driving and blockages.
2.4.10 Groundwater Drawdown
Reference 38 notes that dewatering in the city centre has generally not caused
significant settlements, although there may have been some movements of
buildings in one location due to extensive groundwater lowering. This lack of ground
movement due to dewatering is probably due to the limited extent and thickness
(generally 3m to 4m) of the soft alluvial and estuarine deposits as well as the short
duration of the drawdown. However, soft alluvial deposits associated with the River
Liffey are known to be present close to OConnell Bridge and particular care will be
required to ensure dewatering settlements are maintained within acceptable limits.
The retaining walls of stop boxes may require toe-grouting to ensure an effective
seal and maintain drawdown within acceptable limits during dewatering.
2.4.11 Unexploded Bombs
Although Ireland declared itself neutral at the beginning of World War II, Dublin was
bombed by the German Luftwaffe on several occasions between January and May
1941. The bombs from a raid on 31 May 1941 reportedly hit areas of North
Richmond Street, Rutland Place, Phoenix Park, Dublin Zoo and the North Strand,
claiming the lives of 34 people and damaging or destroying about 300 houses.
None of the reported bombing areas are in the vicinity of the proposed Metro North
alignment and, therefore, the likelihood of encountering unexploded bombs appears
to be minimal.
2.4.12 Contamination
There is potential for soil, groundwater and ground gas contamination associated
with former uses of the site area to exist within the ground, particularly within the
made ground, encountered along the route of Metro North. Contamination issues
are outwith the scope of this report. Reference should be to Reference 4 for
information on contamination issues.
2-16
Dublin Metro North

3 Ground Investigation Fieldwork

3.1
General
Ground investigation data from a number of previous ground investigation contracts

in the vicinity of the Metro North alignment, together with data from the Metro North
Ground Investigation Programme, has been collated and reviewed.
The available exploratory hole, geophysical (surface) survey, field installation and in
situ field test report records are listed in Sections 3.2 to 3.7, respectively, for
reference. The available fieldwork records from both previous ground investigations
and the Metro North Ground Investigation Programme are presented separately in
the following sections of the report. The locations of previous ground investigation
exploratory holes are presented in Drawing Nos. B/MN/0000/GE/01 to 13.
3.1.1 Previous Ground Investigations
Previous available ground investigation data in the vicinity of the Metro North
alignment has been collated from a number of sources, as shown in Table 3.1
below.
Table 3.1: Previous Ground Investigation Reports
Report Title
Ground
Investigation
Contractor
Client
Year
Remarks
Geological Survey of Ireland (GSI)

Ground Investigation Database
(Reference 12)
Various
Various
Various
Dublin Light Railway: Tunnel Link

Wimtec
between St. Stephens Green and Environmental Ltd.
Broadstone. Factual Report on
Ground Investigation Volume 1,
Exploratory hole and in situ test
records, Volume 2, Laboratory Tests
and separate report volume for
borehole video imaging survey by
Colas Camera (Reference 13).
Coras Iompair
Eireann
2000
Volume 3 core
photographs missing;
Geophysical survey
report (BEL
Geophysical, Report
JN:98532) missing.
Mater and Children's Hospital, Mater, Irish Geotechnical

Dublin (Reference 39)
Services Ltd.
OConnor Sutton
Cronin
2002
Dublin Light Rail Track, O'Connell

Street Substation, Dublin (Reference
40)
Irish Geotechnical
Services Ltd.
MVMBNI JV
2002
Report status: Draft
Dublin Airport Terminal 2: Ground

Investigation (Reference 41)
IGSL Ltd.
Dublin Airport
Authority
2007
Report status: Draft
Deskstudy, Walkover and

Geophysical Survey of Hugo Byrnes
Land at Ballymun, Co. Dublin
(Reference 42)
B.J. Murphy &

Associates
T.J. OConnor &

Associates
2000
Report status: Interim
M50 Upgrade (Contract 2)

Supplementary Ground Investigation
IGSL Ltd.
National Roads
Authority
2006
3-1
Dublin Metro North

Report Title
Ground
Investigation
Contractor
Client
Year
Northern Cross Route, Phase 2, Site

Investigation Data. Volumes 1 to 3.
Site Investigations
Ltd.
Dublin County
Council Roads
Department
1991-92
Remarks
A summary of the GSI ground investigation report numbers, locations and dates is
presented in Appendix A.
3.1.2 Metro North Ground Investigation Programme
3.1.2.1 Preliminary Ground Investigation
RPA appointed IGSL Ltd. in 2006, to carry out the Preliminary Ground Investigation
(PGI) works for Metro North. The fieldwork was carried out between May and
November 2006 under the direction and supervision of Parsons Brinckerhoff. The
Preliminary Ground Investigation Factual Report was submitted in April 2007
(Reference 1). The scope of the PGI was to provide geotechnical information on the
ground conditions and groundwater regime for use in preliminary design,
optioneering and route selection, in particular the Emerging Preferred Route.
Parsons Brinckerhoff submitted a Geotechnical Interpretative Report in April 2007
(Reference 2).
The fieldworks comprised:
Cable percussion boreholes in superficial deposits;

Rotary core drillholes in glacial till and rock using conventional triple tube and
Geobor-S wireline drilling methods;
Packer tests in rotary drillholes in rock;
Variable head permeability tests in cable percussive boreholes;
Downhole geophysical logging of boreholes in rock, including Caliper, CCTV
and High Resolution Acoustic Televiewer;
Surface refractive and reflective profiling of selected sections of the
alignment; and
Associated sampling and standard penetration testing.
The following soil laboratory testing was carried out: Atterberg limits; natural
moisture content; particle size analysis; consolidated and quick undrained triaxial
compression; sulphate, pH and organic matter content. Rock laboratory testing
included the following tests: uniaxial compressive strength (UCS) and deformability
in uniaxial compression; point load strength index; porosity and density; slake
durability; Brazilian tensile strength; direct shear testing of rock joints; Cherchar
abrasivity; and cuttability.
3.1.2.2 Main Ground Investigation
The Main Ground Investigation (MGI) for Metro North was carried out from May
2007 to April 2008 for RPA by IGSL Ltd. (Areas 1 to 5) and Norwest Holst Soil
Engineering Ltd. (Areas 6 & 7) under the direction and supervision of Jacobs. The
purpose of the MGI was to provide sufficient geotechnical information on the ground
conditions and groundwater regime to inform the Reference Design and Railway
Order Stages and more particularly for use in the design and construction process.
3-2
Dublin Metro North

The MGI was let by RPA as three separate contracts. IGSL Ltd. was awarded the
Group A works (Lissenhall to Dublin Airport northern boundary) and Group B works
(Dublin Airport northern boundary to north of Dublin City University) contracts and
Norwest Holst Soil Engineering Ltd. was awarded the Group C works (north of
Dublin City University to St. Stephens Green) contract.
Final factual reports for the MGI were received in April 2008. The MGI data has not
been included in this Geotechnical Data Report (GDR).
3.2
Light Cable Percussion Boreholes

The records of a total of 38 light cable percussion boreholes from previous ground
investigations in the vicinity of the Metro North alignment have been obtained. The
borehole locations are shown in Drawing Nos. B/MN/0000/GE/01 to 13. All
boreholes are vertical boreholes. The depth of the boreholes ranged from 1.5m to
36.5m below ground level.
A summary of the GSI cable percussion boreholes including the borehole reference,
co-ordinates, ground level, depth and Railway Order Area, is presented in Appendix
B. Summaries of boreholes from the remaining previous ground investigations are
presented in Table 3.2 below:
Table 3.2: Summary of Previous GI LCP Boreholes (excl. GSI)
Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway
Order Area
G-BH1A
317320
243188
65
13.20
Area 3
G-BH2
317322
243130
65
8.75
Area 3
G-BH3
317269
243150
65
13.00
Area 3
G-BH4
317152
243216
65
15.20
Area 3
G-BH5
317053
243181
65
11.70
Area 3
G-BH6
317059
243141
65
12.50
Area 3
G-BH7
316974
243146
65
13.20
Area 3
G-BH8
316962
243213
65
9.15
Area 3
G-BH9
316886
243208
66
12.85
Area 3
G-BH102
316928.94
243222.07
66.30
6.30
Area 3
G-BH103
316958.24
243258.29
65.58
1.50
Area 3
G-BH104
317003.26
243268.40
65.40
9.00
Area 3
G-BH105
317010.72
243253.37
65.44
9.30
Area 3
G-BH106
317039.66
243279.44
65.18
9.10
Area 3
G-BH107
317085.22
243298.45
65.31
7.10
Area 3
G-BH108
317048.17
243236.80
65.27
10.00
Area 3
G-BH109
317116
243253
65.00
9.20
Area 3
G-BH110
317032.46
243206.22
66.07
8.80
Area 3
G-BH111
316983.07
243185.71
66.62
8.20
Area 3
G-BH112
317083.50
243229.21
65.51
10.00
Area 3
G-BH113
317032.03
243177.13
66.50
7.20
Area 3
G-BH114
317013.02
243128.75
66.14
10.00
Area 3
G-BH115
317066.72
243159.10
65.82
8.40
Area 3
G-BH116
317217.28
243184.29
62.56
10.00
Area 3
G-BH117
317153.64
243179.61
64.15
8.50
Area 3
3-3
Dublin Metro North

Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway
Order Area
G-BH118
317090.09
243129.78
65.21
8.20
Area 3
G-BH119
317158.88
243132.00
64.35
10.10
Area 3
G-BH120
317136.88
243111.71
64.58
12.00
Area 3
G-BH121
317197.35
243107.47
63.87
11.30
Area 3
G-BH122
317174.25
243059.85
63.77
11.00
Area 3
M50-BH14/1
315414
241239
64.20
14.95
Area 4
M50-BH14/2
315442
241241
61.44
11.00
Area 4
M50-BH14/3
315413
241266
63.38
13.50
Area 4
M50-BH14/4
315443
241272
61.07
10.80
Area 4
M50-BH14/5
315408
241303
62.35
12.70
Area 4
M50-BH14/6
315434
241309
59.94
11.50
Area 4
M50-BH15/1
315326
241233
64.86
12.00
Area 4
M50-BH15/2
315292
241225
64.54
12.50
Area 4
M50-BH15/3
315323
241256
64.77
11.40
Area 4
M50-BH15/4
315292
241253
64.75
12.50
Area 4
M50-BH15/5
315320
241298
64.61
10.50
Area 4
M50-BH15/6
315290
241295
64.63
13.50
Area 4
M50-BH903
315404.26
241085.91
68.01
13.20
Area 4
M50-BH904
315409.23
241056.68
67.56
14.00
Area 4
M50-BH906
315355.25
241074.28
59.12
6.00
Area 4
M-BHB1
315507
235611
17.02
9.00
Area 6
M-BHC
315440
235698
17.60
8.00
Area 6
M-BHD
315517
235814
14.98
8.00
Area 6
M-BHE
315570
235644
17.28
7.90
Area 6
M-BHF
315587
235757
14.74
8.00
Area 6
M-BHG
315488
235774
15.82
2.10
Area 6
M-BHH
315427
235637
18.33
8.00
Area 6
M-BHI
315517
235767
15.78
7.00
Area 6
WBH45
315037.00
234720.00
7.80
36.50
Area 7
WBH46
314969.00
234860.00
10.50
21.50
Area 7
WBH9
315636.00
234445.00
3.45
9.00
Area 7
LU-BH1
315954.47
234496.89
4.12
11.60
Area 7
LU-BH2
Notes:
315958.80
234482.59
4.07
7.70
Area 7
1. Co-ordinates and ground levels in bold font have been established by surveying and were provided with the
exploratory hole logs or by GSI.
2. Co-ordinates and ground levels in standard font have been estimated by GSI.
3. Co-ordinates and ground levels in italics have been estimated by Jacobs based on ground investigation location
plans and adjacent topographical survey information.

A total of 57 light cable percussion boreholes were completed during the PGI. The
borehole locations are shown in Drawing Nos. B/MN/0000/GE/01 to 13. All
boreholes are vertical boreholes. The depth of the boreholes ranged from 0.4m to
27.0m below ground level. The majority of the boreholes were less than 10m deep.
3-4
Dublin Metro North

A summary of the completed PGI cable percussion boreholes, including the

borehole reference, co-ordinates, ground level, depth and Railway Order Area, is
Table 3.3: Summary of Metro North PGI LCP Boreholes
Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth
(m bgl)
Railway
Order Area
IGSLBH67
318662.04
246341.78
24.30
10.2
Area 1
IGSLBH68
318756.71
247067.30
11.64
3.3
Area 1
IGSLBH69
318616.41
247578.61
7.96
5.8
Area 1
IGSLBH70
318686.65
248102.45
3.95
6.1
Area 1
IGSLBH64
317790.60
244910.87
46.12
1.7
Area 2
IGSLBH64A
317790.60
244910.87
46.12
5.7
Area 2
IGSLBH65
317793.29
245323.40
46.75
10.0
Area 2
IGSLBH66
317965.87
245876.40
30.68
5.5
Area 2
IGSLBH33
316645.78
242764.11
62.25
5.2
Area 3
IGSLBH35
316972.91
243519.31
67.28
6.6
Area 3
IGSLBH36
317292.82
244321.90
62.99
1.5
Area 3
IGSLBH59
317071.44
242268.87
57.37
6.0
Area 3
IGSLBH60
317321.89
242695.15
59.12
7.5
Area 3
IGSLBH61
317395.20
243075.11
59.93
6.0
Area 3
IGSLBH62
317592.47
243394.38
59.01
6.6
Area 3
IGSLBH63
317767.99
244096.61
54.62
12.0
Area 3
IGSLBH28
315399.26
240627.54
60.60
8.0
Area 4
IGSLBH29
315487.06
241201.07
64.82
7.0
Area 4
IGSLBH30
315631.87
241379.23
63.55
6.3
Area 4
IGSLBH31
315768.76
241495.54
65.66
7.2
Area 4
IGSLBH32
316437.82
242254.31
61.46
6.2
Area 4
IGSLBH55
312695.82
240704.26
71.71
3.1
Area 4
IGSLBH56
312570.77
241022.11
76.73
1.4
Area 4
IGSLBH57
314040.93
241780.81
71.20
4.6
Area 4
IGSLBH58
315867.39
241901.91
60.98
6.1
Area 4
IGSLBH27
315496.59
239856.59
61.87
9.0
Area 5
IGSLBH17
315367.25
236150.70
20.89
10.6
Area 6
IGSLBH18
315184.65
236605.57
23.42
4.9
Area 6
IGSLBH22
315500.45
237701.59
29.05
5.1
Area 6
IGSLBH24
315499.55
238267.23
44.17
4.3
Area 6
IGSLBH25
315509.16
238511.13
48.16
7.3
Area 6
IGSLBH37
315889.75
235772.05
9.90
11.8
Area 6
IGSLBH38
315850.20
235980.81
10.91
7.7
Area 6
IGSLBH39
316041.79
236287.53
13.75
8.5
Area 6
IGSLBH40
316155.23
236833.71
7.95
2.5
Area 6
IGSLBH41
316056.47
237285.11
16.91
11.6
Area 6
IGSLBH46
314321.08
236613.53
32.66
7.4
Area 6
IGSLBH49
314058.12
237530.59
71.49
1.0
Area 6
IGSLBH49A
314058.97
237546.72
74.09
1.0
Area 6
IGSLBH49B
314056.43
237553.07
71.01
4.4
Area 6
IGSLBH50
313736.91
238162.78
92.03
4.3
Area 6
IGSLBH51
313648.59
238295.46
93.66
4.0
Area 6
IGSLBH71
315942.56
236150.31
10.70
7.5
Area 6
IGSLBH72
316145.02
236581.05
8.85
9.0
Area 6
IGSLBH73
316048.50
236948.19
9.54
8.0
Area 6
3-5
Dublin Metro North

Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth
(m bgl)
Railway
Order Area
IGSLBH74
316034.54
237554.14
25.55
11.0
Area 6
IGSLBH78
315924.84
236226.18
13.50
8.0
Area 6
IGSLBH01
315757.93
233130.92
14.23
9.0
Area 7
IGSLBH02
315803.83
233329.13
12.43
8.5
Area 7
IGSLBH03
315898.03
233536.35
11.30
8.4
Area 7
IGSLBH04
315877.51
233666.74
9.94
7.0
Area 7
IGSLBH05
316204.10
233862.21
10.0
Area 7
IGSLBH06
315933.36
234062.02
5.05
6.2
Area 7
IGSLBH07
315978.67
234186.00
4.50
9.0
Area 7
IGSLBH08
315944.10
234416.97
4.06
0.4
Area 7
IGSLBH09
315975.30
234756.50
4.18
11.2
Area 7
Area 7
IGSLBH10
315855.01
234846.15
4.93
2.1
IGSLBH10A
315823.28
234838.06
4.93
15.0
Area 7
IGSLBH11
315890.44
234934.29
4.88
11.8
Area 7
IGSLBH12
315743.39
235076.96
8.83
27.0
Area 7
IGSLBH14
315576.25
235409.49
17.13
7.8
Area 7
Notes:

Blank.
3.3
Rotary Open Hole, Rotary Core and Geobor-S Drillholes

The records of a total of 104 rotary drillholes from previous ground investigations in
the vicinity of the Metro North alignment have been obtained. The drillhole locations
are shown in Drawing Nos. B/MN/0000/GE/01 to 13. All drillholes are vertical
drillholes. The depth of the drillholes ranged from 5.0m to 39.0m below ground
level. The drillholes were generally formed by light cable percussion boring or rotary
open drilling through superficial material and rotary core drilling in rock.
A summary of the previous ground investigation drillholes including the drillhole
reference, drilling method, co-ordinates, ground level, depth and Railway Order
Area, is presented in Table 3.4 below:
Table 3.4: Summary of Previous GI Rotary Drillholes
Drillhole
Reference
Drilling
Method(s)
Easting
(m)
Northing
(m)
Ground Level
(mOD)
Depth
(m bgl)
Railway Order Area
2219-RC1
RC
318359
246925
18.31
6.00
Area 1
2219-RC2
RC
318359
246925
18.57
8.00
Area 1
3188-RC1
RSC+RC
318235
246605
6.00
Area 1
3188-RC2
RSC+RC
318240
246590
7.00
Area 1
3512-MW2
ROH
316806
243712
19.00
Area 3
3-6
Dublin Metro North

Drillhole
Reference
Drilling
Method(s)
Easting
(m)
Northing
(m)
Ground Level
(mOD)
Depth
(m bgl)
Railway Order Area
3512-MW3
ROH
317083
243696
20.00
Area 3
3512-MW4
ROH+RC
317306
243634
65.00
23.40
Area 3
3512-MW6
ROH+RC
316970
243616
66.30
20.30
Area 3
3512-S16
ROH
317101
243574
5.00
Area 3
3512-S18
ROH
317123
243662
5.00
Area 3
3512-S20
ROH
317150
243671
5.00
Area 3
3512-S22
ROH
317116
243692
5.00
Area 3
3512-S3
ROH
317101
243694
5.00
Area 3
3512-S7
ROH
317121
243626
5.00
Area 3
G-RBH1
ROH+RC
317082
243216
64.70
26.10
Area 3
G-RBH2
ROH+RC
317002
243131
65.00
30.00
Area 3
G-RBH3
ROH+RC
316984
243264
65.30
15.00
Area 3
G-RBH4
ROH+RC
316950
243207
66.50
30.00
Area 3
4265-RC1
ROH+RC
317082
243216
60.00
10.00
Area 4
4265-RC2
ROH+RC
315204
241114
60.00
11.50
Area 4
4265-RC3
ROH+RC
315273
240913
60.00
11.50
Area 4
M50-BH14/1
LCP+RC
315414
241239
64.20
14.95
Area 4
M50-BH14/2
LCP+ROH
315442
241241
61.44
11.00
Area 4
M50-BH14/3
LCP+ROH
315413
241266
63.38
13.50
Area 4
M50-BH14/4
LCP+RC
315443
241272
61.07
10.80
Area 4
M50-BH14/5
LCP+RC
315408
241303
62.35
12.70
Area 4
M50-BH14/6
LCP+ROH
315434
241309
59.94
11.50
Area 4
WBH15
ROH
315287
235516
21.40
34.75
Area 6
M-RCA
RC
315453
235637
17.24
19.75
Area 6
M-RCB
RC
315507
235611
16.64
15.00
Area 6
744-BH3
LCP+RC
316031
233737
10.61
19.00
Area 7
744-BH4
LCP+RC
316031
233737
10.61
19.00
Area 7
744-BH6
ROH + RC
316031
233737
11.73
13.00
Area 7
820-BH1A
LCP+ROH+RC
315860
234285
3.60
7.95
Area 7
820-BH2
LCP+ROH+RC
315854
234273
3.60
5.60
Area 7
2507-RC1
RSC+RC
315861
233528
11.88
14.00
Area 7
2507-RC2
RSC+RC
315852
233503
11.85
14.00
Area 7
2507-RC3
RSC+RC
315833
233521
11.75
17.08
Area 7
WBH1
ROH
316022
233827
7.80
30.00
Area 7
WBH3
ROH
316153
234221
3.95
30.00
Area 7
WBH4
LCP+ROH+RC
316016
234330
4.55
29.50
Area 7
WBH7
LCP+ROH
316251
234619
3.10
30.00
Area 7
WBH8
LCP+ROH+RC
315943
234550
4.40
30.00
Area 7
WBH10
LCP+ROH+RC
315916
234645
4.75
30.00
Area 7
WBH11
ROH
315864
234823
5.15
30.00
Area 7
WBH12
LCP+ROH
315798
234998
5.90
35.00
Area 7
WBH13
ROH
316312
234789
3.25
30.00
Area 7
WBH14
ROH
315738
234667
5.60
30.00
Area 7
WBH16
LCP+ROH
315588
234809
5.05
30.00
Area 7
WBH17
LCP+ROH
315705
234918
5.25
35.00
Area 7
WBH18
LCP+ROH
316145
235021
4.60
36.00
Area 7
WBH20
ROH
315579
235038
10.10
33.00
Area 7
WBH21
ROH
315344
235030
10.40
35.00
Area 7
WBH25
ROH
315254
235096
13.30
34.00
Area 7
WBH27
ROH
315704
235217
13.85
34.80
Area 7
3-7
Dublin Metro North

Drillhole
Reference
Drilling
Method(s)
Easting
(m)
Northing
(m)
Ground Level
(mOD)
Depth
(m bgl)
Railway Order Area
WBH28
ROH
315529
235367
17.85
39.00
Area 7
WBH30
ROH
315095
235121
14.10
30.00
Area 7
WBH32
LCP+ROH
315011
235156
20.70
33.40
Area 7
WBH33
LCP+ROH+RC
315023
235242
17.45
29.80
Area 7
WBH34
LCP+ROH
314881
235310
21.60
21.50
Area 7
WBH34A
RC
314881
235310
21.60
31.40
Area 7
WBH35
LCP+ROH+RC
314852
235403
21.10
31.00
Area 7
WBH36
LCP+RC
315865
233467
11.75
23.30
Area 7
WBH37
ROH
316073
234682
3.65
30.00
Area 7
WBH38
LCP+ROH
316239
234347
3.20
30.00
Area 7
WBH39
LCP+ROH
316018
233936
6.05
30.00
Area 7
WBH40A
ROH
315563
233746
9.80
30.00
Area 7
WBH41
ROH
315420
233973
11.35
30.00
Area 7
WBH42
LCP+ROH
315259
234140
2.90
30.00
Area 7
WBH43
ROH
315122
234197
3.95
30.00
Area 7
WBH44
LCP+RC
315080
234308
3.80
30.00
Area 7
LU-RC1
ROH+RC
315954
234497
4.12
18.60
Area 7
LU-RC2
ROH+RC
315959
234483
4.07
13.40
Area 7
Notes:
4. LCP = light cable percussion boring; RSC = rotary soil coring; ROH = rotary open hole drilling; and RC = rotary
coring.

A total of 58 rotary drillholes were completed during the PGI. The drillhole locations
are shown in Drawing Nos. B/MN/0000/GE/01 to 13. All drillholes are vertical
drillholes. The depth of the drillholes ranged from 12.0m to 54.6m below ground
level. The drillholes were formed by a combination of rotary open hole drilling,
rotary core drilling and Geobor-S wireline drilling methods.
A summary of the completed PGI rotary drillholes, including the drillhole reference,
drilling method, co-ordinates, ground level, depth and Railway Order Area, is
Table 3.5: Summary of Metro North PGI Rotary Drillholes
Drillhole
Reference
Drilling Method(s)
Easting
(m)
Northing
(m)
Ground Level
(mOD)
Depth
(m bgl)
Railway
Order
Area
IGSLRC67
LCP+ROH+RC
318662.04
246341.78
24.30
22.00
Area 1
IGSLRC68
LCP+ROH+RC
318756.71
247067.30
11.64
15.00
Area 1
IGSLRC69
LCP+ROH+RC
318616.41
247578.61
7.96
15.50
Area 1
IGSLRC70
LCP+ROH+RC
318686.65
248102.45
3.95
15.10
Area 1
3-8
Dublin Metro North

Drillhole
Reference
Drilling Method(s)
Easting
(m)
Northing
(m)
Ground Level
(mOD)
Depth
(m bgl)
Railway
Order
Area
IGSLRC64A
LCP+ROH
317790.60
244910.87
46.12
15.00
Area 2
IGSLRC65
LCP+ROH+RC
317793.29
245323.40
46.75
38.20
Area 2
IGSLRC66
LCP+ROH+RC
317965.87
245876.40
30.68
20.80
Area 2
IGSLRC33
LCP+ROH
316645.78
242764.11
62.25
30.00
Area 3
IGSLRC34
ROH+RSC+RC
316942.19
243366.73
66.42
31.20
Area 3
IGSLRC35
LCP+ROH+RC
316972.91
243519.31
67.28
29.90
Area 3
IGSLRC36
LCP+ROH+RC
317292.82
244321.90
62.99
20.10
Area 3
IGSLRC59
LCP+ROH
317071.44
242268.87
57.37
39.00
Area 3
IGSLRC60
LCP+ROH
317321.89
242695.15
59.12
24.00
Area 3
IGSLRC61
LCP+ROH+RC
317395.20
243075.11
59.93
24.00
Area 3
IGSLRC62
LCP+ROH+RC
317592.47
243394.38
59.01
23.80
Area 3
IGSLRC63
LCP+ROH
317767.99
244096.61
54.62
15.00
Area 3
IGSLRC28
LCP+ROH
315399.26
240627.54
60.60
20.00
Area 4
IGSLRC29
LCP+ROH+RC
315487.06
241201.07
64.82
21.50
Area 4
IGSLRC30
LCP+ROH+RC
315631.87
241379.23
63.55
23.50
Area 4
IGSLRC31
LCP+ROH
315768.76
241495.54
65.66
30.00
Area 4
IGSLRC32
LCP+ROH
316437.82
242254.31
61.46
38.00
Area 4
IGSLRC55
LCP+ROH
312695.82
240704.26
71.71
24.00
Area 4
IGSLRC56
LCP+ROH+RC
312570.77
241022.11
76.73
24.30
Area 4
IGSLRC57
LCP+ROH
314040.93
241780.81
71.20
12.00
Area 4
IGSLRC58
LCP+ROH
315867.39
241901.91
60.98
15.00
Area 4
IGSLRC26
ROH+RSC
315467.95
238889.13
51.68
30.00
Area 5
IGSLRC27
LCP+ROH
315496.59
239856.59
61.87
20.00
Area 5
IGSLRC15
RO+RSC+RC
315554.27
235696.45
16.68
47.10
Area 6
IGSLRC17
ROH+RC
315367.25
236150.70
20.89
43.00
Area 6
IGSLRC18
LCP+ROH+RC
315184.65
236605.57
23.42
44.15
Area 6
IGSLRC22
LCP+ROH+RC
315500.45
237701.59
29.05
38.90
Area 6
IGSLRC23
RO+RSC+RC
315447.26
238015.40
35.12
27.00
Area 6
IGSLRC24
LCP+ROH
315499.55
238267.23
44.17
28.00
Area 6
IGSLRC25
LCP+ROH
315509.16
238511.13
48.16
24.20
Area 6
IGSLRC37
LCP+ROH+RC
315889.75
235772.05
9.90
46.05
Area 6
IGSLRC38
LCP+RO+RSC+RC
315850.20
235980.81
10.91
45.90
Area 6
IGSLRC39
LCP+ROH+RC
316041.79
236287.53
13.75
48.10
Area 6
IGSLRC40
LCP+ROH+RC
316155.23
236833.71
7.95
42.00
Area 6
IGSLRC41
LCP+ROH+RC
316056.47
237285.11
16.91
37.00
Area 6
IGSLRC71
LCP+ROH+RC
315942.56
236150.31
10.70
40.40
Area 6
IGSLRC72
LCP+ROH+RC
316145.02
236581.05
8.85
35.00
Area 6
IGSLRC73
LCP+ROH+RC
316048.50
236948.19
9.54
29.90
Area 6
IGSLRC74
LCP+RO+RSC+RC
316034.54
237554.14
25.55
30.10
Area 6
IGSLRC75
RO+RSC+RC
315853.08
237859.48
33.77
35.20
Area 6
IGSLRC76
RO+RSC+RC
315613.49
238179.80
41.98
44.80
Area 6
IGSLRC77
RO+RSC+RC
315641.88
235613.44
15.77
45.60
Area 6
IGSLRC01
LCP+ROH+RC
315757.93
233130.92
14.23
36.30
Area 7
IGSLRC02
LCP+ROH+RC
315803.83
233329.13
12.43
38.30
Area 7
IGSLRC03
LCP+ROH+RC
315898.03
233536.35
11.30
37.80
Area 7
IGSLRC04
LCP+ROH+RC
315877.51
233666.74
9.94
37.10
Area 7
IGSLRC06
LCP+ROH+RC
315933.36
234062.02
5.05
37.60
Area 7
IGSLRC07
LCP+ROH+RC
315978.67
234186.00
4.50
44.00
Area 7
IGSLRC09
LCP+ROH+RC
315975.30
234756.50
4.18
41.70
Area 7
3-9
Dublin Metro North

Drillhole
Reference
Drilling Method(s)
Easting
(m)
Northing
(m)
Ground Level
(mOD)
Depth
(m bgl)
Railway
Order
Area
IGSLRC10A
LCP+ROH+RC
315824.54
234839.46
4.93
44.00
Area 7
IGSLRC11
LCP+ROH+RC
315890.44
234934.29
4.88
43.70
Area 7
IGSLRC12
LCP+ROH+RC
315743.39
235076.96
8.83
46.70
Area 7
IGSLRC13
RO+RSC+RC
315633.37
235327.37
16.47
54.60
Area 7
IGSLRC14
LCP+RC
315576.25
235409.49
17.13
31.00
Area 7
Notes:
1.
Co-ordinates and ground levels in bold font have been established by surveying and were provided with the
2.
Co-ordinates and ground levels in standard font have been estimated by GSI.
3.
Co-ordinates and ground levels in italics have been estimated by Jacobs based on ground investigation
location plans and adjacent topographical survey information.
4.
LCP = light cable percussion boring; RSC = rotary soil coring; ROH = rotary open hole drilling; and RC = rotary
coring.

Blank.
3.4
Trial Pits

The records of a total of 137 trial pits from previous ground investigations in the
vicinity of the Metro North alignment have been obtained. The trial pit locations are
shown in Drawing Nos. B/MN/0000/GE/01 to 13. The depth of the trial pits ranged
from 0.85m to 6.7m below ground level.
A summary of the trial pits including the trial pit reference, co-ordinates, ground
level, depth and Railway Order Area, is presented in Appendix C.
No trial pits were carried out as part of the Preliminary Ground Investigation.
Blank.
3.5
Geophysical Surveys

A surface geophysical survey was carried out by B.J. Murphy and Associates
(Reference 42) at a site near Ballymun in 2000. The geophysical survey methods
used were 2D-resistivity profiling, Seismic refraction and EM31 conductivity
mapping. Details and results of the survey are described in the report listed in Table
3.6.
3-10
Dublin Metro North

Table 3.6: Summary of Previous GI Surface Geophysical Survey

Contractor
Title
Year
Railway Order
Area
B.J. Murphy &

Associates
Deskstudy, Walkover and Geophysical Survey of

Hugo Byrnes Land at Ballymun, Co. Dublin (near
Dardistown Stop)
2000
Area 4

Surface geophysical surveys were carried out by IGSL Ltds specialist subcontractor Apex Geoservices Ltd. as part of the PGI. The surveys were carried out
at the following seven separate locations:
Dublin Airport (Area 3)

Albert College Park (Area 6);
Griffith Avenue (Area 6);
Drumcondra Road (Area 6);
Dorset Street (Area 6);
Westmoreland Street and OConnell Street (Area 7); and
St. Stephens Green (Area 7).
The objectives of the survey were to:
Provide information on the stiffness of the glacial deposits;

Map the bedrock profile and indicate rock quality;
Map variations in bedrock velocity; and
Help assess the excavatability of rock.
P-wave seismic refraction profiling was carried out to map overburden thickness,
depth to bedrock and to indicate overburden stiffness and bedrock quality, while
multichannel analysis of surface wave (MASW) profiling was used to provide
information regarding the small strain shear modulus, shear wave velocity and
stiffness at each site. Details and results of the surveys are described in IGSL Ltds
PGI Factual Report (Reference 1).
Blank.
3.6
Field installations

Installation and monitoring records from 70 observation wells and 5 piezometers
from previous ground investigations have been reviewed. Locations are shown in
Drawing Nos. B/MN/0000/GE/01 to 13. The depth of the observation wells ranged
from 5.0m to 32.5m below ground level, while the piezometer tip depths ranged from
5.9m to 25.6m below ground level.
In general and where records are available, observation wells and piezometers from
previous ground investigations in the vicinity of the Metro North alignment were
3-11
Dublin Metro North

monitored for periods of between several days to approximately two months. The
groundwater level monitoring results are included in Appendix D.
A summary of the installation details is given in Table 3.7.
Table 3.7: Summary of Previous GI Groundwater Monitoring Installations
Borehole
Ref.
Ground
Level
(mOD)
Instrument
type
Tip
Depth
(m
bgl)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)
Top of
Response
zone
(mOD)
Bottom of
response
zone
(mOD)
Response
zone
material(s)
WBH01
7.80
WBH03
3.95
OW
1.00
10.50
6.80
-2.70
GT,GR,RK
OW
1.00
7.00
2.95
-3.05
MG,GT,RK
WBH04
4.55
OW
1.00
3.55
MG,GR,GT,RK
WBH07
3.10
WBH08
4.40
5.20
4.00
5.90
0.40
-1.50
GR
WBH09
3.45
8.20
7.00
8.50
-3.55
-5.05
GR
13.20
WBH10
4.75
12.50
14.50
-7.75
-9.75
RK
WBH11
5.15
OW
1.00
22.00
4.15
-16.85
MG,GR,GT,RK
WBH12
5.90
OW
1.00
28.00
4.90
-22.10
MG,GR,RK
WBH13
3.25
OW
1.00
22.00
2.25
-18.75
MG,GT,GR,RK
WBH14
5.60
OW
1.00
16.00
4.60
-10.40
MG,GT,GR,RK
WBH16
21.40
OW
1.00
19.50
20.40
1.90
MG.GR,GT,RK
WBH17
5.25
OW
1.00
4.25
MG, GR,?
WBH18
4.60
OW
30.50
-25.90
WBH19
7.50
OW
1.00
27.40
6.50
-19.90
MG,GR,GT,RK
WBH21
10.40
OW
1.00
29.00
9.40
-18.60
GT,GT,RK
WBH23
5.60
OW
1.00
4.60
MG,GR,?
WBH25
13.30
OW
1.00
26.50
12.30
-13.20
GT,GR.RK
WBH27
13.85
OW
1.50
24.50
12.35
-10.65
MG,GT,GR,RK
WBH28
17.85
OW
1.50
16.35
GT,GR
WBH31
21.05
OW
1.00
32.50
20.05
-11.45
MG,GT,GR,RK
WBH32
20.70
23.60
25.60
-2.90
-4.90
GT,GR
24.70
WBH33
17.45
OW
0.50
25.00
16.95
-7.55
MG,GT,GR,RK
WBH34A
21.60
OW
1.00
27.00
20.60
-5.40
GT,GR,RK
WBH35
21.10
13.00
23.00
8.10
-1.90
GR
WBH36
11.75
OW
11.00
0.75
WBH37
3.65
OW
0.50
11.50
3.15
-7.85
MG,GR,GT
WBH38
3.20
OW
1.00
9.00
2.20
-5.80
MG,AV,GR,RK
27.10
WBH39
6.05
OW
1.50
10.00
4.55
-3.95
GT,GR,RK
WBH40A
9.80
OW
1.50
18.70
8.30
-8.90
MG,GT,GR,RK
WBH41
11.35
OW
1.00
10.00
10.35
1.35
MG,RK
WBH42
2.90
OW
0.50
10.00
2.40
-7.10
MG,GR,GT,RK
MG,AV,RK
WBH43
3.95
OW
0.50
8.60
3.45
-4.65
WBH46
10.50
OW
1.00
17.00
9.50
-6.50
GT,RK
737-BH1
11.30
OW
6.10
5.20
MG,GT
737-BH2
11.30
OW
5.30
6.00
MG,GT,GR
737-BH3
11.30
OW
6.50
4.80
MG,GT,GR
737-BH4
11.30
OW
5.00
6.30
MG,GT,GR
737-BH5
2712BH3
2712BH4
11.30
OW
6.50
4.80
MG,GT,GR
3.10
OW
12.70
-9.60
MG,AV
3.10
OW
11.80
-8.70
MG,AV
3-12
Dublin Metro North

Borehole
Ref.
2712BH5
2712BH6
2712BH8
Ground
Level
(mOD)
Instrument
type
3.10
3.10
Tip
Depth
(m
bgl)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)
Top of
Response
zone
(mOD)
Bottom of
response
zone
(mOD)
Response
zone
material(s)
OW
8.50
-5.40
MG,AV
OW
6.50
-3.40
MG,AV
3.10
OW
9.50
-6.40
MG,AV
877-BH1
15.50
OW
MG,GT
877-BH2
15.50
OW
MG,GT
877-BH4
15.50
OW
MG,GT
877-BH5
15.50
OW
MG,GT
877-BH6
15.50
OW
MG,GT
877-BH7
15.50
OW
MG,GT
877-BH8
877BH11
877BH12
2985BH1
2985BH2
2985BH3
2985BH4
15.50
OW
MG,GT
15.50
OW
MG,GT
15.50
OW
MG,GT
7.20
OW
MG,GT
8.10
OW
MG,GT
8.00
OW
MG,GT
7.80
OW
MG,GT
G-BH102
66.30
OW
2.00
6.00
64.30
60.30
GT
G-BH105
65.44
OW
3.00
9.00
62.44
56.44
GT
G-BH106
65.18
OW
3.00
9.10
62.18
56.08
GT
G-BH107
65.31
OW
2.00
7.00
63.31
58.31
GT
G-BH108
65.67
OW
2.00
9.00
63.67
56.67
GT
G-BH110
66.07
OW
3.00
8.80
63.07
57.27
GT
G-BH116
62.56
OW
2.00
10.00
60.56
52.56
GT
G-BH117
64.15
OW
1.60
8.00
62.55
56.15
GT
G-BH119
64.35
OW
3.00
10.00
61.35
54.35
GT
G-BH121
63.87
OW
3.00
8.00
60.87
55.87
GT
M-BHB1
17.02
OW
8.00
8.00
9.02
9.02
GT,GR
M-BHC
17.60
OW
1.80
8.00
15.80
9.60
GT
M-BHD
14.25
OW
4.00
8.00
10.25
6.25
GT
M-BHE
17.28
OW
2.00
7.00
15.28
10.28
GT
M-BHF
14.74
OW
2.00
8.00
12.74
6.74
GT
M-BHH
18.33
OW
3.00
8.00
15.33
10.33
GT
M-BHI
15.78
OW
3.00
7.00
12.78
8.78
GT
M-RCA
17.24
OW
5.00
18.50
12.24
-1.26
GT,GR
M-RCB
Notes:
15.64
OW
3.00
5.00
12.64
10.64
GT,GR
1. Instrument type: OW = Observation Well; and P = Piezometer

2. Materials: MG = Made Ground; AV = Alluvium; GR = Gravel; GT = Glacial Till; and RK = Rock
3-13
Dublin Metro North


Installation and monitoring records from 55 observation wells from the PGI have
been reviewed. Locations are shown in Drawing Nos. B/MN/0000/GE/01 to 13. The
depths of observation well response zones ranged from 5.0m to 48.1m below
ground level.
In general and where records are available, observation wells from the PGI were
monitored for periods of between several days to approximately two months
between June and December 2006. The groundwater level monitoring results are
included in Appendix E.
A summary of the installation details is given in Table 3.8.
Table 3.8: Summary of PGI Groundwater Monitoring Installations
Borehole
Ref.
Ground
Level
(mOD)
Instrument
type
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)
Top of
Response
zone
(mOD)
Bottom of
response
zone
(mOD)
Response
zone
material(s)
IGSLBH01
14.23
OW
13.00
36.00
1.23
-21.77
RK
IGSLBH02
12.43
OW
24.50
38.00
-12.07
-25.57
RK
IGSLBH03
11.30
OW
7.80
37.80
3.50
-26.50
GR, RK
IGSLBH04
9.94
OW
20.00
37.10
-10.06
-27.16
RK
IGSLBH06
5.05
OW
6.40
37.60
-1.35
-32.55
RK
IGSLBH09
4.18
OW
25.00
41.70
-20.82
-37.52
RK
IGSLBH10A
4.93
OW
22.70
42.00
-17.77
-37.07
GT, RK
IGSLBH11
4.88
OW
25.00
43.70
-20.13
-38.83
RK
IGSLBH12
8.83
OW
26.50
46.70
-17.67
-37.87
GR, RK
IGSLBH15
16.68
OW
26.00
47.10
-9.32
-30.42
RK
IGSLBH17
20.89
OW
20.00
43.00
0.89
-22.11
RK
IGSLBH22
29.05
OW
20.00
39.90
9.05
-10.85
RK
IGSLBH23
35.12
OW
13.00
27.00
22.12
8.12
RK
IGSLBH24
44.17
OW
9.80
20.00
34.37
24.17
GT
IGSLBH25
48.16
OW
10.00
24.20
38.16
23.96
GT
IGSLBH26
51.68
OW
15.00
30.00
36.68
21.68
GR, RK
IGSLBH27
61.87
OW
11.00
20.00
50.87
41.87
GT
IGSLBH28
60.60
OW
18.00
20.00
42.60
40.60
GT
IGSLBH29
64.82
OW
18.50
21.50
46.32
43.32
RK
IGSLBH30
63.55
OW
18.00
23.50
45.55
40.05
GT, RK
IGSLBH31
65.66
OW
15.00
30.00
50.66
35.66
GR
IGSLBH32
61.46
OW
22.00
38.00
39.46
23.46
GT
IGSLBH34
66.42
OW
19.20
31.20
47.22
35.22
RK
IGSLBH35
67.28
OW
17.00
29.90
50.28
37.38
RK
IGSLBH36
62.99
OW
17.10
20.10
45.89
42.89
RK
IGSLBH37
9.90
OW
30.00
46.05
-20.10
-36.15
RK
IGSLBH38
10.91
OW
14.20
34.50
-3.29
-23.59
RK
IGSLBH39
13.75
OW
21.00
48.10
-7.25
-34.35
RK
IGSLBH40
7.95
OW
20.00
42.00
-12.05
-34.05
RK
IGSLBH41
16.91
OW
20.00
37.00
-3.09
-20.09
RK
IGSLBH55
71.71
OW
13.00
19.00
58.71
52.71
GT, GR
3-14
Dublin Metro North

Borehole
Ref.
Ground
Level
(mOD)
Instrument
type
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)
Top of
Response
zone
(mOD)
Bottom of
response
zone
(mOD)
Response
zone
material(s)
IGSLBH56
76.73
OW
16.30
24.30
60.43
52.43
RK
IGSLBH57
71.20
OW
7.00
12.00
64.20
59.20
GT
IGSLBH58
60.98
OW
10.00
15.00
50.98
45.98
GT
IGSLBH59
57.37
OW
30.00
39.00
27.37
18.37
GT
IGSLBH61
59.93
OW
11.80
24.00
48.13
35.93
GT, RK
IGSLBH62
59.01
OW
17.80
23.80
41.21
35.21
GT, RK
IGSLBH63
54.62
OW
7.00
15.00
47.62
39.62
GT
IGSLBH64A
46.12
OW
5.00
15.00
41.12
31.12
GT
IGSLBH65
46.75
OW
18.00
22.00
28.75
24.75
GT
IGSLBH66
30.68
OW
14.80
20.80
15.88
9.88
GT
IGSLBH67
24.30
OW
18.00
22.00
6.30
2.30
RK
IGSLBH68
11.64
OW
9.00
15.00
2.64
-3.36
RK
IGSLBH69
7.96
OW
8.00
15.50
-0.04
-7.54
RK
IGSLBH70
3.95
OW
8.00
15.10
-4.05
-11.15
RK
IGSLBH71
10.70
OW
10.00
40.40
0.70
-29.71
RK
IGSLBH72
8.85
OW
12.00
35.00
-3.16
-26.16
RK
IGSLBH73
9.54
OW
18.00
29.90
-8.46
-20.36
RK
IGSLBH74
25.55
OW
21.00
30.00
4.55
-4.46
RK
IGSLBH76
41.98
OW
24.00
44.80
17.98
-2.82
RK
IGSLBH77
15.77
OW
27.60
45.60
-11.84
-29.84
RK
Notes:

Blank.
3.7
Field Testing

In situ field testing data has been obtained from the exploratory hole logs and
ground investigation reports of previous investigations. Results of permeability tests
in soil, packer (water absorption) tests in rock and downhole geophysical tests have
been reviewed and summaries of the tests undertaken are presented in Tables 3.9
to 3.11.
Standard Penetration Tests (SPTs)
SPTs were carried out in the majority of boreholes. Tests were typically carried out
at between 1.0m and 4.0m intervals in various soil strata. The SPT N values are
recorded on the exploratory hole logs.
3-15
Dublin Metro North

Response Tests
There are no records of response tests carried out in groundwater monitoring
installations as part of previous ground investigations.
Falling and Rising Head Permeability Tests
Variable head permeability tests were carried out in all of the major soils types
encountered. A total of 28 falling head permeability and 3 rising head test results
were obtained from previous ground investigation records and reviewed. The record
sheets of the permeability tests are included in the previous ground investigation
reports. A summary of the tests carried out is given in Table 3.9.
Table 3.9: Summary of Previous GI variable head permeability tests
Borehole
Reference
Ground Level
(mOD)
Test type
Top of test
section (m bgl)
Bottom of test
section (m bgl)
Strata tested
3512-S1
65.00
Falling
1.00
5.00
GT
3512-S2
65.00
Falling
1.00
5.00
GT
3512-S5
65.00
Falling
1.00
5.00
GT
3512-S7
65.00
Falling
1.00
5.00
GT
3512-S8
65.00
Falling
1.00
5.00
GT
3512-S10
65.00
Falling
1.00
5.00
GT
3512-S12
65.00
Falling
1.00
5.00
GT
3512-S15
65.00
Falling
1.00
5.00
GT
3512-S17
65.00
Falling
1.00
5.00
GT
3512-S18
65.00
Falling
1.00
5.00
GT
3512-S19
65.00
Falling
1.00
5.00
GT
3512-S21
65.00
Falling
2.00
5.00
GT
3512-S22
65.00
Falling
2.00
5.00
GT
3512-S23
65.00
Falling
1.00
5.00
GT
3512-MW2
65.00
Falling
16.90
19.00
RK
3512-MW3
65.00
Falling
14.30
20.00
RK
3512-MW4
65.00
Falling
18.40
23.50
RK
3512-MW6
66.30
Falling
15.00
20.30
RK
3875-TP1
46.50
Rising
0.50
2.00
MG, GT
3875-TP2
46.50
Rising
0.50
2.80
MG, GT
3875-TP4
46.50
Rising
0.50
2.70
MG, GT
3925-BH1
Falling
1.00
8.10
MG, GT, GR
3925-BH3
Falling
1.00
7.00
MG, GT
3925-BH5
Falling
1.00
7.00
MG, GT
M-BHA1
17.25
Falling
5.00
8.00
?, GR
M-BHB1
17.00
Falling
5.00
8.00
GT, GR
M-BHD
14.98
Falling
5.00
8.00
GT
M-BHE
17.28
Falling
4.00
8.00
GT
M-BHF
14.74
Falling
2.00
8.00
GT
M-RCA
17.24
Falling
5.00
13.00
GR
M-RCB
Notes:
16.64
Falling
2.00
5.00
MG, GR, GT
3-16
Dublin Metro North

Packer (Water Absorption) Tests

A total of 3 packer (water absorption) tests in rock were obtained from previous
ground investigation records and reviewed. A summary of the tests carried out is
given in Table 3.10, while the record sheets are presented in the previous ground
investigation reports.
Table 3.10: Summary of Previous GI packer (water absorption) tests
Borehole
Reference
Reduced level of top of

test section (mOD)
Reduced level of bottom of

test section (mOD)
Rock type tested
WBH36
-6.25
-11.55
Si, L & M
3512-MW4
44.9
41.5
3512-MW6
Notes:
47.7
44.7
1. Materials: L = Limestone; Si = Siltstone; and M = Mudstone
Downhole Geophysical Tests

Borehole video imager surveys were carried out in 13 boreholes as part of the
Wimtec Environmental Ltd. ground investigation (Reference 13). A summary of the
tests carried out is given in Table 3.11 below.
Table 3.11: Summary of Previous GI downhole geophysical tests
Borehole Ref.
Ground Level
(mOD)
Optical televiewer
Start (m bgl)
Finish (m bgl)
WBH4
4.55
14.60
29.10
WBH7
3.10
15.00
30.20
WBH12
5.90
27.00
35.20
WBH13
3.25
21.60
28.60
WBH16
5.05
21.60
28.60
WBH17
5.25
26.10
35.20
WBH34
21.60
27.00
31.10
WBH36
11.75
15.30
22.90
WBH38
3.20
8.90
30.50
WBH39
6.05
15.00
30.20
WBH41
11.35
15.10
30.20
WBH42
2.90
15.40
29.90
WBH43
3.95
15.50
29.50

In situ field testing data has been obtained from the exploratory hole logs and
ground investigation report from the Metro North PGI. Results of permeability tests
in soil, packer (water absorption) tests in rock and downhole geophysical tests have
been reviewed and summaries of the tests undertaken are presented in Tables 3.12
to 3.15.
3-17
Dublin Metro North

Standard Penetration Tests (SPTs)

SPTs were carried out in the majority of boreholes. Tests were typically carried out
at between 1.0m and 2.0m intervals in various soil strata. The SPT N values are
recorded on the exploratory hole logs.
Response Tests
Variable head permeability response tests were carried out in two groundwater
observation well installations. A total of two rising head test results were obtained
and reviewed. The record sheets of the permeability response tests are included in
the PGI Factual Report (Reference 1). A summary of the tests carried out is given
in Table 3.12.
Table 3.12: Summary of PGI response tests in standpipes
Borehole
Reference
Ground
Level
(mOD)
Test type
Top of test section

(m bgl)
Bottom of test section

(m bgl)
Strata tested
IGSLBH69
7.96
Rising
8.0
15.5
RK
IGSLBH70
Notes:
3.95
Rising
8.0
15.1
RK
1. RK = Rock
Falling and Rising Head Permeability Tests

Variable head permeability tests were carried out in three boreholes during the PGI.
A total of two falling head and one rising head permeability test were undertaken as
part of the PGI. The record sheets of the permeability tests are included in the PGI
Factual Report (Reference 1). A summary of the tests carried out is given in Table
3.13.
Table 3.13: Summary of PGI variable head permeability tests
Borehole
Reference
Ground
Level
(mOD)
Test type
Top of test section

(m bgl)
Bottom of test section

(m bgl)
Strata tested
IGSLBH09
4.16
Falling
0.0
6.0
MG,GR
4.93
Rising
0.0
7.0
MG,GR,GT
10.91
Falling
5.0
6.3
GR
IGSLBH10A
IGSLBH38
Notes:
1. Materials: MG = Made Ground; GR = Gravel; and GT = Glacial Till
Packer (Water Absorption) Tests

A total of 59 packer (water absorption) tests in rock were undertaken as part of the
PGI. A summary of the tests carried out is given in Table 3.14, while the record
sheets are presented in the PGI Factual Report (Reference 1).
Table 3.14: Summary of PGI packer (water absorption) tests
Borehole
Reference
Test No.

test section (mOD)

test section (mOD)
Rock type
tested
IGSLBH1
-12.77
-13.77
S&L
IGSLBH1
-5.77
-6.77
C&L
IGSLBH1
1.23
0.23
L&S
3-18
Dublin Metro North

Borehole
Reference
Test No.

test section (mOD)

test section (mOD)
Rock type
tested
IGSLBH2
-20.57
-21.57
S&C
IGSLBH2
-15.57
-16.57
C, S & L
IGSLBH2
-9.07
-10.07
C, S & L
IGSLBH2
-3.07
-4.07
IGSLBH3
-17.70
-18.70
L&C
IGSLBH3
-7.70
-8.70
S&L
IGSLBH3
-2.70
-3.70
C&L
IGSLBH3
0.30
-0.70
C, S & L
IGSLBH4
-19.06
-22.06
C, S & L
IGSLBH4
-11.56
-14.56
C, S & L
IGSLBH4
-15.56
-18.56
C, S & L
IGSLBH06
-19.45
-22.45
C&L
IGSLBH9
-6.82
-7.82
GT
IGSLBH9
-27.82
-30.82
C, S & L
IGSLBH10A
-29.07
-32.07
C&S
IGSLBH10A
-20.07
-23.07
C&L
IGSLBH17
-10.11
-11.11
C&L
IGSLBH17
-5.61
-6.61
C&S
IGSLBH17
-1.11
-2.11
S&L
IGSLBH23
13.12
12.12
L&S
IGSLBH23
17.62
16.62
L&S
IGSLBH34
59.42
58.42
IGSLBH34
51.42
50.42
IGSLBH34
46.42
45.42
IGSLBH35
50.23
49.23
IGSLBH37
-27.10
-30.10
C, S & L
IGSLBH37
-17.60
-20.60
C, S & L
IGSLBH06
-14.75
-17.75
C&L
IGSLBH11
-32.12
-33.12
C&L
IGSLBH11
-24.12
-25.12
C&L
IGSLBH12
-25.77
-28.77
S&L
IGSLBH12
-20.67
-23.67
C, S & L
IGSLBH15
-20.32
-21.32
C, S & L
IGSLBH15
-12.32
-13.32
C&L
IGSLBH18
-8.08
-9.08
L&S
IGSLBH18
-4.08
-5.08
IGSLBH22
0.55
-0.45
IGSLBH22
3.05
2.05
L&S
IGSLBH38
-12.09
-15.09
C, S & L
IGSLBH38
-8.89
-11.89
IGSLBH39
-21.25
-24.25
L, C & S
IGSLBH39
-13.25
-16.25
C, S & L
IGSLBH39
-2.75
-5.75
L&S
IGSLBH40
-24.05
-27.05
L&S
IGSLBH40
-11.05
-14.05
S&L
IGSLBH41
-11.09
-14.09
C, S & L
IGSLBH41
-4.09
-7.09
L&S
IGSLBH71
-15.80
-18.80
C, S & L
IGSLBH71
-5.30
-8.30
C, S & L
3-19
Dublin Metro North

Borehole
Reference
Test No.

test section (mOD)

test section (mOD)
Rock type
tested
IGSLBH74
-0.45
-3.45
C, S & L
IGSLBH76
7.48
6.48
IGSLBH76
10.98
9.98
L&S
IGSLBH76
12.98
11.98
L&S
IGSLBH77
-23.23
-26.23
C&L
IGSLBH77
-16.23
-19.23
L&S
IGSLBH77
Notes:
-12.23
-15.23
L, C & S
1. Materials: L = Limestone; C = Calcisiltite; and S = Shale
Downhole Geophysical Tests

Borehole video imager (19 No.), high resolution acoustic televiewer (HRAT) (28 No.)
and 4-arm dipmeter (9 No.) surveys were carried out as part of the PGI (Reference
1). A summary of the tests carried out is given in Table 3.15 below.
Table 3.15: Summary of PGI downhole geophysical tests
Borehole
Ref.
Ground
Level
(mOD)
IGSBH01
IGSBH02
Optical televiewer
Acoustic televiewer
Start
(m bgl)
Finish
(m bgl)
Start
(m bgl)
Finish
(m bgl)
14.23
10.00
35.94
11.65
35.91
12.43
14.45
38.03
14.03
38.07
IGSBH03
11.30
8.01
37.53
8.66
37.48
IGSBH04
9.94
7.00
36.79
7.05
36.80
IGSBH06
5.05
6.82
35.52
6.81
35.48
IGSBH07
4.50
11.00
42.13
10.85
42.02
IGSBH09
4.18
20.00
28.00
20.03
41.32
IGSBH10
4.93
22.61
43.67
22.49
43.15
IGSBH11
4.86
19.00
43.33
24.75
43.09
IGSBH12
8.83
26.01
46.53
26.50
46.35
IGSBH15
27.00
43.00
25.15
45.94
IGSBH17
20.89
IGSBH18
23.42
IGSBH22
IGSBH23
4-Arm Dipmeter
Start
(m bgl)
Finish
(m bgl)
8.64
36.03
13.00
39.00
20.70
40.86
13.87
40.60
29.05
16.91
38.70
35.12
13.05
25.59
IGSBH29
64.8
2.73
29.41
4.61
28.01
IGSBH35
67.28
10.50
29.73
15.00
29.73
14.00
27.00
IGSBH37
9.90
18.50
46.54
18.80
46.24
IGSBH38
10.91
14.50
46.02
14.67
46.02
IGSBH39
13.75
16.00
45.00
14.22
47.99
16.00
45.00
IGSBH40
7.95
15.54
41.26
IGSBH41
16.91
15.27
36.83
IGSBH71
10.70
8.09
39.78
8.19
39.66
11.00
37.00
IGSBH72
8.85
10.00
34.93
10.22
34.93
IGSBH74
25.55
20.11
29.96
20.28
29.92
IGSBH75
33.78
14.75
35.66
15.20
33.68
IGSBH76
41.98
23.92
43.48
23.48
42.07
IGSBH77
15.77
26.29
43.56
28.00
28.00
14.00
43.90
3-20
Dublin Metro North

Main Ground Investigation

Blank.
3-21
Dublin Metro North

4 Ground Investigation Laboratory Testing
4.1
General
Laboratory test data from previous ground investigations carried out in the vicinity of
the Metro North alignment, together with data from the Metro North Ground
Investigation Programme, has been collated and reviewed. The tests carried out
include: index and classification tests, triaxial tests, CBR tests and compaction tests
on soil samples; chemical tests on soil and groundwater samples; and classification
tests, uniaxial compressive strength tests, point load strength index tests, tensile
strength tests, deformability tests, slake durability tests, direct shear tests on rock
joints, cuttability and abrasivity tests and thin section analyses on rock samples.
The available laboratory test data relevant to the Metro North is summarised in
Tables 4.1 to 4.6. The laboratory tests from both previous ground investigations
(see Section 3) and the Metro North Ground Investigation programme are presented
separately in the following sections of the report.
4.2
Previous Ground Investigation
The total numbers of soil laboratory test results obtained from previous ground
investigations are shown in Table 4.1.
Table 4.1: Number of soil laboratory tests (previous GI)
Soil laboratory test description
Number of test results obtained
Moisture Content
434
Liquid Limit
288
Plastic Limit
281
Bulk Density
54
Dry Density
Particle Size Distribution
205
Unconsolidated Undrained Triaxial (UU)
71
Consolidated Undrained Triaxial (CU)
CBR
69
Compaction
The total numbers of chemical tests results obtained from previous ground
investigations are shown in Table 4.2.
4-1
Dublin Metro North

Table 4.2: Number of chemical laboratory tests (previous GI)

Chemical laboratory test description
pH
143
Total Sulphate Content of soil
100
Water Soluble Sulphate Content of soil
Total Sulphate Content of groundwater
95
Chloride Content of soil
Organic Matter Content of soil
13
The total numbers of laboratory test results on rock samples obtained from previous
ground investigations are shown in Table 4.3.
Table 4.3: Number of rock laboratory tests (previous GI)
4.3
Rock laboratory test description
Moisture Content
15
Bulk Density
15
Dry Density
15
Point Load Strength Index
62
Uniaxial Compressive Strength
21
Cherchar Abrasivity
62
Thin section analysis
Metro North Ground Investigation Programme
4.3.1 Preliminary Ground Investigation

The total numbers of soil laboratory test results obtained from the Metro North
Preliminary Ground Investigation are shown in Table 4.4.
Table 4.4: Number of soil laboratory tests (Preliminary GI)
Moisture Content
147
Liquid Limit
144
Plastic Limit
143
Bulk Density
21
Dry Density
Particle Size Distribution
169
Unconsolidated Undrained Triaxial (UU)
17
4-2
Dublin Metro North

Consolidated Undrained Triaxial (CU)
CBR
Compaction
MCV
The total numbers of chemical tests results obtained from the Metro North
Preliminary Ground Investigation are given in Table 4.5.
Table 4.5: Number of chemical laboratory tests (Preliminary GI)
Chemical laboratory test description
pH
22
Water Soluble Sulphate Content of soil
22
Chloride Content of soil
24
Organic Matter Content of soil
21
Loss on Ignition
The total numbers of laboratory test results on rock samples obtained from the
Metro North Preliminary Ground Investigation are shown in Table 4.6.
Table 4.6: Number of rock laboratory tests (Preliminary GI)
Rock laboratory test description
Moisture Content
349
Bulk Density
214
Dry Density
248
Porosity
33
Point Load Strength Index
382
Uniaxial Compressive Strength
173
Deformability in Uniaxial Compression
13
Brazilian Tensile Strength
48
Direct Shear on saw cut rock samples
Slake Durability
23
Cherchar Abrasivity
46
Cuttability
21
4.3.2 Main Ground Investigation

Blank
4-3
Dublin Metro North

5 Previous Construction Experience

5.1
Relevant Projects
A summary of various aspects of nearby previous construction projects involving

underground excavations is presented below. The information has been obtained
from published technical papers which are considered relevant to the proposed
outline method of construction of Metro North. The technical papers referenced in
this section of the report generally contain pertinent information in relation to ground
profiles, ground properties and construction methods for underground construction
projects in the Dublin area. The technical references included here are not
considered to be exhaustive. The reader should consult the full text of the technical
papers for further details.
5.2
Dublin Port Tunnel
5.2.1 General
The Dublin Port Tunnel (DPT) opened to traffic on December 20th, 2006. It is a twin
bore tunnel 4.5km in length (2.6km of bored tunnel and 1.9km of cut-and-cover
tunnel) with an internal tunnel diameter of 10.3m and is part of the M50 motorway.
Reference 37 provides a summary of various aspects of the DPT project and the
following sections are based on information contained in this article, except where
otherwise noted.
Pre-planning involved extensive public consultation on the route, environmental
impact issues, construction method and impact of construction on the local areas,
prior to the tender process. The experience gained on the Dublin Port Tunnel is
valuable to the Metro North project.
The design and construct contract was based on the ICE 3rd Edition with
modifications to suit Irish conditions, including the removal of Clause 12 unforeseen
ground conditions. The contract was awarded to the Nishimatsu, Mowlem, and
Irishenco consortium (NMI) in December 2000.
The European branch of
Nishimatsu, Japan, was responsible for the bored tunnelling and railway underpass.
Mowlem UK, with Irishenco Ireland, was responsible for the surface carriageways,
cut-and-cover tunnels and complete tunnel fit out. The work on site started in June
2001. A hard rock tunnel boring machine (TBM) was used to form the tunnels for
the majority of the route, while an open shield was used for the shorter drives in
glacial till. The hard rock TBM was designed as a closed face machine but was
equipped to deal with both a full face of clay and a mixed face of clay and rock. A
single TBM was used for both 2.1km drives in rock. Propped secant pile and
diaphragm walls were used to form the majority of both the northern and southern
cut-and-cover tunnels. Temporary open cut slopes, supported by shotcrete and soil
nails were used for a significant section of the northern cut-and-cover tunnels.
Four 40m long enlargements were incorporated in the tunnel (two within the bored
tunnel) to provide lay-bys and a vehicle cross passage. Niches and passenger
escape cross-passages were also incorporated in the tunnel.
5-1
Dublin Metro North

5.2.2 Ground Conditions

The ground conditions for the bored tunnel section generally consisted of superficial
layers, glacial till and carboniferous limestone bedrock, with interbedded mudstone
and shale. The bedrock was faulted, partly folded and uplifted. The glacial till
consisted of silty, sandy gravelly clay with fluvioglacial sand and gravel deposits.
There was little knowledge of the local stratigraphy as a result of the extremely
limited experience of large diameter tunnel construction in Dublin.
Additional
ground investigation boreholes encountered charged sand lenses and local
collapses of diaphragm wall trench excavations occurred, influencing the
subsequent choice of working methods.
Skipper at al, 2005 (Reference 23) present a detailed description of the stratigraphy
of the glacial till encountered in the ground investigation for the DPT and for the
stratigraphy exposed and mapped during the construction of the north cut-and-cover
tunnel section. The ground investigation was predominantly carried out using the
Geobor S wireline drilling system with triple tube barrel and polymer flush, with
borehole spacings of about 20m. Based on the data obtained, the Dublin Boulder
Clay was reinterpreted to comprise four distinct units, with one unit having
associated sub-units. The following simplified stratigraphy of the DPT area was
presented in the paper:
Loess and recent soil;

Fluviomarine gravels, sands and silts;
Upper brown boulder clay;
Upper black boulder clay;
Lower brown boulder clay;
Lower black boulder clay; and
Carboniferous limestone.
It is noted that the authors continued to use the term boulder clay for the sake of
continuity with local knowledge and practice. However, they point out that the term
boulder clay should not in any way be considered as an interpretive term i.e. the
term clay should not be interpreted or adopted in a geotechnical context.
References 23 and 31 provide detailed descriptions of the glacial till stratigraphy
together with geotechnical properties established by laboratory testing. These
descriptions highlight the complexity of the glacial till material and similar complexity
should be anticipated for the Metro North project. A brief description of the units is
given below.
Upper brown boulder clay
The upper brown boulder clay is generally described as a stiff to very stiff, yellowish
brown, slightly sandy, slightly gravelly silt / clay with some cobbles. This unit
contains a small number of higher permeability lenses of sand and gravel and
generally has similar mechanical properties to the upper black boulder clay, except
that it has a higher void ratio and moisture content, lower strength and much lower
stiffness.
5-2
Dublin Metro North

Upper black boulder clay

The upper black boulder clay is described as a very stiff to hard, dark grey / black,
silty very gravelly clay, or silty sandy gravel, with some cobbles. It is typically
overconsolidated with low compressibility, very low permeability and relatively high
strength.
Large boulders with maximum dimension greater than 0.5m are
considered to be rare. This unit has pervasive and distinct sub-vertical fissures at
100mm to 250mm spacing, which are aligned in a roughly north-south direction and
when disturbed, the fabric of this unit contains discontinuities. Several large scale
fissures (1.5m long and up to 10mm wide), dipping at up to 60 to the south-east or
south-west were observed. These were found to remain stable upon water entry.
Horizontal cobble lines with lateral persistence of tens of metres were frequently
observed. This unit also has large permeable lenses with constant seepage,
suggesting a continuous recharge.
Two large permeable lenses up to 10m wide and 1.3m thick were found, although
the lenses were generally less than 2m wide and 250mm thick. The average width
was 1.0m. The lenses consisted of coarse sand to medium gravel and were
generally north-south trending. The lenses were self draining after 24 hours,
suggesting relatively poor interconnectivity. No adverse engineering behaviour
associated with the lenses was observed.
In one small area of cut-and-cover section near Shantalla Bridge a variety of
complex permeable features were observed in the top 4m of this unit over a
distance of 20m, consisting of laminated silts to coarse poorly sorted sands and
gravels. Some collapses and settlement was experienced in these sediments
during soil nailing.
The contact with the lower brown boulder clay was usually sharp and planar in
places with a cobble line and shearing at the boundary. However, in one location
the boundary was extremely complex with rafts (9m wide by 15m long by 1m thick)
of lower brown boulder clay within the upper black boulder clay. The engineering
behaviour of these rafts was noted to be good.
Lower brown boulder clay
Three sub-units were observed within the lower brown boulder clay. Sub-unit A is a
very stiff, dark brown, slightly sandy, slightly gravelly silt or clay / silt with a high
proportion of gravel to cobble and, rarely, boulder size clasts. Sub-unit B was the
most lithologically variable and is described as a: soft to very stiff, light brown to
reddish brown, clay; or loose to dense sand with some gravel; or gravel. Sub-unit C
is as sub-unit A, but with a lower cobble count.
This unit is browner in colour, has occasional shell fragments and is siltier than the
upper and lower black boulder clay units. It is characterised by its low gravel and
high sand content. It has previously been called the sandy boulder clay. The
gravel content decreases rapidly while the sand content increases towards the
centre of the deposit. This unit is typically overconsolidated, of low compressibility
and relatively high strength. Permeability is generally low but can increase as sand
becomes the dominant soil fraction. The thickness of sub-units A, B and C were
generally up to 5m thick, 1m to 5m thick and not less than 2.5m thick, respectively.
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The cobbles within sub-unit A were associated with minor sand and gravel lenses.
Larger water bearing lenses were observed occasionally but were self draining with
poor interconnectivity. Two very large (0.4m wide by 2m high by 27m long) subvertical granular features were encountered. Following careful dewatering, no
engineering problems ensued. Sub-unit B was the most variable and contained
sedimentary features such as laminated silts and sands. A persistent sand and
gravel layer (0.1m to 1m thick, 650m long and at least 27m wide) was also
observed.
It is understood that this unit was only encountered between Whitehall and Griffith
Ave. The unit generally has a lower gravel content and a higher sand content than
the other tills, possibly causing some excavation instability and leading to
significantly higher water inflow. It also contained a water bearing sand and gravel
layer. The consistency varied between soft and very stiff.
Lower black boulder clay
The lower black boulder clay is described as a very stiff to hard, dark grey to black,
slightly sandy, slightly gravelly silt / clay with some to many cobbles and boulders.
This unit is a patchy layer of hard gravelly clay with an abundance of boulders. It is
generally blacker and more plastic when wetted than the upper black boulder clay,
which is considered to be related to the presence of illite / smectite.
The basal contact of this unit with the Carboniferous Limestone is rafted in places
with relatively undisturbed well-bedded limestone overlying 2m to 5m thick steeply
dipping, folded and chaotically mixed limestone blocks in a clay rich matrix.
Engineering properties
The upper brown, upper black and lower black boulder clays are described as
generally being well behaved if kept well drained. All formations have a high in situ
strength and stiffness and low permeability and plasticity. However, the possibility
of weak, highly sheared and heavily slickensided plastic clay zones in sub-unit B of
the lower brown boulder clay is noted. Most granular lenses were self draining in
twenty four hours; however, it is noted that consideration needs to be given to the
interconnectivity of granular lenses and channels. The upper brown boulder clay
encountered at DPT was stiff to very stiff; however, experience of this unit
elsewhere in Dublin has shown it to be firm, or occasionally soft.
Measured piezometric pressures correspond to approximately hydrostatic conditions
with a groundwater table at about 2m below ground level. The lower brown boulder
clay is likely to be water bearing as a result of its variability. Lower permeability
values (1x10-9 to 1x10-11m/s) were measured in clay rich lithologies of all four units,
while higher values (up to 1x10-6m/s) were measured in coarser lenses.
The moisture content and bulk density remain uniform with depth, although
Reference 23 notes that the average moisture content in the upper brown boulder
clay is slightly higher, with a corresponding lower bulk density. The measured
values for the DPT site fall within the overall range of 11 3% and 2.2 0.05 Mg/m3,
respectively, as suggested by Reference 43.
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The average plasticity indices are similar in all of the units and can be classified as
clay of low plasticity. Plastic limit values lie very close to the natural moisture
content, suggesting a liquidity index of close to zero. Measured values for liquid and
plastic limits for the DPT site fall within the overall range of 25 4% and 11 2%,
respectively, as suggested by Reference 43. Particle size distribution tests were the
most useful test in the assessment of the variability of the different units. The most
uniform material is the upper black boulder clay and the grading envelope for DPT
compares well with the range of values presented by Reference 44. The
composition of the lower brown boulder clay is more variable than the other units.
Results of unconsolidated undrained triaxial tests on the upper brown boulder clay
showed typical undrained shear strength, cu, of 50kPa, while the SPT N values
were typically 20, suggesting a cu value of approximately 100kPa. Recognising that
SPTs are vulnerable to the presence of gravels and cobbles in the otherwise clay
tills, nevertheless, the SPT results are considered to be more reliable due to the
effects of sample disturbance on open drive samples. The SPT results indicate that
the undrained strength of the upper brown boulder clay is significantly less than the
upper black boulder clay but similar to that of the lower brown boulder clay. For all
four units, the clay fraction consists of a mixture of platy and angular rock flour
particles, leading to low plasticity and high friction angles, typically 36 to 38.
Four types of fissures were identified, none of which caused significant engineering
problems. The most prevalent types of fissure are the vertical and horizontal
fissures, which are sufficiently rough, closed and tight to behave in a similar manner
to the intact material. However, drilling with high compressed air pressure near the
face of a cut slope opened up the vertical fissures. Fracturing was avoided using
pressures below 4 to 5 bar.
5.2.3 TBM Launch Shaft
The TBMs were launched from a 56.5m diameter, 30m deep shaft, which was
formed using 1.5m thick diaphragm wall panels toed into the limestone bedrock.
The launch and reception chambers were constructed using sprayed concrete lining
techniques consisting of a 110mm sealing layer, followed by a primary lining of
350mm over twin mesh reinforcement or using steel fibre reinforcement.
Cabarkapa et al, 2003 (Reference 45) report on the design and performance of the
shaft and provide details of ground conditions, numerical modelling and parameters
assumed for design, instrumentation details and results of monitoring. Measured
lateral deflections of the shaft wall during excavation were less than 10mm.
5.2.4 Probing Ahead of the Tunnel Face
Forward probing ahead of the TBM was specified by the client. Probe drills were
installed in the TBM and advance drilling provided good advance information on
rock mass characteristics. In an attempt to locate potential abstraction wells ahead
of the tunnel face, the contractor trialled a Tunnel Reflective Tomography (TRT)
system which was able to identify some features such as fissures and faults ahead
of the face. The TRT system was augmented by probe drilling. The TRT system
was not always successful; however, it did identify potential problems, in particular a
faulted area.
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5.2.5 Tunnel Drives

The first hard rock tunnel drive was completed in 13 months, achieving a peak
output of approximately 19m per shift and a mean production rate of approximately
47m per week. The second drive achieved a similar peak production rate and an
increased mean production rate of approximately 67m per week.
5.2.6 Segmental Tunnel Lining
The pre-cast concrete segmental lining had an internal diameter of 10.84m to suit
the TBMs. The rings were 1.7m long, 350mm thick with six segments and a key.
Three ring types were used: straight; tapered left; and tapered right. The segments
contained approximately 94kg/m3 of steel reinforcement, incorporated hydrophilic
waterproofing gaskets and were manufactured by Banagher, County Offaly, at a rate
of 8 complete rings per day.
A secondary lining, consisting of 275mm thick in situ concrete with 1kg/m3
polypropylene fibres for fire protection and placed against a waterproofing
membrane and fleece, was required to provide a smooth finish for painting, airflow
and lighting and to provide a waterproof structure above road level.
5.2.7 Tunnel Cross-passages
Vehicle lay-bys and cross passages were provided in the bored tunnel at Cloisters
and Marino Park, requiring the diameter of the tunnel excavation to be enlarged
from 11.8m to 15.7m. The cross passages were excavated to give 8m span to the
primary lining and 10.1m at the junction. Additional ground investigation consisting
of rotary cored boreholes, inclined boreholes, video-logging and surface geophysical
resistivity testing was carried out and was supplemented with information from the
first TBM drive (face logging, TBM data parameters, tomography and additional
boreholes), to provide enhanced geotechnical information at these locations.
The lay-by at Cloisters had low rock cover of between 2m and 5m and had to be
constructed prior to the arrival of the TBM due to programme constraints; this was
the first large cavern construction in Dublin limestone in an area of uncertain ground
conditions, which included a number of faults and features requiring assessment.
The design solution involved a combination of primary support using lattice girders,
tensioned rock bolts and shotcrete, following the installation of preliminary support in
the form of rock bolts through the segmental tunnel lining.
A hybrid support solution was adopted for the junction between the lay-by
enlargement and the cross passage, consisting of the installation of a reinforced
concrete ring beam in advance of the full enlargement and cross passage
excavation.
The TBM drive encountered a major fault at Marino Park with 4m to 5m of disturbed
ground at the lay-by location, prompting the relocation of the lay-by some 20m from
its original location.
Extensive monitoring of the lay-bys was carried out using extensometers and
piezometers installed from ground level and rod and tape extensometers,
piezometers, EDM systems and strain gauges within the tunnel.
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5.2.8 Settlement Induced by Tunnel Construction

Extensive surface settlement monitoring was undertaken within a 72m wide corridor
centred on the tunnel alignment, in order to ensure that settlements remained within
specified limits and did not adversely affect the high density urban development
along the route.
Minor settlement of 2mm to 3mm (equivalent to 0.05% to 0.12% volume loss) was
generally recorded in the rock sections, with the exception of one area where
settlement of 19mm was recorded. This settlement was considered to be a result of
TBM generated vibrations causing compaction of previously unconsolidated
deposits within a relict stream. Maximum settlement associated with the twin
tunnels in clay was 70mm, equivalent to a volume loss of 0.71%. Settlements of
between 10mm and 15mm were reported for the construction of the lay-by at
Cloisters, where the rock cover was between 2m and 5m.
5.2.9 Cut-and-cover Excavations
Long et al, 2003 (Reference 32) describe the application of the observational
approach to the design of steep cuts in glacial till to facilitate underground
construction works for the DPT. The authors note that many steep slopes in the
Dublin glacial till (including natural slopes up to 20m in height and temporary works
excavations up to 8m in height) have remained stable for considerable periods of
time. A major contribution to the stability of these cuts is the increase in effective
stress due to pore suctions developed during excavation. The stand-up time of
these cuts depends on permeability; slope failures have been observed where
sandy or gravelly soil is present. Local experience suggests that the stand-up time
for steep excavations of up to 8m is about three to four months. Such time-frames
should not be relied upon, however.
The paper reviews past experience and incorporates recent information from fabric
studies in order to develop an observational approach to slope design, which
incorporates the controlled use of soil suctions in the short term. For the northern
cut-and-cover section of the DPT, 12m deep cut slopes with soil nails over the full
height were designed for a maximum inclination of 80. The use of the
observational approach allowed rows of nails to be omitted, subject to satisfactory
geological conditions and the monitored performance of the slope. A trial
excavation was carried out to substantiate the design; a detailed description of the
planning, execution, design and results of the field trial are provided in a separate
paper by Menkiti et al, 2004 (Reference 31).
Consideration was given to the construction of the works within anchored diaphragm
walls or secant bored pile walls; however, due to cost and programme constraints,
these options were ruled out, in favour of steep cuts supported by soil nails, where
appropriate and using an observational approach.
Several possible explanations for the ability of slopes to stand steeply and
unsupported for long periods were explored, namely: the till possesses a high
cohesion (c) component; the particles are cemented together; and pore water
suctions. The authors concluded that although the till may possess a small c
component and arguably some minor cementation, these factors could not be relied
upon in design and, therefore, the explanation for the behaviour of the soil lies in the
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development of high pore water suctions, or at least significantly depressed pore

water pressures.
From the results of the trial, the authors concluded that:
unsupported 11m deep steep slopes in Dublin boulder clay were shown to
be stable for 1.5 to 2.5 months;
short-term stability depends on maintenance of induced suctions;
time to failure depends on dissipation of suctions i.e. on mass permeability
and local geological features;
slope displacements are small, but measurable with care; and
failure is ductile with advance warning of collapse through gradually
accelerating movements.
A finite element model was calibrated against the trial excavation and used to
demonstrate that the stand-up time of partly nailed slopes was sufficiently long to
allow completion of tunnel construction. The required design life of the temporary
excavations was typically between 4 and 6 months.
Long et al, 2004 (Reference 46) report some experiences of measuring pore water
suctions in Dublin glacial till during the trial excavation and cut-and-cover tunnel
construction for DPT. The authors note that, given the anticipated behaviour,
piezometers for the trial required to have a suction measuring capability. Details of
the specification, installation and commissioning procedure of the piezometers,
together with typical measured data, are included in the paper. The conclusions
were as follows:
5.3
excavation induced suctions were modest and, in general, the piezometers

performed well;
the suction values were lower than predicted by finite element analyses,
probably as a result of locally higher permeability zones in the microfabric;
the piezometer installation procedure was successful, although a high level
of engineering supervision was essential;
the piezometers responded rapidly to de-aring;
some instances of cavitation were noted at suctions in the range -20kPa to 30kPa;
it is unlikely that de-saturation of the filter tip and the large body of water
present within the piezometer are the major factors contributing to cavitation;
it is likely that the most significant contributing factor to the instances of
cavitation was the length of the de-airing lines;
significant cost and time savings were realised by applying the observational
method with controlled use of induced soil suctions; and
there is an increasing trend for the contribution of soil suction to be taken into
account in design work, which is likely to lead to an increased demand for
reliable and cost effective suction measurement instruments
Other Tunnel Projects
Accounts of several other previous projects involving tunnelling in Dublin have been
reported in technical papers, including, but not limited to: the Patrick Street sewer;
the Grand Canal drainage tunnel; and the Ringsend utility tunnel. A brief summary
of these papers is given in the following sections:
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5.3.1 Geotechnical Aspects of Tunnelling in Soft Ground in Ireland

Orr and Farrell, 1996 (Reference 44) discussed the geotechnical aspects which
affected the construction of a number of small and medium sized (1.5m to 3.5m
diameter) water and sewerage tunnels and concluded that:
the high strength (up to 580kPa) and stiffness and cobble and boulder
content of the Dublin black glacial till can give rise to difficult tunnelling
conditions, sometimes requiring blasting; and
the complex geological history and unpredictable variability of the glacial till
can result in the presence of water bearing sand and gravel layers within
cohesive till. This can give rise to face instability and large inflows of
groundwater, requiring the use of special construction measures, such as
compressed air and grouting.
The authors reported that on account of the high stiffness of the black glacial till, no
significant ground movement had been recorded from tunnels constructed in it,
except as a result of seepage through permeable layers and ground loss.
5.3.2 Brewery Road Tunnel
Grant et al, 1996 (Reference 47), describe the construction of a hand excavated
tunnel for a 1.2m diameter water supply pipe at Stillorgan, which had a short section
(approximately 35m) in glacial till. The glacial till was predominantly stiff clay but
one borehole had encountered a sandy gravel layer within the tunnel horizon,
suggesting the possibility of significant water inflow and face instability during
construction. Additional boreholes and pumping tests suggested that the gravel
layers were isolated from each other. Tube-a-manchette cement bentonite grouting
was carried out in advance of tunnelling as a stabilisation measure.
The glacial till proved to be a good tunnelling medium with a reasonable stand-up
time. Despite the advance grouting works, the gravels remained relatively loose and
permeable, with significant water inflow, when encountered. Additional grouting was
carried out from the surface with a thicker grout mix; however, they remained
relatively loose and did not achieve the anticipated strength. Tunnelling proceeded
very cautiously and the maximum predicted settlement of 5mm to 7mm, based on
2% face loss, was bettered.
5.3.3 Patrick Street Sewer
Keyes and Kinirons, 1992 (Reference 48), reported on the design and construction
of a 244m long, 1.5m diameter tunnel under Christchurch Cathedral in Dublin city
centre. The tunnel face was hand mined predominantly in stiff black glacial till with a
shield and a one-pass lining system, with average progress of two to three rings
per day. The tunnel was completed in 1991.
5.3.4 Grand Canal Tunnel
ODonoghue and White, 1976 (Reference 49), reported the design of a 3.66m
diameter, 4.8km long, hand driven tunnel, through rock, glacial till and mixed-face
conditions. The tunnel follows the route of the Grand Canal to the south of Dublin
city centre and was constructed between 1972 and 1974. Excavation by drilling and
blasting was considered to be the most cost-effective means of constructing the
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tunnel. A summary of the results of laboratory tests on rock and soil samples is
presented in this paper.
The authors reported that water bearing strata were encountered in the glacial till
and as a result of face deterioration, compressed air was introduced to maintain
stability.
5.3.5 Tunnel under the Liffey
Nicholls, 1929 (Reference 33) described the construction of a tunnel under the River
Liffey to carry electric and water mains. The construction of the southern shaft at
Ringsend commenced in 1926. Excavation and shaft sinking was carried out
without incident until a depth of approximately 17m was reached. At this point veins
of sand were observed within the clay (glacial till) and a heavy subsidence occurred
between the shaft and the sea wall, with an area about 10 feet square suddenly
sinking by nearly 20ft. A bed of gravel was encountered, before clay (glacial till)
was again met at a depth of approximately 21m. Below a depth of 21m, large
boulders were met within the clay (glacial till) before rock was encountered at a
depth of 23m.
The tunnel drive was carried out by drill and blast techniques in rock and due to the
increasing amounts of groundwater ingress, had to be completed by compressed air
working.
5.4
Basement Excavations
A number of valuable technical papers on basement construction in Dublin have

been published. Summaries of the findings of several selected papers are
presented in the following sections:
5.4.1 Deep Excavations in Dublin
Looby and Long, 2007 (Reference 50), present an updated database of propped
and cantilevered wall supported excavations in the glacial till of Dublin. Several
case histories are presented and discussed.
Until 2002, basements in Dublin mostly consisted of two underground levels
(approximately 4m to 7m deep) and were often constructed within lightly supported
contiguous or secant piled retaining walls. These retaining systems generally
behaved very well; lateral wall movements were very small and prop forces were
lower than predicted by traditional design approaches. At some sites the prop
forces were found to be dominated by temperature effects. Brangan and Long,
2001 (Reference 51), reported lateral wall movement data from a number of
basement excavation projects in Dublin (both propped / anchored and cantilever
walls) all of which were underlain by competent glacial deposits. The authors
concluded that: there was scope to reduce or completely remove propping or to use
more flexible retaining walls; and that predictions of movement and building damage
can be enhanced using high quality soil tests and improved analytical techniques.
The previous database has been updated by Looby and Long (Reference 50) by
adding data from eight other sites, including data from the 14m deep Westgate
excavation and data from DPT, where excavation depths were up to 25m. With one
exception, the maximum measured lateral wall movement for propped walls was
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less than 10mm for twenty-one case histories. The stiff behaviour of the 14m deep
Westgate excavation and the 25m deep Dublin Port Tunnel excavations are worthy
of note. It is noted that behaviour of the Dublin projects is significantly stiffer than
the average normalised lateral wall movement (h/H) value of 0.18%, obtained by
Long, 2001 (Reference 52), from 169 worldwide case histories for excavations in
stiff soil.
It is noted that the majority of the lateral movement data analysed relates to the
construction period and does not, therefore, include long term movements.
However, the authors present longer term monitoring data (up to two and a half
years) for several cantilever walls in glacial till, which indicate a reduction in the rate
of movement with time. Reference 50 also includes discussion on recent
developments in cantilever walls, lessons learned from steep unsupported cuts in
Dublin glacial till, other soil factors influencing retaining wall behaviour, retaining wall
design approach and presents valuable case history records from three recently
constructed basement excavations in Dublin. The authors conclusions were as
follows:
Case history data confirms retaining wall behaviour for excavations up to

25m deep in Dublin glacial till is extremely stiff;
Current approaches over predict wall deflections (for the short-term,
construction period, conditions) and current design practice, in this regard,
is clearly conservative;
The use of undrained parameters in conjunction with the observational
approach may be considered for reducing predicted deflections to simplify
the construction sequence and reduce costs;
This approach should only be considered where the predicted deflections
using traditional approaches are within defect limits to prevent the
possibility of damage, economic loss or unsafe conditions;
Cantilever walls have been successfully constructed up to 7.5m high.
These walls show smaller movements than expected, although the
development of movement [and the transfer of lateral earth (and
groundwater) pressures on to the wall) with time is very important;
It seems there is scope for the greater use of cantilever walls and possibly
also higher retained heights, at least for temporary works purposes;
Important insights into the above can be obtained from observations of
steep slopes in Dublin glacial till, where pore water suction plays an
important role;
Laboratory testing on high quality samples of the material confirm that it is
stronger and stiffer than normally assumed in design;
Measurement of pore water pressures behind walls should be carried out;
and
The analysis employed accurately predicted deflections in the glacial till.
5.4.2 Observations of Ground Structure Movement

Long and Brangan, 2000 (Reference 53), describe the design, construction and
performance of a deep excavation into weathered rock in Dublin city centre.
Accurate estimates of the ground movements were an essential part of the design
process as excavation was carried out from within a site at which historically
important facades were retained around the perimeter of the site. Long, 2002
(Reference 54) reported ground and structure movement data recorded during the
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redevelopment of this site and its existing faades, close to Westmoreland Street in
Dublin city centre and 100m south of the River Liffey. The ground profile consisted
of made ground to a depth of 4m, glacial deposits to a depth of 6m, over limestone
bedrock, which was weathered near its surface. Groundwater was encountered at
about 4m depth, with only a small tidal effect of between 0.2m and 0.3m from the
River Liffey.
The redevelopment included the construction of a deeper basement to 6.3m below
ground level. The basement was formed using a 0.9m diameter secant piled
retaining wall. Ground movements were monitored during excavation using
inclinometers installed in the secant piles, groundwater observation wells, BRE
levelling sockets and survey points. Maximum lateral movements of 1mm were
recorded in inclinometers, while vertical movements of between 2mm heave and
3mm settlement were observed. The maximum drop in the groundwater level
associated with dewatering and sump pumping during basement construction was
0.9m, confirming that the secant piled wall formed an effective cut-off.
The extensive ground and structural monitoring system contributed significantly to
the success of the project. Only minor lateral movements, building settlements and
variations in groundwater levels were recorded.
5.4.3 Design and Construction of Deep Basements
Long 1997, (Reference 55) describes the design and construction of five deep
basements in Dublin, all within glacial till and all constructed between 1995 and
1996. The basements were constructed using a variety of techniques including
cantilever sheet piling, cantilever contiguous piling and propped secant piling.
Design criteria, construction experience and ground movements are presented. It is
concluded that the application of the observational approach is well suited to deep
basement construction in Dublin.
For the basement construction of the Marks and Spencer store in Grafton Street, the
only problems noted were: the significant noise levels associated with turning on
and off the high frequency vibratory hammer used to drive the sheet piles, which
required piling operations to be rescheduled outside of office hours; and the
seepage of water into the site from the weathered top of the bedrock, which was
solved by pumping from shallow wells and sumps.
At the Jervis Street Shopping Centre (see also Dougan et al, 1996, Reference 34), a
sheet pile trial encountered difficulties in driving the sheet piles into weathered rock
and problems with water seepage. The trial confirmed that noise and vibrations
would not be a concern. The maximum wall movement was about 3mm, compared
with the 9mm predicted. No measurable ground movements were recorded outside
the site. Site observations showed that the glacial gravels were more silty than had
been indicated by site investigations and were dry, resulting in the development of
pore water suctions and the ability to cut near vertical faces.
The design of the retaining system for the Clarendon St basement benefited from
the experience gained from Marks and Spencer, Jervis Street and elsewhere. The
basement was constructed using soldier piles and raking props. Two out of four
inclinometers located around the site recorded no movement. One inclinometer
recorded 7mm of movement; however, this was considered to be the result of poor
workmanship. The remaining inclinometer showed about 5mm of movement in an
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area where a water-bearing gravel had locally replaced the black glacial till. Water
seepage was small, except where gravel was encountered. The work was
completed successfully and the author considered that the form of basement
construction used was the most economic possible for the site.
For Schoolhouse Lane, there was a concern about the possible noise and vibration
effects on a sensitive adjacent structure. Continuous flight auger piling was chosen
to minimise such effects and vibrations were insignificant. Complaints about noise
levels were made by adjacent owners; however, it was demonstrated that the noise
levels were of similar magnitude to those due to traffic on an adjacent street. A
cantilevered contiguous bored pile retaining wall was the chosen method for this site
in conjunction with the use of the observational method to ensure movements
remained within a specified limit of 10mm. Maximum predicted movement was
6mm. No measurable movement was recorded during the works. Seepage was
insignificant.
The Intel basement in Leixlip is similar to the Schoolhouse Lane site in that a
maximum wall movement of about 8mm was predicted, while a specified limit of
10mm was adopted for the implementation of contingency measures. In the event,
no measurable movement was recorded.
The author concluded that:
The use of appropriate equipment can overcome possible problems with

vibrations associated with piling operations;
Noise, or at least the perception of the noise levels by the occupiers of
adjacent properties, can be a significant problem;
Experience shows that seepage through the glacial clays below retaining
wall cut offs is very small. Significant seepage can occur through the top,
weathered portion of bedrock;
In practice, lateral earth pressures are much lower than would be predicted
by conventional soil mechanics, mainly due to a combination of negative
pore water pressures, cohesion and cementation. Long et al, 2003
(Reference 32), provided a more detailed assessment of this issue and
concluded that the main reason for the observed behaviour is likely to be
the development of high pore water suctions, or at least significantly
depressed pore water pressures following stress relief due to excavation].
The observational approach is ideal for construction of deep basements in
the Dublin area. However, in order to implement this approach, the
conditions, namely acceptable level of risk, the presence of clays or dry
gravels and the likely weather conditions, need to be favourable.
Finite element analysis permits the prediction of ground movements away
from the wall and can allow for negative pore pressure and non-linear
stress-strain behaviour.
5.4.4 Deep Basement for the Jervis Street Shopping Centre

Dougan et al, 1996 (Reference 34) discuss the design and construction of the deep
basement for the Jervis Street Shopping Centre, which was constructed between
July 1995 and November 1996. The bored secant piled wall had to be designed for
an 8m deep dig and to support large loads from the old Jervis St. Hospital faade
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and the adjacent Marks & Spencer store. Excavation of the basement involved
removal of rock over a large part of the site.
The ground profile consisted of around 3m of made ground overlying around 2m of
medium dense to dense fine to coarse sandy gravel, then about 1m of black glacial
till above approximately 0.5m of weathered rock, then intact rock. The rock was
described as a fine grained slightly weathered limestone interbedded with zones of
black very fine grained severely weathered limestone. The weathered rock
generally had the appearance either of blocks of limestone surrounded both
vertically and horizontally with bands of black silty clay or of cobbles and boulders of
limestone in a matrix of silty clay. The groundwater level was between 0mOD and
0.5mOD.
A propped secant pile wall solution was adopted following a sheet pile trial, which
encountered problems with obstructions and water seepage. The wall comprises
900mm diameter interlocking male and female piles (with 130mm overlap) through
the overburden, reducing to 810mm diameter in the rock and with a toe level at least
0.5m below excavation level to ensure an adequate water cut-off. A 900mm
diameter solution was chosen as it was much quicker to build than a 600mm
diameter solution. The male piles were constructed using C35 concrete and 8No.
T32 reinforcing bars, while the female piles were constructed with C7 unreinforced
concrete. The authors present the soil parameters and note the high surcharge
loadings from adjacent foundations. Pile embedment depths into rock ranged from
0.75m to 1.5m.
During construction, unstable ground was encountered at the top of weathered rock
at several locations around the perimeter during augering. The problem was caused
by a block of rock on one side and was overcome by pre-concreting the piles
following auger drilling and then drilling through the concrete with a rock drill. The
basement formation level was about 2m to 3m below the groundwater level;
dewatering was achieved by maintained pumping from sumps at various locations,
allowing construction in the dry. Rock anchorages, consisting of 9m long, 50mm
diameter single bars on an approximate 2.5m grid, were installed beneath the
basement to provide long term uplift resistance to groundwater pressure. The
working load was 500kN and each anchorage was trial stressed to 750kN. Further
details of the ground anchorage system and problems associated with it are given in
Reference 27, see Section 5.5.2.
Observations during construction included:
The gravel became dry during the pumping process and appeared to
have a higher fines content than the 5% suggested by laboratory grading
tests. This allowed them to sustain negative pore pressures, permitting
vertical cuts in the 2m thick gravel layer, which was supporting 3m of
made ground above.
The vertical faces were maintained for
considerable time;
It was possible to excavate the upper layers of weathered limestone
bedrock with a conventional tracked excavator and, therefore, the
authors considered that modelling of this layer as a frictional material
was justified;
Ten out of eleven piezometers indicated that the groundwater levels in
the gravel layer remained relatively steady during excavation, while the
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response of piezometers in rock generally indicated that the rock was in

hydraulic continuity with the gravels. Three out of eleven piezometers
showed a drop in piezometric level of up to 4m; however no adverse
effects on adjacent structures were observed;
Maximum wall deflection was 3mm compared with the 9mm predicted;
and
No measurable settlement was recorded.
Brangan and Long, 2001 (Reference 51), carried out a back analysis of the
performance of the Jervis Street excavation and concluded that: there is scope for
economies in basement excavation to be made, such as reducing or completely
removing propping or using less rigid retaining walls; and predictions of movement
and building damage can be improved using high quality soil tests and more recent
analysis techniques.
5.4.5 The Redevelopment of the Custom House Docks
Higgins and Mason, 1989 (Reference 29), reported on the geotechnical engineering
aspects of the design and construction of a redevelopment at the Custom House
Docks site. The ground conditions were varied and made complex by the existence
of an infilled old dock. The authors provide a detailed account of design
development, trial augered, pre-cast concrete and Odex piling, trial sheet piling, the
design and construction of Odex piles, a trial pumping test, temporary works design
and the construction of the basement.
The authors report permeability values for the pumping tests carried out in the
gravel layer of between 10-5m/s and 10-7m/s.
5.4.6 Embedded Pile Walls and Groundwater Ingress through Rock
The Dublin Authorities place limits on the volume of water that can be discharged
from excavations into the Citys drainage system. Excavations extending below
rockhead often encounter significant inflows of groundwater through the rock. In
attempts to avoid this problem, embedded pile walls are sometimes taken to the full
depth of the excavation, which involves forming the lower portions of all the piles in
rock. There are also examples, however, of sites where only alternate (or even
fewer) piles are taken below rockhead and formed to the full depth of the excavation
5.5
Foundation Construction
A number of valuable technical papers have been published on foundation

construction in Dublin. It is noted that Trenter 1999 (Reference 56) and Weltman &
Healy, 1978 (Reference 57) provide useful advice on foundation construction in
glacial tills. Summaries of the findings of several selected papers are presented in
the following sections:
5.5.1 The Spire of Dublin
Deavy et al, 2005 (Reference 58) describe the design and construction of the 120m
high Spire of Dublin, which was erected in OConnell Street in 2003. The structure
is founded on rock socketed reinforced concrete piles and the basement chamber
required a soil excavation of approximately 8m diameter by 5m depth. Within the
chamber is a reinforced concrete annular plinth to which the Spire is bolted. The
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Spire foundation is a simple concrete disc 7m in diameter and 2m thick supported

on a ring of piles and founded at a depth of 7m below ground level, at the base of
the chamber. The piles resist the tension induced by the overturning moment on the
Spire through friction in a 3m rock socket.
The ground conditions consist of made ground (comprising a slab, hardcore and old
masonry walls), to 3.2m depth overlying water bearing silty sandy gravel with
cobbles to 5.7m depth, over very stiff to hard sandy gravelly clay (black glacial till)
with cobbles and occasional boulder. Rockhead was encountered at a depth of
11.7m and consisted of moderately weak to moderately strong limestone, mudstone
and shales. Groundwater was at approximately 4.5m below ground level.
5.5.2 Difficulties with ground anchorages in hard rock
Long and Murphy, 2003 (Reference 27), describe problems associated with the
installation of ground anchorages at a number of sites in Dublin. A detailed
description is given of the problems encountered during construction of anchorages
at the Jervis Street Shopping Centre, where 72% of 443 anchorages encountered
some difficulty.
Significant problems were encountered during large diameter (0.75m to 1.05m)
piling in bedrock at Georges Quay, some 500m to the east of OConnell Bridge
Stop. Bedrock consisted of interbedded strong calcisiltite limestone, weak
weathered limestone and completely weathered (clay like) rock. Preliminary pile
tests showed significantly more settlement than originally envisaged and were
deemed unsatisfactory. A programme of rock coring was undertaken to investigate
the rock quality. It was concluded that the problems were caused by damage to the
bedrock by the pile drilling equipment and exacerbated by the deterioration of the
rock surface due to the presence of water in the drilling process. The problem was
overcome by a review of the rock socket lengths.
A small diameter piling contract (using air flush as the drilling medium) near Heuston
Station in Dublin, experienced several failures under static test when some piles
were drilled one day, left open overnight and grouted the next day. The piling
contractor reasoned that the surface of the calp limestone had deteriorated
overnight, a process which was likely to have been aided by groundwater
penetration. Wall & Farrell, 1990 (Reference 59) note that weak layers within the
calp limestone can give rise to problems with end bearing piles as occurred for
example at the Civic Offices site on the opposite side of the River Liffey from the
Jervis Street site.
A detailed description of the problems encountered at the Jervis Street site is given
by the authors. This includes ground conditions, details of the development, ground
anchor design, basement construction, ground anchor construction by both open
hole and Odex drilling techniques, difficulties encountered and a discussion of the
relationship between the problems encountered and the bedrock geology. The
authors note that the sites where known problems with construction in bedrock have
occurred are all located along the River Liffey and are within the pre-glacial buried
channel where structural weakness in the bedrock is suspected to exist. The
authors conclude that:
72% of the anchorages encountered some difficulty, despite pressure

grouting which was carried out in two areas to improve drilling conditions;
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the pattern of zones within the site, where the difficulties were
encountered, correlate well with the general bedrock conditions in Dublin;
and
the following factors contributed significantly to the problems: the presence
of some poor quality limestone; the presence of other unusual ground
conditions in the form of voids, rounded gravel and local groundwater
flows; and it is also possible that stress relief due to basement excavation,
made the horizontally interbedded layers of bedrock more susceptible to
erosion.
The authors suggested that for future contracts:
more collaboration is required between designers and contractors to

resolve design and construction issues jointly;
for Jervis Street, the ideal boring technique would have been rotary drilling
with water flush;
The work was constrained by low headroom and rotary percussive Odex
drilling with water flush would have produced better results in the open;
Ideally the anchorages should have been installed prior to the basement
works, but his was not practical;
Efforts should be made to understand the mass characteristics of the rock.
In particular a more detailed examination of the weaker layers is essential.
Use could be made of recently developed down-hole and core logging
techniques and of geophysical methods; and
Pre-treatment of ground prior to drilling would significantly improve the
drilling regime.
5.5.3 Foundations in Dublin

Wall and Farrell, 1990 (Reference 59) set out the different foundation types used for
various buildings on the different soil types encountered throughout the city.
Problem areas are identified and methods for dealing with difficult conditions,
without recourse to piling, are described. Deep basement and other special
construction techniques are discussed as well as ground investigation issues.
Historically, foundations in the brown glacial till have generally been designed with
an allowable bearing capacity of 100kPa to 200kPa, while allowable bearing
pressures in the black glacial till have varied from 250kPa to 500kPa. Lower
pressures were sometimes used because of an assumed possibility that the material
would soften during construction or because of the presence of lenses of gravel.
The authors reported that there had been no recorded cases of structural distress to
buildings founded on the black glacial till. For glacial gravels, allowable bearing
pressures of 200kPa or greater may be used. Typical allowable bearing pressures
for alluvial gravels and sands of 50kPa to 150kPa can be adopted, assuming they
are not underlain by soft soils.
There are no UK comparable shrinkable clays in Dublin and settlement damage
from this cause has not been reported. A minimum foundation depth of 0.6m is
desirable for sensitive clays but 450mm is adequate otherwise.
Common pile types and ground improvement methods are described along with
common problems with spread foundations. Emphasis is placed on the need to
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place blinding concrete as soon as possible after exposing formations to prevent

softening, particularly in the black glacial till which is sensitive to water and should
never be left overnight unprotected. Old foundations are constantly encountered in
excavations for new foundations. Archaeological requirements are also discussed.
The paper makes reference to a map showing the location of filled sites in the
Dublin area and notes the possibility of contamination being present at these sites.
5.5.4 The Bearing Capacity of Dublin Black Boulder Clay
Farrell et al, 1988 (Reference 60), present the findings and describe the results of a
laboratory and field test programme to ascertain the maximum allowable bearing
pressure to the black glacial till for a shopping centre development. An in situ plate
test and a dummy foundation test were taken to bearing pressures of 1200kPa and
1013kPa, respectively, without signs of impending failure. The authors concluded
that:
An electron microscope scan and x-ray diffraction analysis shows that the
black glacial till has little if any clay minerals;
Laboratory tests on reconstituted samples cannot be used to give reliable
estimates of the in situ strength parameters without a careful assessment of
the effect of a small change in water content on this strength;
The empirical correlation between SPT results and undrained strength gives
reasonable results;
The in situ plate test offers a practical method of assessing uniformity of the
soil and the shear strength and settlement characteristics;
The long term consolidation settlements can be estimated from the
relationship obtained from the assumption of elastic behaviour, i.e. the ratio
of immediate to total settlement (si/st) is 0.5;
The value of immediate settlement (si) can be estimated from the value of
the undrained modulus (Eu) obtained from the in situ plate test;
The settlement under conditions where the live load is significant in relation
to the dead load can give rise to greater settlements than indicated by the
relationship, si/st = 0.5; and
The findings of this paper relate to the properties of the black glacial till at a
site at Tallaght and its behaviour may be appreciably different at other
locations.
5.5.5 An Instrumented Driven Pile in Dublin Boulder Clay

Farrell et al, 1998 (Reference 61), describe the results of an instrumented tubular
steel pile, driven to a set in black glacial till at Croke Park, in Dublin. The test pile
was instrumented with vibrating wire gauges and pore pressure probes and was
tested in compression and tension. The authors concluded that:
The pre water pressure response around the pile (closed end 273mm tubular
steel) was broadly similar to that recorded by others on instrumented piles
driven into heavily overconsolidated glacial till. The till exhibited a strong
tendency for dilation when sheared;
Both the ultimate shaft and end bearing capacity increased significantly with
time;
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The distribution of shaft shear stress during compression and tension loading
was non-linear, the greatest resistance being at the toe of the pile. The test
confirmed the inadequacy of the method for predicting shaft resistance;
The ultimate shaft resistance in tension testing was only 80% of that
recorded in compression with about 75% of this capacity being from the
bottom metre of the pile shaft;
About 60% of the ultimate capacity of the test pile was achieved in end
bearing. Such a high percentage is more consistent with the ratio normally
expected from a pile in a free draining sand or gravel, despite the fact the
pile end bearing was essentially undrained; and
The ultimate undrained end bearing resistance of a pile in Dublin glacial till
benefits considerably from the process of pile driving.
5.5.6 Piling in Gravels

Collins and Mitchell, 1990 (Reference 62), describe the ground conditions where
piles in gravels, in Ireland, are appropriate and report the results of more than 60
pile load tests on bored, pre-cast concrete and steel H-piles. Back analysed shaft
and end bearing values are given. The authors include glacial tills in their definition
of gravels.
The authors note the importance of adequate ground investigation, including coring
of the bedrock to determine rockhead levels and the presence of weak layers within
the rock. The existence of fine sands often under sub-artesian pressure is also
noted. Values of shaft resistance in glacial tills and terrace gravels generally range
from 80kPa to 150kPa. The authors discuss the effect of construction on design
assumptions.
5.5.7 Driven Piles in Boulder Clay
Looby et al, 1995 (Reference 63), review the design practices for driven piles in
boulder clays and present the findings of an instrumented pile test programme
carried out at Croke Park in 1994. The authors concluded that:
Pile design relies heavily on the experience of the engineer and the results
of static load testing of piles. Dynamic testing is quick, relatively cheap
and as a consequence can provide increased confidence. The predictions
of dynamic testing from the test pile programme were found to correlate
well with static load tests on the same pile. However, it is noted that
dynamic tests should not be used as a replacement for static tests;
Pile driving induces large excess pore pressures which remain at high
levels for some time after installation;
Both the shaft and base capacities measured in load tests are critically
dependent on the excess pore pressures present.
Both increase
significantly with time as dissipation takes place;
Pile end bearing contributes to a major part of the pile resistance and at
Croke Park was at least four times higher than conventional design
predicted;
The average value of measured at Croke Park of 0.48 is very close to
the conventionally adopted value of 0.45. However, shaft frictions do not
reflect undrained strength / SPT N profiles and indicate values
significantly higher than 0.45 near to the pile base; and
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Ultimate tensile shaft capacities are only 70% of compression values.
5.5.8 Constructing on the Soils of Dublin

Farrell, 1997 (Reference 38), is a follow-on paper to Reference 17 addressing the
more recent geotechnical developments which are of interest to the structural
engineer.
The author notes that dewatering in the city centre has generally not caused
significant settlements, although there may have been some movements of
buildings in one location due to extensive groundwater lowering. This lack of ground
movement due to dewatering is probably due to the limited thickness (generally 3m
to 4m) of the soft alluvial and estuarine deposits as well as the short duration of the
drawdown.
It is generally difficult to separate the post glacial terraced gravel deposits below the
River Liffey from the gravels deposited during the glacial period. Silt layers of
various thickness occur within the recent fluvial gravels and the possible settlement
from these layers must be considered in foundation design. The gravels underlying
the glacial till to north of the River Liffey are locally interlayered with glacial till and
are probably glacial in origin, whereas those above the glacial till could be either
glacial or post glacial.
When the brown glacial till is firm / stiff it is normal to use an allowable bearing
pressure of 200kPa. For the stiff/hard black glacial till, the traditional allowable
bearing pressure value is 400kPa.
The limestones of Dublin are a succession of clayey and silty and sandy limestones,
generally strong to very strong but with weak layers. Weathering and erosion of the
bedrock has returned some of the mudstone layers to clay. The presence of the
weak layers made it easy to quarry in the past and is relevant to the bearing
capacity of end bearing piles. Dolomitisation has been observed in some of the
limestone.
Regional geotectonics has resulted in ground deformations being concentrated in
weak mudstone layers. This movement, which can be considerable, has sheared
the weak mudstone layers past their peak values and taken the angle of shearing
resistance to its residual value, which was measured as 13 on one site. This
implies that a slide could occur even in shallow dipping Calp limestone if the
direction of the major discontinuities is unfavourable. On the site of a major 11m
deep trench excavation in the limestone, the direction of the trench was along the
strike line and a slide occurred in the rock, which dipped at a relatively shallow 19.
5.6
Other Projects / Relevant Papers
5.6.1 The Geotechnical Properties of Dublin Glacial Till

The following references provide valuable information on the description, properties
and behaviour of the glacial till. The more recent papers are based on experience
gained during the construction of the Dublin Port Tunnel:
Long and Menkiti, 2007a (Reference 21)
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Long and Menkiti, 2007b (Reference 22)

Skipper et al, 2005 (Reference 23)
Lehane and Simpson, 2000 (Reference 43)
Hartford, 1985 (Reference 64)
Other references that provide valuable advice on engineering in glacial till are as
follows:
Trenter, 1999 (Reference 56)

Weltman and Healy, 1978 (Reference 57)
5.6.2 Embankment Construction

Davitt and Bonner, 1977 (Reference 65), report on the site investigation, laboratory
testing and site control associated with the construction of road embankments with
boulder clay at Stillorgan Road in Dublin.
The maximum embankment height was 7m. The results of moisture content,
particle size distribution, Atterberg limit, strength, specific gravity, compaction and
CBR laboratory tests for the brown and black glacial till are reported. Materials with
a natural moisture content of greater than 12% were deemed to be unsuitable.
Minimum dry densities of between 122 and 124 lbs/cuft (equivalent to 19.2kN/m3 to
19.5kN/m3) were required to support plant. Materials satisfying the above criteria
would achieve a CBR value of between 4% and 15%.
The first embankment was 3m high and was constructed from brown glacial till. The
specification required four passes of a 6 tonne roller and a maximum layer thickness
of 200mm. Moisture contents of the fill material ranged from 8% to 15%, with the
wetter material being present in the final layer, leading to slight rutting of the
formation under construction traffic. The average placement moisture content was
less than 12% and the required compaction was achieved at moisture contents
ranging from 10% to 14%. Air voids were less than 5% and the average CBR was
between 2% to 3% at a natural moisture content of 13%. In situ density tests were
carried out by sand replacement tests. The speedy moisture meter used on site
required constant calibration.
The second embankment was 7m high and initially the cut material was brown clay;
however, problems were encountered when a water bearing (strong springs were
reported) sand and gravel layer was found in the cut. About 40% of the moisture
content values exceeded 12%. Work was ceased (during April 1974) and the soil
was mixed with dry soil to assist the drying out process. The black glacial till used
as fill became drier with depth until a natural moisture content of 6% to 7% was
measured, at which point it became very difficult to compact. Water was sprayed
from a bowser in an attempt to increase the moisture content. However, due to
problems with obtaining a bowser, the embankment was completed with imported
gravel. On completion, the formation had an average natural moisture content of
9%, with maximum air voids of between 5% and 6% and CBR values of greater than
10.
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The authors concluded that:
For natural moisture content between 10% and 12% and a layer thickness of
200mm, four passes of a 161lb 200lb (73kg to 91kg) roller was sufficient to
ensure less than 5% air voids;
For natural moisture content of 8% to 10% and a layer thickness of 200mm,
four passes was sufficient to ensure less than 10% air voids;
Once the natural moisture content reduced to between 5% and 7%, it was
not possible to achieve less than 5% air voids even with twelve passes of the
roller;
The required density was achieved with natural moisture content greater
than 1% below optimum moisture content determined in a 2.5kg rammer
test. Wetting was advised at lower moisture contents;
A minimum CBR value of 3% was required for plant mobility;
Glacial till with CBR values less than 2% were troublesome, although
heaving was not an issue; and
A minimum crossfall gradient of 5% was required to drain the surface of the
formation. Re-grading of the formation was required due to wetting and plant
disturbance.
5.6.3 Broadmeadow River

Caffrey et al, 2003 (Reference 66), describe the design and construction of the
Broadmeadow Bridge, which carries the M1 motorway over the Broadmeadow
Estuary and is located approximately 700m east of the Metro North alignment.
The paper describes the bedrock geology of the bridge site as argillaceous
bioclastic limestone of Lower Carboniferous age, which consists of lower medium to
dark grey fossilferous muddy limestone interbedded with calcareous shales. It is
generally thickly bedded to massive with clay bands and numerous fossils. Many
fault lines are indicated in the area but they are poorly defined due to the lack of
outcrop in the locality. The ground investigation consisted of 13 boreholes with rock
cores together with geophysical surveys. On the south side of the bridge, the depth
of overburden was approximately 5m below estuary bed level, while on the north
side, the rock head drops to between 6m and 10m locally. Weathered limestone
rock was evident, with sound rock occurring below the nominal rock level
encountered.
The authors provide a detailed description of the ground profile and engineering
properties of the soil and rock and a discussion of the foundation options. The
chosen foundation option was large diameter (0.9m), bored cast-in-place piles,
socketed into rock. Additional ground investigation was carried out in advance of
construction to determine the rock head level at individual pile locations and to
provide further information for rock socket design. Following augering to bedrock,
each pile toe was visually inspected using down the hole CCTV to identify the nature
of the rock, the degree of weathering and the rock jointing, prior to the confirmation
of the rock socket lengths. This process identified some very heavy weathering and
fractured limestone at greater depth than anticipated in one location. This required
the pile shafts to be lengthened, the design to rely on skin friction only and the
provision of additional piles.
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6 References
1.
IGSL Ltd. March 2007. Dublin Metro North Factual Ground Investigation
Report. RPA Contract M7081.
2.
Parsons Brinckerhoff. April 2007. Dublin Metro North Alignments Study.

Geotechnical Interpretative Report (Sections 1 to 6). Working Paper No. 60.
3.
Jacobs. April 2008. Dublin Metro North. Reference Ground Conditions

Report for Information.
4.
ERM. In preparation. Dublin Metro North. Environmental Impact Statement.
5.
Jacobs. April 2008. Dublin Metro North. Technical Note 023 - Desk Study
Review.
6.
Railway Procurement Agency.

Dublin City Centre to Airport Metro.
Archaeological Assessment. Cultural Resource Development Services Ltd.
December 2003.
7.
Geological Survey of Ireland, 1995: Geology of Kildare-Wicklow. Sheet 16,

1:100,000 scale.
8.
Geological Survey of Ireland, 1994:

Geological Description.
9.
Geological Survey of Ireland, 1999: Geology of Meath. Sheet 13, 1:100,000

scale.
10.
Geological Survey of Ireland, 2001:

Description.
11.
Geological Survey of Ireland, 2005: Quaternary Geology Map for County

Dublin, 1:50,000 scale.
12.
Geological Survey of Ireland. Existing Ground Investigation Database.
13.
Wimtec Environmental Ltd. June 2000. Dublin Light Railway Tunnel Link
between St. Stephens Green and Broadstone: Factual Report on Ground
Investigation, Vol. 1 Exploratory Hole and In situ Test Records and Vol. 2
Laboratory Test Results.
14.
Haswell Consulting Engineers, 2002. Geotechnical Desk Study City Centre

and Airport. Dublin Metro Alignments Study. Swords to City Centre (via
Airport) and City Centre to Ranelagh and Tallaght. Working Paper.
15.
Atkins McCarthy, January 2000. Dublin Light Rail. Sandyford to Ballymun

Line. Underground section between St. Stephens Green and Broadstone.
Stage IV Report. Volumes 1, 3 & 4 of 4 (Volume 2 missing).
Geology of Kildare-Wicklow:
Geology of Meath:
A Geological
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16.
Creighton, J.R., Daly, D. and Reilly, T.A. 1979. The geology and
hydrogeology of County Dublin with particular reference to the location of
waste disposal sites. Geological Survey of Ireland.
17.
Farrell, E.R. and Wall, D. 1990. Soils of Dublin.

Engineers of Ireland, vol. 115, pp 78-97.
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Farrell, E.R., Coxon, P., Doff, D.H. and PriedHomme, L. 1995. The genesis
of the brown boulder clay of Dublin. Quarterly Journal of Engineering
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19.
Farrington, A. 1929. The pre-glacial topography of the Liffey basin.

Proceedings of the Royal Irish Academy. Sec B, No. 9n, pp 148-170.
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Holland, C. (Ed.). 2001. The Geology of Ireland. Dunedin Academic Press

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Long, M. and Menkiti, C.O. 2007. Geotechnical Properties of Dublin Boulder

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Long, M. and Menkiti, C.O. 2006. Characterisation and engineering

properties of Dublin boulder clay. The Second International Workshop on
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Skipper, J., Follett, B., Menkiti, C.O., Long, M. and Clark-Hughes, J. 2005.
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Nolan, S.C. 1989. The style and timing of Dinantian syn-sedimentary

tectonics in the eastern part of the Dublin Basin, Ireland. The Role of
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Wall, D. and Farrell, E.R. 1990. Foundations in Dublin. Trans. Institution of

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Sweeney, C.L. 1991. The Rivers of Dublin. Dublin Corporation.
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Long, M. and Murphy, B. 2003. Difficulties with ground anchorages in hard

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B.J. Murphy & Associates. November 2000. Report (Interim). Deskstudy,

Walkover and Geophysical Survey of Hugo Byrnes Land at Ballymun, Co.
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Higgins, J. and Mason, S.

1989.
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Protection Agency and Geological Survey of Ireland, 1999. Groundwater
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Menkiti, C. O., Long, M., Kovacevic, N., Edmonds, H.E., Milligan, G.W. and
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Long, M., Menkiti, C.O., Kovacevic N, Milligan G.W.E., Coulet D & Potts D.M.
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Dublin glacial till. Underground Construction, Hemming Group, (2003), pp
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Trans. Institution of Civil Engineers Ireland, vol. LV, pp 184-230.
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Dougan, I., Long, M. and Byrne, J. 1996. The geotechnical aspects of the
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Long, M. and Murphy, B. 2003. Difficulties with ground anchorages in hard

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British Tunnelling Society / Institution of Civil Engineers. Closed-Face

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Tunnels and Tunnelling International. December 2006. Pioneering the

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Farrell, E.R. 1997. Constructing on the Soils of Dublin. Trans. Institution of

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Irish Geotechnical Services Ltd. September 2002. Mater & Childrens

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Irish Geotechnical Services Ltd. October 2002. Site Investigation Works for
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IGSL Ltd. March 2007. (Draft) Report on a Ground Investigation at Dublin

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B.J. Murphy & Associates. November 2000. Report (Interim). Deskstudy,

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Lehane, B.M. and Simpson, B. 2000. Modelling glacial till under triaxial
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Long, M., Menkiti, C.O. & Follett, B. September 2004. Some experience in
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Grant, J., McCarthy, D. and Sharkey, J. 1996. Construction of a water main

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Long, M. 2001. Database for retaining wall and ground movement due to
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6-5
7 Appendices
Appendix A - Summary of GSI Ground Investigation Reports

GSI Ref.
Title/Location of Report
Year
Railway
Order Area
46
Proposed Foot Bridges at Swords By-Pass
1984
Area 1
354
Swords Business Park
1996
Area 1
371
Proposed Housing Development at Seatown Road, Swords
1990
Area 1
1049
Balheary, Lissenhall & Sunday Well Bridges
1971
Area 1
1051
Technicon (Ireland Ltd.) Swords
1970
Area 1
2219
Proposed Fingal County Hall at Swords
1996
Area 1
2917
Proposed Telemarketing Facility at Swords
1996
Area 1
2971
Trial Pit Investigation at Unit 3, Sword Business Park
1996
Area 1
3050
Swords Business Park
1995
Area 1
3071
Proposed Warehouse Development at Swords Business Park
1995
Area 1
3158
ATI Technologies Development at Swords Business Park
1996
Area 1
3188
Rock Excavability Assessment at Swords Development Site
1997
Area 1
3649
Proposed Residential Development at Jugback Lane, Swords
1998
Area 1
3751
Proposed Organnon Industrial Facility at Swords
1988
Area 1
3823
Proposed Shopping Centre at Swords
1999
Area 1
3973
Proposed Development, Swords Industrial Estate
1999
Area 1
86
Colaiste Choilm, Swords
1994
Area 2
2276
Extension to Amdahl Factory at Swords
1984
Area 2
2279
Proposed Extension to Amdahl Factory at Swords
1989
Area 2
3417
Proposed New Industrial Facility at Swords Business Park
1997
Area 2
3610
Maintenance Depot at Fishery Lane, Swords
1997
Area 2
3973
Proposed Industrial Development at Swords Industrial Estate
1999
Area 2
4214
Proposed Residential/Commercial Development at Dublin Road, Swords
2000
Area 2
4262
Proposed Airside Business Park - Phase 3 at Swords
2000
Area 2
4466
Proposed Extension to Celestica Plant at Swords
1999
Area 2
44
Proposed Control Building at Dublin Airport
1987
Area 3
1038
Cargo Terminal at Dublin Airport
Area 3
1054
Dublin Airport Hangar
1989
Area 3
1056
Dublin Airport
1991
Area 3
1065
Proposed Baggage Hall Extension at Dublin Airport
1989
Area 3
2570
Proposed Warehousing at Dublin Airport
1992
Area 3
3114
Proposed Pier C & Terminal West Extension at Dublin Airport
1995
Area 3
3512
Environmental Investigation at Team Aer Lingus Hangars, Dublin Airport
1998
Area 3
55
Proposed Incinerator Site at Ballymun
1985
Area 4
3733
Proposed Industrial Development at Santry Avenue, Santry
1998
Area 4
4265
Proposed Ballymun Business & Technology Park
2000
Area 4
4273
Ballynum Regeneration Project Phase 2 Development Works
2001
Area 5
226
Temple Street Hospital, Dublin
1985
Area 6
644
Mater Dental Hospital
Area 6
2543
Drumcondra Railway Station, Dublin
1996
Area 6
2903
Mountjoy Prison Development, Dublin
1996
Area 6
3875
Proposed Multi-Storey Car Park at Dublin City University
1999
Area 6
3925
Mater Hospital, Dublin
1999
Area 6
7-1
GSI Ref.
Title/Location of Report
Year
Railway
Order Area
127
85/86 Grafton Street, Dublin
1988
Area 7
222
Westmoreland Street, Dublin
1980
Area 7
224
Woolworths, Henry Street
1984
Area 7
406
Ulster Bank, College Green
1972
Area 7
527
Fullers Development, Parnell Square East
1971
Area 7
637
Capitol Theatre, Princes Street North
1969
Area 7
649
Moore Street Development, Dublin
1973
Area 7
687
Proposed Bank at St. Stephens Green West, Dublin
1979
Area 7
735
Irish Times Office, Westmoreland Street, Dublin
1984
Area 7
737
King Street Development, Dublin
1980
Area 7
744
Hibernian Hotel Redevelopment, Dawson Street, Dublin
1983
Area 7
776
2/3 Parnell Square, Dublin
1981
Area 7
800
Temple Street, Dublin
1992
Area 7
808
Proposed Office Block at Westmoreland Street, Dublin
1977
Area 7
809
Bewley's Caf at Westmoreland Street, Dublin
1992
Area 7
820
McBirney Store at Aston's Quay, Dublin
1986
Area 7
821
Proposed V.E.C. at Cathal Brugha Street, Dublin
1992
Area 7
826
Proposed Hotel at Clarendon Street, Dublin
1979
Area 7
834
Dorset Street / Blessington Street
1991
Area 7
851
Moore Street, Dublin
1987
Area 7
854
North Great George's Street, Dublin
1989
Area 7
855
O'Connell Street, Dublin
1978
Area 7
862
13-15 Parnell Square East
1979
Area 7
875
Proposed Multi-Storage Block at Gresham Hotel, Dublin
1990
Area 7
993
Zoe Developments, Parnell Street
1995
Area 7
998
Temple Street Hospital Development at Temple Street, Dublin
1994
Area 7
1001
St. Stephens Green
1979
Area 7
1489
Proposed Multi-Storey Car Park at Dawson Street, Dublin
1996
Area 7
2507
St. Stephens Green Shopping Centre, Dublin
1995
Area 7
2519
Multi-Storey Structure at Findlater Place, Dublin
1995
Area 7
2528
Proposed Offices at 55/56 Middle Abbey Street, Dublin
1983
Area 7
2712
Bachelors Walk, Dublin
1993
Area 7
2949
Commercial Development at Lotts Lane, Dublin
1996
Area 7
2955
Commercial Development at Findlater Place, Dublin
1995
Area 7
3434
Clarendon Street, Dublin
1998
Area 7
3869
Department of Education at Marlborough Street, Dublin
1999
Area 7
7-2
Appendix B - Summary of GSI Cable Percussion Boreholes

Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway Order Area
46-BH1
318585
246338
24.20
5.00
Area 1
46-BH2
318604
246323
24.20
5.00
Area 1
46-BH3
318624
246311
24.20
4.50
Area 1
46-BH4
318650
246279
24.20
4.00
Area 1
46-BH5
318657
246272
24.20
5.00
Area 1
46-BH6
318672
246258
24.20
4.50
Area 1
46-BH7
318692
247086
11.20
4.50
Area 1
46-BH8
318702
247103
11.20
4.00
Area 1
46-BH9
318708
247122
11.20
5.00
Area 1
46-BH10
318725
247120
11.20
4.50
Area 1
46-BH11
318758
247127
11.20
5.20
Area 1
46-BH12
318773
247131
11.20
5.50
Area 1
46-BH13
318788
247128
11.20
5.00
Area 1
46-BH14
318786
247116
11.20
5.50
Area 1
371-BH1
318959
247417
9.70
4.50
Area 1
371-BH2
318980
247484
9.70
4.50
Area 1
371-BH3
319028
247472
9.70
4.50
Area 1
371-BH4
319043
247531
9.70
5.50
Area 1
1049-BH2
318810
248143
6.43
7.30
Area 1
1049-BH3
318769
248161
4.80
6.55
Area 1
1049-BH4
318811
248154
6.43
7.60
Area 1
1049-BH5
318830
248195
4.43
3.80
Area 1
1049-BH6
318830
248195
5.20
3.96
Area 1
1049-BH7
318840
248217
5.50
8.80
Area 1
1049-BH8
318851
248211
6.43
9.10
Area 1
1049-BH9
319064
248754
5.21
11.89
Area 1
1049-BH10
319097
248749
5.21
3.12
Area 1
1049-BH11
319130
248743
5.21
3.35
Area 1
1051-BH4
318854
246618
15.58
4.27
Area 1
1051-BH5
318870
246613
15.58
4.27
Area 1
1051-BH7
318847
246590
15.58
2.74
Area 1
2219-BH1
318359
246925
15.92
2.70
Area 1
2219-BH2
318359
246925
17.96
3.80
Area 1
2219-BH3
318359
246925
18.23
3.60
Area 1
2917-BH1
319204
247473
12.50
6.00
Area 1
2917-BH2
319254
247227
12.50
5.50
Area 1
2917-BH3
319254
247227
12.50
5.00
Area 1
2917-BH4
318969
246927
12.50
5.20
Area 1
2917-BH5
318898
246924
12.50
5.50
Area 1
2917-BH6
319254
247227
12.50
5.50
Area 1
3823-BH1
318515
246305
24.30
4.50
Area 1
3823-BH2
318515
246305
24.30
5.70
Area 1
3823-BH3
318515
246305
24.30
4.10
Area 1
3823-BH4
318515
246305
24.30
3.50
Area 1
3823-BH5
318515
246305
24.30
5.10
Area 1
3823-BH6
318515
246305
24.30
5.20
Area 1
3823-BH7
318515
246305
24.30
4.70
Area 1
7-1
Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway Order Area
3823-BH8
318515
246305
24.30
3.70
Area 1
3823-BH9
318515
246305
24.30
4.50
Area 1
3823-BH10
318515
246305
24.30
4.50
Area 1
3823-BH11
318515
246305
24.30
4.50
Area 1
3823-BH12
318515
246305
24.30
4.60
Area 1
3823-BH13
318515
246305
24.30
5.30
Area 1
3823-BH14
318515
246305
24.30
4.70
Area 1
3973-BH6
318461
245976
25.36
5.10
Area 1
86-BH1
317960
246123
29.00
6.00
Area 2
86-BH2
317918
246025
30.00
6.00
Area 2
86-BH3
317870
246081
29.50
4.50
Area 2
2276-BH1
318345
245794
27.50
7.50
Area 2
2276-BH2
318345
245794
27.50
8.90
Area 2
2279-BH1
318345
245794
27.50
5.20
Area 2
2279-BH2
318345
245794
27.50
7.20
Area 2
2279-BH3
318345
245794
27.50
5.10
Area 2
2279-BH4
318345
245794
27.50
9.80
Area 2
2279-BH5
318345
245794
27.50
8.20
Area 2
2279-BH6
318345
245794
27.50
7.50
Area 2
3417-BH1
318430
245807
4.50
Area 2
3417-BH2
318397
245840
6.70
Area 2
3417-BH3
318339
245839
6.00
Area 2
3417-BH4
318343
245846
5.30
Area 2
3610-BH1
318362
245947
26.30
6.00
Area 2
3610-BH2
318408
245780
6.10
Area 2
3610-BH3
317929
246050
29.60
7.10
Area 2
3973-BH1
318333
245925
26.73
7.50
Area 2
3973-BH2
318359
245944
26.60
4.90
Area 2
3973-BH4
318405
245787
24.49
5.50
Area 2
3973-BH5
318410
245970
26.32
6.60
Area 2
3973-BH6
318461
245976
25.36
5.10
Area 2
3973-BH7
318456
245925
25.31
6.10
Area 2
3973-BH8
318429
245915
26.26
6.00
Area 2
4214-BH1
317914
246027
30.00
5.50
Area 2
4214-BH2
317930
246073
29.70
5.10
Area 2
4214-BH3
317947
246116
29.50
5.00
Area 2
4262-BH1
318424
245804
27.40
5.20
Area 2
4262-BH2
318387
245780
27.40
5.40
Area 2
4262-BH3
318398
245837
27.40
5.40
Area 2
4262-BH4
318353
245776
27.40
4.60
Area 2
4262-BH5
318332
245805
27.40
4.50
Area 2
4262-BH6
318335
245834
27.40
4.30
Area 2
4262-BH7
318301
245798
27.40
4.40
Area 2
4262-BH8
318268
245811
27.40
5.00
Area 2
4262-BH9
318226
245757
27.40
5.60
Area 2
4262-BH10
318272
245747
27.40
4.90
Area 2
4262-BH11
318377
245744
27.40
4.60
Area 2
4262-BH12
318431
245740
27.40
3.70
Area 2
44-BH1
316667
243543
7.00
Area 3
7-2
Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway Order Area
44-BH2
316667
243543
7.80
Area 3
1054-BH2
316959
243658
65.00
11.40
Area 3
1054-BH3
316959
243658
65.00
8.60
Area 3
1054-BH6
316959
243658
65.00
6.50
Area 3
1056-BH1
316959
243658
65.00
5.10
Area 3
1065-BH1
316816
243232
65.00
6.50
Area 3
1065-BH2
316817
243207
65.00
6.00
Area 3
1065-BH3
316797
243208
65.00
7.00
Area 3
2570-BH1
316976
243198
62.29
5.00
Area 3
2570-BH4
316976
243198
62.29
5.00
Area 3
2570-BH5
316976
243198
62.29
5.00
Area 3
3114-BH1
316954
243120
7.50
Area 3
3114-BH2
316954
243120
7.50
Area 3
3114-BH3
316954
243120
8.00
Area 3
3114-BH4
316954
243120
8.00
Area 3
3114-BH5
316954
243120
7.00
Area 3
55-BH1
315501
240729
59.00
8.00
Area 4
55-BH2
315409
240726
59.00
8.00
Area 4
3733-BH1
315332
241182
63.00
7.50
Area 4
3733-BH2
315332
241182
63.00
6.90
Area 4
3733-BH4
315332
241182
63.00
6.70
Area 4
3733-BH6
315332
241182
63.00
7.00
Area 4
3733-BH9
315332
241182
63.00
6.10
Area 4
4265-BH1
315288
240876
60
6.30
Area 4
4265-BH2
315263
240920
60
6.30
Area 4
4265-BH3
315263
240920
60
6.50
Area 4
4265-BH4
315272
241013
60
7.00
Area 4
4265-BH5
315200
241009
60
7.50
Area 4
4265-BH6
315017
240925
60
6.10
Area 4
4265-BH7
315272
241173
60
5.50
Area 4
4265-BH8
315331
241105
60
7.20
Area 4
4265-BH9
315272
241173
60
7.00
Area 4
4265-BH10
315115
241049
60
6.60
Area 4
4265-BH11
314979
241033
60
4.20
Area 4
4265-BH12
315272
241173
60
4.30
Area 4
4265-BH13
315272
241173
60
6.00
Area 4
4265-BH14
315107
241170
60
6.10
Area 4
4265-BH15
315272
241173
60
4.30
Area 4
4273-BH1
315721
240318
61.63
6.50
Area 5
4273-BH2
315791
240288
61.76
6.50
Area 5
4273-BH3
315879
240280
61.12
6.70
Area 5
4273-BH4
315874
240275
61.01
6.10
Area 5
226-BH1
315810
235505
16
5.00
Area 6
226-BH2
315781
235498
16
7.30
Area 6
226-BH3
315746
235489
16
7.60
Area 6
226-BH4
315852
235488
16
6.50
Area 6
226-BH5
315857
235459
16.8
8.30
Area 6
226-BH6
315833
235445
16.8
7.20
Area 6
226-BH7
315810
235505
16
7.50
Area 6
7-3
Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway Order Area
226-BH8
315825
235493
16
7.30
Area 6
226-BH9
315791
235432
16.8
8.40
Area 6
644-BH1
315425
235778
14.8
7.01
Area 6
644-BH2
315418
235793
14.8
6.10
Area 6
644-BH3
315415
235804
14.8
6.30
Area 6
644-BH4
315409
235821
14.8
5.18
Area 6
644-BH5
315436
235783
14.8
7.01
Area 6
644-BH6
315428
235797
14.8
6.40
Area 6
644-BH7
315424
235807
14.8
6.40
Area 6
644-BH8
315418
235824
14.8
6.40
Area 6
644-BH9
315446
235789
14.8
7.30
Area 6
2543-BH1
315984
236164
10.80
4.60
Area 6
2543-BH2
315963
236143
10.80
5.70
Area 6
2543-BH3
315963
236143
10.80
14.00
Area 6
2903-BH1
315361
236058
7.00
Area 6
2903-BH2
315361
236058
7.00
Area 6
2903-BH3
315361
236058
7.00
Area 6
2903-BH4
315361
236058
7.00
Area 6
2903-BH5
315361
236058
7.00
Area 6
2903-BH6
315361
236058
7.00
Area 6
2903-BH7
315361
236058
7.00
Area 6
2903-BH8
315361
236058
7.20
Area 6
2903-BH10
315361
236058
7.00
Area 6
2903-BH11
315361
236058
6.00
Area 6
2903-BH12
315361
236058
7.00
Area 6
2903-BH15
315361
236058
7.00
Area 6
3875-BH1
315514
238475
48.00
5.20
Area 6
3875-BH2
315523
238469
47.50
5.10
Area 6
3925-BH1
315363
235748
8.10
Area 6
3925-BH2
315363
235748
7.60
Area 6
3925-BH3
315363
235748
7.10
Area 6
3925-BH4
315363
235748
8.50
Area 6
3925-BH5
315363
235748
7.10
Area 6
3925-BH6
315363
235748
7.70
Area 6
3925-BH8
315363
235748
5.60
Area 6
3925-BH9
315363
235748
5.80
Area 6
3925-BH10
315363
235748
8.10
Area 6
4258-BH1
316936
236302
5.50
Area 6
127-BH1
315909
233824
8.50
4.00
Area 7
127-BH2
315925
233814
9.50
4.00
Area 7
222-BH1
316014
234258
4.40
5.30
Area 7
224-BH1
315768
234606
4.90
7.50
Area 7
224-BH2
315796
234595
4.90
5.30
Area 7
406-BH1
315888
234029
5.50
6.10
Area 7
527-BH1
315732
235212
13.00
13.72
Area 7
527-BH2
315728
235194
11.75
15.54
Area 7
637-BH1
315856
234509
3.25
3.45
Area 7
637-BH2
315874
234514
3.46
3.66
Area 7
649-BH9
315749
234704
4.30
21.00
Area 7
7-4
Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway Order Area
687-BH1
315791
233423
12.00
8.50
Area 7
687-BH2
315798
233436
12.20
8.20
Area 7
687-BH3
315816
233430
12.25
11.60
Area 7
687-BH4
315812
233417
12.50
11.00
Area 7
735-BH1
316040
234254
4.60
3.40
Area 7
735-BH2
316054
234255
4.40
6.50
Area 7
737-BH1
315772
233630
10.10
6.40
Area 7
737-BH2
315791
233642
10.10
6.15
Area 7
737-BH3
315808
233649
10.10
6.50
Area 7
737-BH4
315822
233642
10.10
5.00
Area 7
737-BH5
315822
233642
10.10
6.55
Area 7
737-BH6
315789
233671
10.10
6.50
Area 7
744-BH1
316031
233737
11.57
6.10
Area 7
744-BH2
316031
233737
11.50
3.10
Area 7
744-BH4
316031
233737
11.31
7.70
Area 7
744-BH5
316031
233737
11.09
7.60
Area 7
776-BH1
315788
235092
12.00
7.00
Area 7
776-BH2
315781
235074
12.00
6.00
Area 7
800-BH1
315840
235417
16.50
5.50
Area 7
800-BH2
315864
235409
16.50
7.00
Area 7
800-BH3
315840
235417
16.50
6.00
Area 7
808-BH1
316016
234249
4.60
10.30
Area 7
808-BH2
315864
235409
4.60
11.00
Area 7
809-BH1
315953
234271
4.60
7.50
Area 7
809-BH2
315945
234255
4.60
7.30
Area 7
820-BH1
315860
234285
3.60
3.50
Area 7
820-BH2
315854
234273
3.60
5.60
Area 7
821-BH1A
315946
234924
5.10
15.00
Area 7
826-BH1
315846
233735
9.00
6.00
Area 7
826-BH2
315836
233717
9.00
4.80
Area 7
826-BH3
315824
233723
9.00
5.50
Area 7
826-BH4
315850
233771
9.00
11.05
Area 7
826-BH5
315865
233765
9.00
10.90
Area 7
826-BH6
315866
233738
9.00
6.75
Area 7
826-BH7
315885
233768
9.00
10.00
Area 7
834-BH1
315457
235307
16.90
6.00
Area 7
834-BH2
315479
235307
16.90
8.50
Area 7
834-BH3
315488
235291
16.90
8.00
Area 7
834-BH4
315508
235288
16.90
8.00
Area 7
851-BH3
315727
234789
5.00
13.50
Area 7
851-BH4
315738
234805
5.00
12.00
Area 7
851-BH5
315744
234799
5.00
12.00
Area 7
851-BH6
315754
234812
5.00
13.00
Area 7
854-BH1
315945
235120
6.20
6.00
Area 7
854-BH2
315929
235157
6.20
5.00
Area 7
854-BH3
315881
235126
6.20
7.00
Area 7
854-BH4
315892
235106
6.20
Area 7
855-BH1
315935
234478
4.70
6.00
Area 7
855-BH2
315921
234484
4.70
7.20
Area 7
7-5
Borehole
Reference
Easting (m)
Northing (m)
Ground Level
(mOD)
Depth (m bgl)
Railway Order Area
862-BH1
315739
235201
11.30
22.00
Area 7
862-BH2
315739
235201
11.30
10.00
Area 7
862-BH3
315724
235175
11.30
10.00
Area 7
875-BH1
315976
234883
5.00
12.50
Area 7
875-BH2
315942
234874
5.00
15.70
Area 7
993-BH1
316078
235313
15.90
6.80
Area 7
993-BH2
316109
235123
15.90
6.50
Area 7
998-BH1
315806
235429
15.50
10.00
Area 7
998-BH2
315829
235449
15.50
9.50
Area 7
1001-BH1
316055
233552
15.00
4.27
Area 7
1001-BH2
316067
233547
15.00
6.70
Area 7
1489-BH1
316005
233616
12.4
7.50
Area 7
1489-BH2
316005
233616
12.4
6.60
Area 7
1489-BH3
316005
233616
12.4
8.50
Area 7
1489-BH4
316005
233616
12.4
8.20
Area 7
2507-BH1
315861
233528
11.75
4.95
Area 7
2507-BH1A
315861
233528
11.88
14.00
Area 7
2507-BH2
315852
233503
11.81
8.90
Area 7
2507-BH2A
315852
233503
11.85
14.00
Area 7
2507-BH3
315833
233521
11.54
7.00
Area 7
Area 7
2507-BH3A
315833
233524
11.75
17.08
2507-BH4
315781
233546
7.75
5.30
Area 7
2507-BH4A
315779
233541
11.00
12.10
Area 7
2519-BH2
315923
235000
5.30
11.50
Area 7
2528-BH1
315786
234444
4.00
7.30
Area 7
2712-BH1
315835
234381
3.00
10.70
Area 7
2712-BH2
315821
234420
3.00
12.00
Area 7
2712-BH3
315774
234398
3.10
12.70
Area 7
2712-BH4
315787
234375
3.10
11.80
Area 7
2712-BH5
315716
234375
3.10
8.50
Area 7
2712-BH6
315729
234334
3.10
6.50
Area 7
2712-BH7
315748
234387
3.10
11.80
Area 7
2712-BH8
315756
234345
3.10
9.50
Area 7
2949-BH1
315807
234426
11.00
Area 7
2949-BH2
315807
234426
10.70
Area 7
2955-BH1
315923
235000
5.30
11.00
Area 7
3434-BH1
315820
233780
8.50
8.50
Area 7
3434-BH2
315823
233792
8.50
8.30
Area 7
3869-BH1
316119
234804
6.20
Area 7
3869-BH2
316111
234836
7.20
Area 7
3869-BH3
316122
234851
7.50
Area 7
3869-BH4
316075
234809
9.00
Area 7
3869-BH5
316106
234822
8.50
Area 7
3869-BH7
316106
234822
7.30
Area 7
3869-BH8
316106
234822
7.40
Area 7
3869-BH9
316106
234822
7.80
Area 7
7-6
Notes:
1. Co-ordinates and ground levels in bold font have been established by surveying and were provided with the exploratory hole logs or
by GSI.
3. Co-ordinates and ground levels in italics have been estimated by Jacobs based on ground investigation location plans and adjacent
topographical survey information.
7-7
Appendix C - Summary of Previous Ground Investigation Trial Pit Records

Trial Pit Reference
Easting (m)
Northing (m)
Ground Level (mOD)
Depth (m bgl)
Railway Order Area
354-TP1
318996
247273
10.00
3.50
Area 1
354-TP2
319033
247283
10.00
3.50
Area 1
354-TP3
319078
247287
10.00
3.20
Area 1
354-TP4
318990
247314
10.00
3.50
Area 1
354-TP5
319031
247323
10.00
3.50
Area 1
354-TP6
319077
247331
10.00
3.10
Area 1
354-TP7
318983
247356
10.00
3.25
Area 1
354-TP8
319025
247353
10.00
3.50
Area 1
354-TP9
319074
247358
10.00
3.30
Area 1
2.50
Area 1
2219-TP1
318359
246925
16.44
2219-TP5
318359
246925
18.66
1.70
Area 1
2219-TP6
318359
246925
18.27
2.00
Area 1
2917-TP1
318998
247071
12.50
2.00
Area 1
2917-TP2
318920
247058
12.50
2.00
Area 1
2917-TP3
318851
247048
12.50
3.00
Area 1
2917-TP4
318808
247041
12.50
3.10
Area 1
2917-TP5
319002
247031
12.50
3.00
Area 1
2917-TP6
318924
247022
12.50
2.50
Area 1
2917-TP7
318854
247012
12.50
3.50
Area 1
2917-TP8
319254
247227
12.50
3.40
Area 1
2917-TP9
318802
247001
12.50
2.80
Area 1
2917-TP10
318930
246968
12.50
Area 1
2917-TP11
318859
246958
12.50
2.50
Area 1
2917-TP12
318808
246951
12.50
Area 1
2917-TP13
319007
246929
12.50
2.80
Area 1
2917-TP14
318935
246925
12.50
3.00
Area 1
2917-TP15
318873
246918
12.50
2.50
Area 1
2971-TP4
319254
247227
3.50
Area 1
3050-TP2
319254
247227
2.80
Area 1
3050-TP3
319254
247227
2.00
Area 1
3050-TP4
319254
247227
1.50
Area 1
3050-TP5
319254
247227
2.00
Area 1
3071-TP1
319254
247227
2.20
Area 1
3071-TP2
319254
247227
2.10
Area 1
3071-TP4
319254
247227
1.80
Area 1
3071-TP7
319254
247227
2.70
Area 1
3158-TPA
318965
247009
3.00
Area 1
3158-TPB
318965
247009
3.20
Area 1
3158-TPC
318965
247009
3.10
Area 1
3158-TPD
318965
247009
3.10
Area 1
3649-TP1
317904
247536
2.90
Area 1
3649-TP2
317904
247536
2.50
Area 1
3649-TP5
317904
247536
2.40
Area 1
3649-TP11
317904
247536
2.20
Area 1
3649-TP13
317904
247536
1.90
Area 1
3649-TP21
317904
247536
2.20
Area 1
3649-TP27
317904
247536
2.00
Area 1
3649-TP29
317904
247536
2.00
Area 1
7-1
Trial Pit Reference
Easting (m)
Northing (m)
Ground Level (mOD)
Depth (m bgl)
Railway Order Area
3649-TP32
317904
247536
2.10
Area 1
3649-TP34
317904
247536
2.00
Area 1
3649-TP40
317904
247536
2.00
Area 1
3649-TP43
317904
247536
2.00
Area 1
3751-TP1
319189
245859
4.20
Area 1
3751-TP2
319189
245859
4.50
Area 1
3751-TP3
319189
245859
4.00
Area 1
3751-TP4
319189
245859
4.50
Area 1
3751-TP5
319189
245859
3.50
Area 1
3751-TP6
319189
245859
4.40
Area 1
3751-TP7
319189
245859
2.80
Area 1
3751-TP8
319189
245859
4.00
Area 1
3751-TP9
319189
245859
4.00
Area 1
3751-TP10
319189
245859
4.00
Area 1
3823-TP1
318515
246305
24.3
2.80
Area 1
3823-TP2
318515
246305
24.3
3.00
Area 1
3823-TP3
318515
246305
24.3
3.20
Area 1
3823-TP4
318515
246305
24.3
3.10
Area 1
3823-TP5
318515
246305
24.3
3.50
Area 1
3823-TP6
318515
246305
24.3
3.00
Area 1
3823-TP8
318515
246305
24.3
3.20
Area 1
3823-TP9
318515
246305
24.3
2.50
Area 1
3823-TP11
318515
246305
24.3
2.70
Area 1
3823-TP12
318515
246305
24.3
3.30
Area 1
3823-TP13
318515
246305
24.3
2.60
Area 1
3823-TP14
318515
246305
24.3
2.60
Area 1
3823-TP15
318515
246305
24.3
3.50
Area 1
3823-TP16
318515
246305
24.3
3.40
Area 1
3823-TP17
318515
246305
24.3
2.90
Area 1
3823-TP18
318515
246305
24.3
2.60
Area 1
3823-TP19
318515
246305
24.3
2.80
Area 1
3823-TP20
318515
246305
24.3
2.80
Area 1
3823-TP21
318515
246305
24.3
2.70
Area 1
3823-TP22
318515
246305
24.3
3.00
Area 1
3823-TP23
318515
246305
24.3
3.70
Area 1
3823-TP24
318515
246305
24.3
3.00
Area 1
3823-TP25
318515
246305
24.3
2.80
Area 1
Area 1
3823-TP26
318515
246305
24.3
2.80
3823-TP27
318515
246305
24.3
2.80
Area 1
3823-TP28
318515
246305
24.3
2.80
Area 1
3823-TP29
318515
246305
24.3
2.50
Area 1
3823-TP30
318515
246305
24.3
3.20
Area 1
3823-TP31
318515
246305
24.3
3.30
Area 1
3823-TP32
318515
246305
24.3
2.80
Area 1
3823-TP33
318515
246305
24.3
2.70
Area 1
3823-TP34
318515
246305
24.3
3.80
Area 1
3823-TP35
318515
246305
24.3
3.60
Area 1
3823-TP37
318515
246305
24.3
3.10
Area 1
3823-TP38
318515
246305
24.3
3.60
Area 1
3823-TP39
318515
246305
24.3
3.20
Area 1
7-2
Trial Pit Reference
Easting (m)
Northing (m)
Ground Level (mOD)
Depth (m bgl)
Railway Order Area
3823-TP41
318515
246305
24.3
3.50
Area 1
3823-TP42
318515
246305
24.3
3.50
Area 1
3973-TP1
318350
245889
25.16
2.40
Area 2
3973-TP2
318391
245909
25.21
2.90
Area 2
3973-TP3
318365
245922
25.55
3.00
Area 2
3973-TP4
318360
245925
24.91
2.80
Area 2
3973-TP5
318426
245961
25.81
2.90
Area 2
3973-TP6
318446
245892
25.73
3.70
Area 2
4262-TP1
318408
245780
27.4
3.00
Area 2
4262-TP2
318422
245852
27.4
2.40
Area 2
4262-TP3
318338
245790
27.4
2.90
Area 2
4262-TP5
318292
245829
27.4
3.00
Area 2
4262-TP6
318346
245751
27.4
3.00
Area 2
4466-TP1
318296
245850
27.2
2.00
Area 2
4466-TP2
318296
245850
27.2
3.00
Area 2
4466-TP4
318296
245850
27.2
2.80
Area 2
4466-TP5
318296
245850
27.2
2.70
Area 2
44-TP3
316667
243543
3.20
Area 3
44-TP4
316667
243543
3.00
Area 3
44-TP7
316667
243543
3.60
Area 3
44-TP10
316667
243543
3.00
Area 3
44-TP12
316667
243543
Area 3
44-TP13
316667
243543
Area 3
44-TP14
316667
243543
Area 3
44-TP15
316667
243543
Area 3
1038-TP1
316959
243658
65
2.40
Area 3
1038-TP2
316959
243658
65
2.40
Area 3
1038-TP3
316959
243658
65
2.60
Area 3
1038-TP4
316959
243658
65
2.60
Area 3
1038-TP5
316959
243658
65
2.30
Area 3
1054-TP3
316959
243658
65
2.00
Area 3
1054-TP4
316959
243658
65
2.40
Area 3
1054-TP5
316959
243658
65
2.40
Area 3
1054-TP6
316959
243658
65
2.80
Area 3
1054-TP7
316959
243658
65
3.00
Area 3
1054-TP8
316959
243658
65
2.00
Area 3
G-TP104
317128
243151
63.37
3.00
Area 3
G-TP105
317164
243135
62.78
1.60
Area 3
G-TP108
317293
243146
60.56
3.20
Area 3
G-TP109
317334
243161
59.41
3.20
Area 3
G-TP110
317340
243097
59.89
3.60
Area 3
G-TP111A
317354
243089
60.00
1.50
Area 3
G-TP112A
317384
243082
58.98
3.20
Area 3
G-TP113
317372
243112
59.09
3.40
Area 3
G-TP114
317384
243163
58.85
1.40
Area 3
G-TP115
317355
243176
59.36
3.20
Area 3
G-TP116
317404
243201
59.00
2.30
Area 3
G-TP117
317189
243089
63.90
2.00
Area 3
3733-TPA1
315332
241182
63.00
2.65
Area 4
3733-TPB2
315332
241182
63.00
2.60
Area 4
7-3
Trial Pit Reference
Easting (m)
Northing (m)
Ground Level (mOD)
Depth (m bgl)
Railway Order Area
3733-TPE2
315332
241182
63.00
2.70
Area 4
3733-TPG5
315332
241182
63.00
2.30
Area 4
3733-TPI3
315332
241182
63.00
2.30
Area 4
3733-TPL4
315332
241182
63.00
2.40
Area 4
4265-TP1
315272
241173
60.00
3.20
Area 4
4265-TP2
315272
241173
60.00
2.80
Area 4
4265-TP3
315272
241173
60.00
3.00
Area 4
4265-TP4
315272
241173
60.00
3.30
Area 4
4265-TP5
315272
241173
60.00
3.00
Area 4
4265-TP6
315272
241173
60.00
3.10
Area 4
M50-TP901
315398.53
241484.23
65.71
3.50
Area 4
M50-TP902
315391.21
241414.17
65.50
1.60
Area 4
Area 4
M50-TP903
315424.19
241354.30
65.42
0.85
M50-TP903A
315414.05
241360.28
64.88
1.25
Area 4
M50-TP904
315485.99
241332.27
64.66
2.50
Area 4
M50-TP905
315584.39
241318.61
61.35
1.40
Area 4
M50-TP908
315368.09
241025.81
59.85
4.50
Area 4
M50-TP909
315249.66
241173.89
62.83
3.50
Area 4
M50-TP910
315123.98
241278.89
64.38
2.50
Area 4
M50-TP912
315239.84
241310.39
66.31
2.70
Area 4
M50-TP913
315318.36
241348.46
68.91
1.60
Area 4
M50-TP916
315348.71
241097.97
57.80
4.40
Area 4
M50-TP917
315294.85
241165.10
57.92
3.60
Area 4
4273-TP1
315710
240309
61.63
2.80
Area 5
4273-TP2
315802
240296
61.45
2.60
Area 5
4273-TP5
316039
240237
60.82
2.10
Area 5
4273-TP9
315829
240245
61.44
2.00
Area 5
4273-TP11
315863
240263
61.23
2.50
Area 5
2543-TP1A
315961
236143
10.80
1.30
Area 6
2543-TP2
315961
236143
10.80
1.20
Area 6
2543-TP3
315961
236143
10.80
1.20
Area 6
2543-TP4
315961
236143
10.80
1.10
Area 6
2543-TP5
315961
236143
10.80
1.50
Area 6
2543-TP6
315961
236143
10.80
1.60
Area 6
3875-TP1
315515
238474
46.50
3.00
Area 6
3875-TP2
315515
238474
46.50
3.20
Area 6
3875-TP3
315515
238474
46.50
3.30
Area 6
Area 6
3875-TP4
315515
238474
46.50
3.20
3925-TP2
315363
235748
4.00
Area 6
3925-TP4
315363
235748
4.25
Area 6
3925-TP6
315363
235748
3.80
Area 6
2507-TP1
315839
233511
11.65
6.70
Area 7
Notes:
1. Co-ordinates and ground levels in bold font were established by surveying and were provided with the exploratory hole logs or by
GSI.
3. Co-ordinates and ground levels in italics have been estimated by Jacobs based on ground investigation location plans and adjacent
topographical survey information.
7-4
Appendix D - Summary of Previous Ground Investigation Groundwater Monitoring Records

Borehole
Ref.
Ground Instrument
Tip
Depth to Depth to
Top of Bottom of Monitoring
Level
type
Depth
top of
bottom of response response
Date
(mOD)
(m bgl) response response
zone
zone
zone
zone (m
(mOD)
(mOD)
(m bgl)
bgl)
Water
depth
(m bgl)
Water
level
(mOD)
Response zone
material(s)
WBH01
7.8
OW
1.00
10.50
6.80
-2.70
01/12/1999
3.70
4.10
GT,GR,RK
WBH01
7.8
OW
1.00
10.50
6.80
-2.70
14/01/2000
3.80
4.00
GT,GR,RK
WBH01
7.8
OW
1.00
10.50
6.80
-2.70
23/01/2000
4.70
3.10
GT,GR,RK
WBH03
3.95
OW
1.00
7.00
2.95
-3.05
01/12/1999
4.20
-0.25
MG,GT,RK
WBH03
3.95
OW
1.00
7.00
2.95
-3.05
18/01/2000
3.75
0.20
MG,GT,RK
WBH03
3.95
OW
1.00
7.00
2.95
-3.05
22/01/2000
3.90
0.05
MG,GT,RK
WBH04
4.55
OW
1.00
3.55
01/12/1999
3.60
0.95
MG,GR,GT,RK
WBH04
4.55
OW
1.00
3.55
13/01/2000
3.89
0.66
MG,GR,GT,RK
WBH04
4.55
OW
1.00
3.55
22/01/2000
3.80
0.75
MG,GR,GT,RK
WBH07
3.1
01/12/199
2.50
0.60
WBH07
3.1
14/01/2000
2.60
0.50
WBH07
3.1
23/01/2000
2.50
0.60
WBH08
4.4
5.2
4.00
5.90
0.40
-1.50
01/12/1999
4.10
0.30
GR
WBH08
4.4
5.2
4.00
5.90
0.40
-1.50
22/01/2000
4.15
0.25
GR
WBH08
4.4
14.7
14.00
16.00
-9.60
-11.60
01/12/1999
4.10
0.30
RK
WBH08
4.4
14.7
14.00
16.00
-9.60
-11.60
22/01/2000
4.18
0.22
RK
WBH09
3.45
8.2
7.00
8.50
-3.55
-5.05
14/01/2000
4.25
-0.80
GR
WBH09
3.45
8.2
7.00
8.50
-3.55
-5.05
23/01/2000
4.32
-0.87
GR
WBH10
4.75
13.2
12.50
14.50
-7.75
-9.75
14/01/2000
3.93
0.82
RK
WBH10
4.75
13.2
12.50
14.50
-7.75
-9.75
22/01/2000
4.00
0.75
RK
WBH11
5.15
OW
1.00
22.00
4.15
-16.85
01/12/1999
4.80
0.35
MG,GR,GT,RK
WBH11
5.15
OW
1.00
22.00
4.15
-16.85
14/01/2000
4.86
0.29
MG,GR,GT,RK
WBH11
5.15
OW
1.00
22.00
4.15
-16.85
22/01/2000
5.10
0.05
MG,GR,GT,RK
WBH12
5.9
OW
1.00
28.00
4.90
-22.10
01/12/1999
5.60
0.30
MG,GR,RK
WBH12
5.9
OW
1.00
28.00
4.90
-22.10
14/01/2000
3.56
2.34
MG,GR,RK
WBH12
5.9
OW
1.00
28.00
4.90
-22.10
22/01/2000
5.65
0.25
MG,GR,RK
WBH13
3.25
OW
1.00
22.00
2.25
-18.75
01/12/1999
3.00
0.25
MG,GT,GR,RK
WBH13
3.25
OW
1.00
22.00
2.25
-18.75
12/01/2000
3.15
0.10
MG,GT,GR,RK
WBH13
3.25
OW
1.00
22.00
2.25
-18.75
22/01/2000
3.25
0.00
MG,GT,GR,RK
WBH14
5.6
OW
1.00
16.00
4.60
-10.40
18/01/2000
5.30
0.30
MG,GT,GR,RK
WBH14
5.6
OW
1.00
16.00
4.60
-10.40
21/01/2000
5.40
0.20
MG,GT,GR,RK
WBH16
21.4
OW
1.00
19.50
20.40
1.90
13/01/1999
4.76
16.64
MG.GR,GT,RK
WBH16
21.4
OW
1.00
19.50
20.40
1.90
21/01/2000
4.95
16.45
MG.GR,GT,RK
WBH17
5.25
OW
1.00
4.25
01/12/1999
4.90
0.35
MG,GR,?
WBH17
5.25
OW
1.00
4.25
13/01/2000
4.80
0.45
MG,GR,?
WBH17
5.25
OW
1.00
4.25
21/01/2000
4.87
0.38
MG,GR,?
WBH18
4.6
OW
30.50
-25.90
01/12/1999
4.40
0.20
WBH18
4.6
OW
30.50
-25.90
12/01/2000
4.38
0.22
WBH18
4.6
OW
30.50
-25.90
23/01/2000
4.55
0.05
WBH19
7.5
OW
1.00
27.40
6.50
-19.90
14/01/2000
6.80
0.70
MG,GR,GT,RK
WBH19
7.5
OW
1.00
27.40
6.50
-19.90
21/01/2000
6.85
0.65
MG,GR,GT,RK
WBH21
10.4
OW
1.00
29.00
9.40
-18.60
14/01/2000
10.60
-0.20
GT,GT,RK
WBH21
10.4
OW
1.00
29.00
9.40
-18.60
21/01/2000
9.65
0.75
GT,GT,RK
WBH23
5.6
OW
1.00
4.60
13/01/2000
4.90
0.70
MG,GR,?
WBH23
5.6
OW
1.00
4.60
23/01/2000
5.00
0.60
MG,GR,?
7-1
Borehole
Ref.
WBH25
Ground Instrument
Tip
Depth to Depth to
Level
type
Depth
top of
Date
(mOD)
zone
zone
zone
zone (m
(mOD)
(mOD)
(m bgl)
bgl)
13.3
OW
1.00
26.50
12.30
-13.20
22/01/2000
Water
depth
(m bgl)
Water
level
(mOD)
Response zone
material(s)
12.60
0.70
GT,GR.RK
MG,GT,GR,RK
WBH27
13.85
OW
1.50
24.50
12.35
-10.65
23/01/2000
13.50
0.35
WBH28
17.85
OW
1.50
16.35
24/01/2000
17.35
0.50
GT,GR
WBH31
21.05
OW
1.00
32.50
20.05
-11.45
23/01/2000
21.00
0.05
MG,GT,GR,RK
23.60
25.60
-2.90
-4.90
22/01/2000
20.25
0.45
GT,GR
0.50
25.00
16.95
-7.55
14/01/2000
12.65
4.80
MG,GT,GR,RK
WBH32
20.7
WBH33
17.45
OW
24.7
WBH33
17.45
OW
0.50
25.00
16.95
-7.55
22/01/2000
12.60
4.85
MG,GT,GR,RK
WBH34A
21.6
OW
1.00
27.00
20.60
-5.40
01/12/1999
14.00
7.60
GT,GR,RK
WBH34A
21.6
OW
1.00
27.00
20.60
-5.40
22/01/2000
14.15
7.45
GT,GR,RK
WBH35
21.1
27.1
13.00
23.00
8.10
-1.90
18/01/2000
11.80
9.30
GR
WBH35
21.1
27.1
13.00
23.00
8.10
-1.90
22/01/2000
11.15
9.95
GR
WBH35
21.1
30.2
28.00
31.00
-6.90
-9.90
01/12/1999
12.80
8.30
RK
WBH35
21.1
30.2
28.00
31.00
-6.90
-9.90
18/01/2000
14.00
7.10
RK
WBH35
21.1
30.2
28.00
31.00
-6.90
-9.90
22/01/2000
13.30
7.80
RK
WBH36
11.75
OW
11.00
0.75
14/01/2000
3.80
7.95
WBH36
11.75
OW
11.00
0.75
23/01/2000
3.80
7.95
WBH37
3.65
OW
0.50
11.50
3.15
-7.85
14/01/2000
3.35
0.30
MG,GR,GT
WBH37
3.65
OW
0.50
11.50
3.15
-7.85
23/01/2000
3.55
0.10
MG,GR,GT
WBH38
3.2
OW
1.00
9.00
2.20
-5.80
01/12/1999
3.10
0.10
MG,AV,GR,RK
WBH38
3.2
OW
1.00
9.00
2.20
-5.80
14/01/2000
3.15
0.05
MG,AV,GR,RK
WBH38
3.2
OW
1.00
9.00
2.20
-5.80
23/01/2000
3.40
-0.20
MG,AV,GR,RK
WBH39
6.05
OW
1.50
10.00
4.55
-3.95
22/01/2000
2.35
3.70
GT,GR,RK
WBH40A
9.8
OW
1.50
18.70
8.30
-8.90
24/01/2000
6.30
3.50
MG,GT,GR,RK
WBH41
11.35
OW
1.00
10.00
10.35
1.35
18/01/2000
7.80
3.55
MG,RK
WBH41
11.35
OW
1.00
10.00
10.35
1.35
23/01/2000
8.58
2.77
MG,RK
WBH42
2.9
OW
0.50
10.00
2.40
-7.10
14/01/2000
3.50
-0.60
MG,GR,GT,RK
WBH42
2.9
OW
0.50
10.00
2.40
-7.10
23/01/2000
3.55
-0.65
MG,GR,GT,RK
WBH43
3.95
OW
0.50
8.60
3.45
-4.65
14/01/2000
3.54
0.41
MG,AV,RK
WBH43
3.95
OW
0.50
8.60
3.45
-4.65
23/01/2000
3.48
0.47
MG,AV,RK
WBH46
10.5
OW
1.00
17.00
9.50
-6.50
14/01/2000
10.35
0.15
GT,RK
WBH46
10.5
OW
1.00
17.00
9.50
-6.50
22/01/2000
10.45
0.05
GT,RK
737-BH1
11.3
OW
6.10
5.20
16/10/1980
4.00
7.30
MG,GT
737-BH1
11.3
OW
6.10
5.20
20/10/1980
4.00
7.30
MG,GT
737-BH1
11.3
OW
6.10
5.20
23/10/1980
3.50
7.80
MG,GT
737-BH1
11.3
OW
6.10
5.20
24/10/1980
3.60
7.70
MG,GT
737-BH2
11.3
OW
5.30
6.00
16/10/1980
4.00
7.30
MG,GT,GR
737-BH2
11.3
OW
5.30
6.00
20/10/1980
4.00
7.30
MG,GT,GR
737-BH2
11.3
OW
5.30
6.00
23/10/1980
4.50
6.80
MG,GT,GR
737-BH2
11.3
OW
5.30
6.00
24/10/1980
4.20
7.10
MG,GT,GR
737-BH3
11.3
OW
6.50
4.80
16/10/1980
4.00
7.30
MG,GT,GR
737-BH3
11.3
OW
6.50
4.80
20/10/1980
4.00
7.30
MG,GT,GR
737-BH3
11.3
OW
6.50
4.80
23/10/1980
4.30
7.00
MG,GT,GR
737-BH3
11.3
OW
6.50
4.80
24/10/1980
3.80
7.50
MG,GT,GR
737-BH4
11.3
OW
5.00
6.30
20/10/1980
4.00
7.30
MG,GT,GR
737-BH4
11.3
OW
5.00
6.30
23/10/1980
4.00
7.30
MG,GT,GR
737-BH4
11.3
OW
5.00
6.30
24/10/1980
4.00
7.30
MG,GT,GR
737-BH5
11.3
OW
6.50
4.80
23/10/1980
4.00
7.30
MG,GT,GR
7-2
Borehole
Ref.
Ground Instrument
Tip
Depth to Depth to
Level
type
Depth
top of
Date
(mOD)
zone
zone
zone
zone (m
(mOD)
(mOD)
(m bgl)
bgl)
Water
depth
(m bgl)
Water
level
(mOD)
Response zone
material(s)
MG,GT,GR
737-BH5
11.3
OW
6.50
4.80
24/10/1980
4.30
7.00
2712-BH3
3.1
OW
12.70
-9.60
12/01/1994
3.30
-0.20
MG,AV
2712-BH4
3.1
OW
11.80
-8.70
12/01/1994
1.00
2.10
MG,AV
2712-BH5
3.1
OW
8.50
-5.40
12/01/1994
0.80
2.30
MG,AV
2712-BH6
3.1
OW
6.50
-3.40
12/01/1994
0.50
2.60
MG,AV
2712-BH8
3.1
OW
9.50
-6.40
12/01/1994
3.50
-0.40
MG,AV
877-BH1
15.5
OW
20/07/1980
2.90
12.60
MG,GT
877-BH2
15.5
OW
20/07/1980
1.50
14.00
MG,GT
877-BH4
15.5
OW
20/07/1980
2.20
13.30
MG,GT
877-BH5
15.5
OW
20/07/1980
2.50
13.00
MG,GT
877-BH6
15.5
OW
20/07/1980
3.80
11.70
MG,GT
877-BH7
15.5
OW
20/07/1980
2.90
12.60
MG,GT
877-BH8
15.5
OW
20/07/1980
3.00
12.50
MG,GT
877-BH11
15.5
OW
20/07/1980
1.70
13.80
MG,GT
877-BH12
15.5
OW
20/07/1980
1.60
13.90
MG,GT
2985-BH1
7.2
OW
20/07/1997
3.10
4.10
MG,GT
2985-BH1
7.2
OW
05/08/1997
3.09
4.11
MG,GT
2985-BH2
8.1
OW
20/07/1997
3.08
5.02
MG,GT
2985-BH2
8.1
OW
05/08/1997
3.12
4.98
MG,GT
2985-BH3
OW
20/07/1997
3.00
5.00
MG,GT
2985-BH3
OW
05/08/1997
3.05
4.95
MG,GT
2985-BH4
7.8
OW
20/07/1997
3.05
4.75
MG,GT
2985-BH4
7.8
OW
05/08/1997
2.97
4.83
MG,GT
G-BH102
66.3
OW
2.00
6.00
64.30
60.30
26/02/2007
0.76
65.54
GT
G-BH102
66.3
OW
2.00
6.00
64.30
60.30
14/03/2007
0.88
65.42
GT
G-BH102
66.3
OW
2.00
6.00
64.30
60.30
05/04/2007
0.91
65.39
GT
G-BH105
65.44
OW
3.00
9.00
62.44
56.44
26/02/2007
1.67
63.77
GT
G-BH105
65.44
OW
3.00
9.00
62.44
56.44
14/03/2007
1.73
63.71
GT
G-BH105
65.44
OW
3.00
9.00
62.44
56.44
05/04/2007
1.74
63.70
GT
G-BH106
65.18
OW
3.00
9.10
62.18
56.08
26/02/2007
1.77
63.41
GT
G-BH106
65.18
OW
3.00
9.10
62.18
56.08
14/03/2007
1.79
63.39
GT
G-BH106
65.18
OW
3.00
9.10
62.18
56.08
05/04/2007
1.86
63.32
GT
G-BH107
65.31
OW
2.00
7.00
63.31
58.31
26/02/2007
2.02
63.29
GT
G-BH107
65.31
OW
2.00
7.00
63.31
58.31
14/03/2007
2.05
63.26
GT
G-BH107
65.31
OW
2.00
7.00
63.31
58.31
05/04/2007
2.11
63.20
GT
G-BH108
65.67
OW
2.00
9.00
63.67
56.67
14/03/2007
1.92
63.75
GT
G-BH108
65.67
OW
2.00
9.00
63.67
56.67
05/04/2007
1.99
63.68
GT
G-BH110
66.07
OW
3.00
8.80
63.07
57.27
26/02/2007
4.96
61.11
GT
G-BH110
66.07
OW
3.00
8.80
63.07
57.27
14/03/2007
4.98
61.09
GT
G-BH110
66.07
OW
3.00
8.80
63.07
57.27
05/04/2007
5.02
61.05
GT
G-BH116
62.56
OW
2.00
10.00
60.56
52.56
26/02/2007
1.21
61.35
GT
G-BH116
62.56
OW
2.00
10.00
60.56
52.56
14/03/2007
1.25
61.31
GT
G-BH116
62.56
OW
2.00
10.00
60.56
52.56
05/04/2007
1.28
61.28
GT
G-BH117
64.15
OW
1.60
8.00
62.55
56.15
26/02/2007
1.03
63.12
GT
G-BH117
64.15
OW
1.60
8.00
62.55
56.15
14/03/2007
1.05
63.10
GT
G-BH117
64.15
OW
1.60
8.00
62.55
56.15
05/04/2007
1.10
63.05
GT
G-BH119
64.35
OW
3.00
10.00
61.35
54.35
26/02/2007
0.85
63.50
GT
7-3
Borehole
Ref.
Ground Instrument
Tip
Depth to Depth to
Level
type
Depth
top of
Date
(mOD)
zone
zone
zone
zone (m
(mOD)
(mOD)
(m bgl)
bgl)
Water
depth
(m bgl)
Water
level
(mOD)
Response zone
material(s)
G-BH119
64.35
OW
3.00
10.00
61.35
54.35
14/03/2007
0.96
63.39
GT
G-BH119
64.35
OW
3.00
10.00
61.35
54.35
05/04/2007
1.01
63.34
GT
G-BH121
63.87
OW
3.00
8.00
60.87
55.87
26/02/2007
1.11
62.76
GT
G-BH121
63.87
OW
3.00
8.00
60.87
55.87
14/03/2007
1.22
62.65
GT
G-BH121
63.87
OW
3.00
8.00
60.87
55.87
05/04/2007
1.32
62.55
GT
M-BHB1
17.02
OW
8.0
8.00
9.02
9.02
07/05/2002
2.4
14.62
GT,GR
M-BHB1
17.02
OW
8.0
8.00
9.02
9.02
22/05/2002
2.37
14.65
GT,GR
M-BHB1
17.02
OW
8.0
8.00
9.02
9.02
08/07/2002
2.33
14.69
GT,GR
M-BHC
17.60
OW
1.8
8.00
15.80
9.60
07/05/2002
DRY
M-BHC
17.60
OW
1.8
8.00
15.80
9.60
22/05/2002
4.52
13.08
GT
M-BHC
17.60
OW
1.8
8.00
15.80
9.60
08/07/2002
4.61
12.99
GT
M-BHD
14.25
OW
4.0
8.00
10.25
6.25
07/05/2002
2.21
12.04
GT
M-BHD
14.25
OW
4.0
8.00
10.25
6.25
22/05/2002
2.11
12.14
GT
M-BHD
14.25
OW
4.0
8.00
10.25
6.25
08/07/2002
2.18
12.07
GT
M-BHE
17.28
OW
2.0
7.00
15.28
10.28
07/05/2002
2.81
14.47
GT
M-BHE
17.28
OW
2.0
7.00
15.28
10.28
22/05/2002
2.75
14.53
GT
M-BHE
17.28
OW
2.0
7.00
15.28
10.28
08/07/2002
2.73
14.55
GT
M-BHF
14.74
OW
2.0
8.00
12.74
6.74
07/05/2002
DRY
M-BHF
14.74
OW
2.0
8.00
12.74
6.74
22/05/2002
DRY
M-BHF
14.74
OW
2.0
8.00
12.74
6.74
08/07/2002
2.85
11.89
GT
M-BHH
18.33
OW
3.0
8.00
15.33
10.33
08/07/2002
3.75
14.58
GT
GT
GT
GT
M-BHI
15.78
OW
3.0
7.00
12.78
8.78
08/07/2002
3.32
12.46
GT
M-RCA
17.24
OW
5.0
18.50
12.24
-1.26
07/05/2002
7.8
9.44
GT,GR
M-RCA
17.24
OW
5.0
18.50
12.24
-1.26
22/05/2002
DRY
M-RCA
17.24
OW
5.0
18.50
12.24
-1.26
08/07/2002
7.78
9.46
GT,GR
M-RCB
15.64
OW
3.0
5.00
12.64
10.64
07/05/2002
2.28
13.36
GT,GR
M-RCB
15.64
OW
3.0
5.00
12.64
10.64
22/05/2002
2.21
13.43
GT,GR
M-RCB
Notes:
15.64
OW
3.0
5.00
12.64
10.64
08/07/2002
2.19
13.45
GT,GR
GT,GR

7-4
Appendix E - Summary of PGI Groundwater Monitoring Records

Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)
Top of Bottom of Monitoring Water

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH01
14.23
13.00
36.00
1.23
-21.77
08/09/2006
IGSLBH01
14.23
13.00
36.00
1.23
-21.77
15/09/2006
5.51
8.72
RK
5.52
8.71
IGSLBH01
14.23
13.00
36.00
1.23
-21.77
RK
22/09/2006
5.51
8.72
IGSLBH01
14.23
13.00
36.00
1.23
RK
-21.77
29/09/2006
5.54
8.69
RK
IGSLBH01
14.23
13.00
36.00
IGSLBH01
14.23
13.00
36.00
1.23
-21.77
06/10/2006
5.53
8.70
RK
1.23
-21.77
13/10/2006
5.53
8.70
IGSLBH01
14.23
13.00
RK
36.00
1.23
-21.77
20/10/2006
5.53
8.70
RK
IGSLBH01
14.23
IGSLBH01
14.23
13.00
36.00
1.23
-21.77
27/10/2006
5.52
8.71
RK
13.00
36.00
1.23
-21.77
03/11/2006
5.48
8.75
IGSLBH01
RK
14.23
13.00
36.00
1.23
-21.77
10/11/2006
5.46
8.77
RK
IGSLBH01
14.23
13.00
36.00
1.23
-21.77
08/12/2006
5.39
8.84
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
22/09/2006
4.32
8.11
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
29/09/2006
4.34
8.09
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
06/10/2006
4.33
8.10
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
13/10/2006
4.30
8.13
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
20/10/2006
4.32
8.11
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
27/10/2006
4.35
8.08
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
03/11/2006
4.30
8.13
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
10/11/2006
4.26
8.17
RK
IGSLBH02
12.43
24.50
38.00
-12.07
-25.57
08/12/2006
4.20
8.23
RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
15/09/2006
5.08
6.22
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
22/09/2006
5.10
6.20
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
29/09/2006
5.09
6.21
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
06/10/2006
5.13
6.17
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
13/10/2006
5.11
6.19
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
20/10/2006
5.13
6.17
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
27/10/2006
5.12
6.18
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
03/11/2006
5.08
6.22
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
10/11/2006
5.05
6.25
GR,RK
IGSLBH03
11.30
7.80
37.80
3.50
-26.50
08/12/2006
4.98
6.32
GR,RK
IGSLBH04
9.94
20.00
37.10
-10.06
-27.16
20/10/2006
5.47
4.47
RK
IGSLBH04
9.94
20.00
37.10
-10.06
-27.16
27/10/2006
5.44
4.50
RK
IGSLBH04
9.94
20.00
37.10
-10.06
-27.16
03/11/2006
5.43
4.51
RK
IGSLBH04
9.94
20.00
37.10
-10.06
-27.16
10/11/2006
5.40
4.54
RK
IGSLBH04
9.94
20.00
37.10
-10.06
-27.16
08/12/2006
5.28
4.66
RK
IGSLBH06
5.05
6.40
37.60
-1.35
-32.55
20/10/2006
3.64
1.41
RK
IGSLBH06
5.05
6.40
37.60
-1.35
-32.55
27/10/2006
3.62
1.43
RK
IGSLBH06
5.05
6.40
37.60
-1.35
-32.55
03/11/2006
3.59
1.46
RK
IGSLBH06
5.05
6.40
37.60
-1.35
-32.55
10/11/2006
3.54
1.51
RK
IGSLBH06
5.05
6.40
37.60
-1.35
-32.55
08/12/2006
3.41
1.64
RK
IGSLBH09
4.18
25.00
41.70
-20.82
-37.52
03/11/2006
3.79
0.39
RK
IGSLBH09
4.18
25.00
41.70
-20.82
-37.52
10/11/2006
3.75
0.43
RK
IGSLBH09
4.18
25.00
41.70
-20.82
-37.52
08/12/2006
3.64
0.54
RK
IGSLBH10A
4.93
22.70
42.00
-17.77
-37.07
08/12/2006
3.75
1.18
GT,RK
7-1
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
IGSLBH11
4.88
25.00
43.70
-20.13
-38.83
27/10/2006
IGSLBH11
4.88
25.00
43.70
-20.13
-38.83
03/11/2006
IGSLBH11
4.88
25.00
43.70
-20.13
-38.83
10/11/2006
Water
level
(mOD)
Response
Zone
Material(s)
5.01
-0.14
RK
4.98
-0.11
RK
4.95
-0.08
RK
IGSLBH11
4.88
25.00
43.70
-20.13
-38.83
08/12/2006
4.81
0.07
RK
IGSLBH12
8.83
26.50
46.70
-17.67
-37.87
13/10/2006
8.85
-0.02
GR,RK
IGSLBH12
8.83
26.50
46.70
-17.67
-37.87
20/10/2006
8.03
0.80
GR,RK
IGSLBH12
8.83
26.50
46.70
-17.67
-37.87
27/10/2006
8.02
0.81
GR,RK
IGSLBH12
8.83
26.50
46.70
-17.67
-37.87
03/11/2006
7.99
0.84
GR,RK
IGSLBH12
8.83
26.50
46.70
-17.67
-37.87
10/11/2006
7.96
0.87
GR,RK
IGSLBH12
8.83
26.50
46.70
-17.67
-37.87
08/12/2006
7.83
1.00
GR,RK
IGSLBH15
16.68
26.00
47.10
-9.32
-30.42
03/11/2006
12.67
4.01
RK
IGSLBH15
16.68
26.00
47.10
-9.32
-30.42
10/11/2006
12.61
4.07
RK
IGSLBH15
16.68
26.00
47.10
-9.32
-30.42
08/12/2006
12.49
4.19
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
04/08/2006
9.73
11.16
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
11/08/2006
9.79
11.10
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
18/08/2006
9.80
11.09
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
25/08/2006
9.82
11.07
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
01/09/2006
9.83
11.06
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
08/09/2006
9.81
11.08
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
15/09/2006
9.87
11.02
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
22/09/2006
9.84
11.05
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
29/09/2006
9.86
11.03
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
06/10/2006
9.85
11.04
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
13/10/2006
9.86
11.03
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
20/10/2006
9.84
11.05
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
27/10/2006
9.82
11.07
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
03/11/2006
9.77
11.12
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
10/11/2006
9.71
11.18
RK
IGSLBH17
20.89
20.00
43.00
0.89
-22.11
08/12/2006
9.65
11.24
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
25/08/2006
8.60
20.45
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
01/09/2006
8.63
20.42
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
08/09/2006
8.65
20.40
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
15/09/2006
8.71
20.34
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
22/09/2006
8.70
20.35
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
29/09/2006
8.69
20.36
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
06/10/2006
8.70
20.35
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
13/10/2006
8.74
20.31
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
20/10/2006
8.72
20.33
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
27/10/2006
8.74
20.31
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
03/11/2006
8.69
20.36
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
10/11/2006
8.67
20.38
RK
IGSLBH22
29.05
20.00
39.90
9.05
-10.85
08/12/2006
8.59
20.46
RK
IGSLBH23
35.12
13.00
27.00
22.12
8.12
15/09/2006
1.35
33.77
RK
IGSLBH23
35.12
13.00
27.00
22.12
8.12
22/09/2006
1.40
33.72
RK
IGSLBH23
35.12
13.00
27.00
22.12
8.12
29/09/2006
1.42
33.70
RK
IGSLBH23
35.12
13.00
27.00
22.12
8.12
06/10/2006
1.40
33.72
RK
7-2
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH23
35.12
13.00
27.00
22.12
8.12
13/10/2006
IGSLBH23
35.12
13.00
27.00
22.12
8.12
20/10/2006
1.41
33.71
RK
1.39
33.73
IGSLBH23
35.12
13.00
27.00
22.12
8.12
RK
27/10/2006
1.38
33.74
RK
IGSLBH23
35.12
13.00
27.00
22.12
IGSLBH23
35.12
13.00
27.00
22.12
8.12
03/11/2006
1.37
33.75
RK
8.12
10/11/2006
1.34
33.78
IGSLBH23
35.12
13.00
27.00
RK
22.12
8.12
08/12/2006
1.26
33.86
RK
IGSLBH24
44.17
9.80
IGSLBH24
44.17
9.80
20.00
34.37
24.17
28/07/2006
7.71
36.46
GT
20.00
34.37
24.17
04/08/2006
7.76
36.41
IGSLBH24
44.17
GT
9.80
20.00
34.37
24.17
11/08/2006
7.77
36.40
GT
IGSLBH24
IGSLBH24
44.17
9.80
20.00
34.37
24.17
18/08/2006
7.80
36.37
GT
44.17
9.80
20.00
34.37
24.17
25/08/2006
7.83
36.34
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
01/09/2006
7.84
36.33
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
08/09/2006
7.86
36.31
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
15/09/2006
7.85
36.32
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
22/09/2006
7.88
36.29
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
29/09/2006
7.94
36.23
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
06/10/2006
7.92
36.25
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
13/10/2006
7.96
36.21
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
20/10/2006
7.98
36.19
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
27/10/2006
7.99
36.18
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
03/11/2006
7.95
36.22
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
10/11/2006
7.91
36.26
GT
IGSLBH24
44.17
9.80
20.00
34.37
24.17
08/12/2006
7.82
36.35
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
21/07/2006
11.81
36.35
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
28/07/2006
11.88
36.28
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
04/08/2006
11.91
36.25
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
11/08/2006
11.94
36.22
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
18/08/2006
11.93
36.23
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
25/08/2006
11.97
36.19
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
01/09/2006
12.00
36.16
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
08/09/2006
11.96
36.20
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
15/09/2006
11.95
36.21
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
22/09/2006
12.00
36.16
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
29/09/2006
12.04
36.12
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
06/10/2006
12.05
36.11
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
13/10/2006
12.08
36.08
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
20/10/2006
12.09
36.07
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
27/10/2006
12.12
36.04
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
03/11/2006
12.08
36.08
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
10/11/2006
12.03
36.13
GT
IGSLBH25
48.16
10.00
24.20
38.16
23.96
08/12/2006
11.89
36.27
GT
IGSLBH26
51.68
15.00
30.00
36.68
21.68
15/09/2006
14.56
37.12
GR,RK
IGSLBH26
51.68
15.00
30.00
36.68
21.68
22/09/2006
14.63
37.05
GR,RK
IGSLBH26
51.68
15.00
30.00
36.68
21.68
29/09/2006
14.62
37.06
GR,RK
IGSLBH26
51.68
15.00
30.00
36.68
21.68
06/10/2006
14.65
37.03
GR,RK
IGSLBH26
51.68
15.00
30.00
36.68
21.68
13/10/2006
14.69
36.99
GR,RK
7-3
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH26
51.68
15.00
30.00
36.68
21.68
20/10/2006
IGSLBH26
51.68
15.00
30.00
36.68
21.68
27/10/2006
14.65
37.03
GR,RK
14.62
37.06
IGSLBH26
51.68
15.00
30.00
36.68
21.68
GR,RK
03/11/2006
14.58
37.10
GR,RK
IGSLBH26
51.68
15.00
30.00
36.68
IGSLBH26
51.68
15.00
30.00
36.68
21.68
10/11/2006
14.55
37.13
GR,RK
21.68
08/12/2006
14.49
37.19
IGSLBH27
61.87
11.00
20.00
GR,RK
50.87
41.87
25/08/2006
9.74
52.13
GT
IGSLBH27
61.87
11.00
IGSLBH27
61.87
11.00
20.00
50.87
41.87
01/09/2006
9.77
52.10
GT
20.00
50.87
41.87
08/09/2006
9.80
52.07
IGSLBH27
61.87
GT
11.00
20.00
50.87
41.87
15/09/2006
9.81
52.06
GT
IGSLBH27
IGSLBH27
61.87
11.00
20.00
50.87
41.87
22/09/2006
9.86
52.01
GT
61.87
11.00
20.00
50.87
41.87
29/09/2006
9.84
52.03
GT
IGSLBH27
61.87
11.00
20.00
50.87
41.87
06/10/2006
9.85
52.02
GT
IGSLBH27
61.87
11.00
20.00
50.87
41.87
13/10/2006
9.86
52.01
GT
IGSLBH27
61.87
11.00
20.00
50.87
41.87
20/10/2006
9.87
52.00
GT
IGSLBH27
61.87
11.00
20.00
50.87
41.87
27/10/2006
9.87
52.00
GT
IGSLBH27
61.87
11.00
20.00
50.87
41.87
03/11/2006
9.85
52.02
GT
IGSLBH27
61.87
11.00
20.00
50.87
41.87
10/11/2006
9.82
52.05
GT
IGSLBH27
61.87
11.00
20.00
50.87
41.87
08/12/2006
9.78
52.09
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
25/08/2006
7.09
53.51
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
01/09/2006
7.12
53.48
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
08/09/2006
7.14
53.46
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
15/09/2006
7.18
53.42
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
22/09/2006
7.23
53.37
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
29/09/2006
7.20
53.40
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
06/10/2006
7.22
53.38
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
13/10/2006
7.24
53.36
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
20/10/2006
7.22
53.38
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
27/10/2006
7.22
53.38
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
03/11/2006
7.20
53.40
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
10/11/2006
7.15
53.45
GT
IGSLBH28
60.60
18.00
20.00
42.60
40.60
08/12/2006
7.08
53.52
GT
IGSLBH29
64.82
18.50
21.50
46.32
43.32
11/08/2006
8.41
56.41
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
18/08/2006
8.48
56.34
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
25/08/2006
8.48
56.34
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
01/09/2006
8.48
56.34
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
08/09/2006
8.49
56.33
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
15/09/2006
8.51
56.31
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
22/09/2006
8.54
56.28
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
29/09/2006
8.58
56.24
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
06/10/2006
8.56
56.26
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
13/10/2006
8.57
56.25
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
20/10/2006
8.58
56.24
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
27/10/2006
8.54
56.28
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
03/11/2006
8.49
56.33
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
10/11/2006
8.44
56.38
RK
IGSLBH29
64.82
18.50
21.50
46.32
43.32
08/12/2006
8.36
56.46
RK
7-4
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH30
63.55
18.00
23.50
45.55
40.05
01/09/2006
IGSLBH30
63.55
18.00
23.50
45.55
40.05
08/09/2006
6.69
56.86
GT,RK
6.71
56.84
IGSLBH30
63.55
18.00
23.50
45.55
40.05
GT,RK
15/09/2006
6.74
56.81
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
IGSLBH30
63.55
18.00
23.50
45.55
40.05
22/09/2006
6.77
56.78
GT,RK
40.05
29/09/2006
6.75
56.80
IGSLBH30
63.55
18.00
23.50
GT,RK
45.55
40.05
06/10/2006
6.75
56.80
GT,RK
IGSLBH30
63.55
18.00
IGSLBH30
63.55
18.00
23.50
45.55
40.05
13/10/2006
6.76
56.79
GT,RK
23.50
45.55
40.05
20/10/2006
6.77
56.78
IGSLBH30
63.55
GT,RK
18.00
23.50
45.55
40.05
27/10/2006
6.78
56.77
GT,RK
IGSLBH30
IGSLBH30
63.55
18.00
23.50
45.55
40.05
03/11/2006
6.75
56.80
GT,RK
63.55
18.00
23.50
45.55
40.05
10/11/2006
6.76
56.79
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
08/12/2006
6.71
56.84
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
23/06/2006
8.41
55.14
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
29/06/2006
8.32
55.23
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
07/07/2006
8.45
55.10
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
14/07/2006
8.50
55.05
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
21/07/2006
8.54
55.01
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
28/07/2006
8.54
55.01
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
04/08/2006
8.55
55.00
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
11/08/2006
8.61
54.94
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
18/08/2006
8.63
54.92
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
25/08/2006
8.60
54.95
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
01/09/2006
8.63
54.92
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
08/09/2006
8.65
54.90
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
15/09/2006
8.71
54.84
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
22/09/2006
8.70
54.85
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
29/09/2006
8.69
54.86
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
06/10/2006
8.70
54.85
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
13/10/2006
8.74
54.81
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
20/10/2006
8.72
54.83
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
27/10/2006
8.69
54.86
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
03/11/2006
8.65
54.90
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
10/11/2006
8.59
54.96
GT,RK
IGSLBH30
63.55
18.00
23.50
45.55
40.05
08/12/2006
8.54
55.01
GT,RK
IGSLBH31
65.66
15.00
30.00
50.66
35.66
18/08/2006
11.10
54.56
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
25/08/2006
11.11
54.55
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
01/09/2006
11.14
54.52
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
08/09/2006
11.14
54.52
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
15/09/2006
11.16
54.50
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
22/09/2006
11.15
54.51
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
29/09/2006
11.19
54.47
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
06/10/2006
11.20
54.46
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
13/10/2006
11.24
54.42
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
20/10/2006
11.21
54.45
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
27/10/2006
11.22
54.44
GR
IGSLBH31
65.66
15.00
30.00
50.66
35.66
03/11/2006
11.18
54.48
GR
7-5
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH31
65.66
15.00
30.00
50.66
35.66
10/11/2006
IGSLBH31
65.66
15.00
30.00
50.66
35.66
08/12/2006
11.14
54.52
GR
11.08
54.58
IGSLBH32
61.46
22.00
38.00
39.46
23.46
GR
23/06/2006
4.82
56.64
GT
IGSLBH32
61.46
22.00
38.00
39.46
IGSLBH32
61.46
22.00
38.00
39.46
23.46
29/06/2006
4.81
56.65
GT
23.46
07/07/2006
4.87
56.59
IGSLBH32
61.46
22.00
38.00
GT
39.46
23.46
14/07/2006
4.89
56.57
GT
IGSLBH32
61.46
22.00
IGSLBH32
61.46
22.00
38.00
39.46
23.46
21/07/2006
4.92
56.54
GT
38.00
39.46
23.46
28/07/2006
4.93
56.53
IGSLBH32
61.46
GT
22.00
38.00
39.46
23.46
04/08/2006
4.93
56.53
GT
IGSLBH32
IGSLBH32
61.46
22.00
38.00
39.46
23.46
11/08/2006
4.92
56.54
GT
61.46
22.00
38.00
39.46
23.46
18/08/2006
4.96
56.50
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
25/08/2006
4.97
56.49
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
01/09/2006
4.99
56.47
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
08/09/2006
5.00
56.46
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
15/09/2006
5.00
56.46
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
22/09/2006
5.00
56.46
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
29/09/2006
5.01
56.45
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
06/10/2006
5.03
56.43
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
13/10/2006
5.04
56.42
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
20/10/2006
5.00
56.46
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
27/10/2006
5.01
56.45
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
03/11/2006
4.98
56.48
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
10/11/2006
4.93
56.53
GT
IGSLBH32
61.46
22.00
38.00
39.46
23.46
08/12/2006
4.84
56.62
GT
IGSLBH34
66.42
19.20
31.20
47.22
35.22
18/08/2006
8.63
57.79
RK
IGSLBH34
66.42
19.20
31.20
47.22
35.22
25/08/2006
8.60
57.82
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
11/08/2006
3.31
63.97
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
18/08/2006
3.30
63.98
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
25/08/2006
3.33
63.95
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
01/09/2006
3.32
63.96
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
08/09/2006
3.33
63.95
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
15/09/2006
3.33
63.95
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
22/09/2006
3.33
63.95
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
29/09/2006
3.35
63.93
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
06/10/2006
3.34
63.94
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
13/10/2006
3.37
63.91
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
20/10/2006
3.33
63.95
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
27/10/2006
3.30
63.98
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
03/11/2006
3.27
64.01
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
10/11/2006
3.21
64.07
RK
IGSLBH35
67.28
17.00
29.90
50.28
37.38
08/12/2006
3.13
64.15
RK
IGSLBH36
62.99
17.10
20.10
45.89
42.89
18/08/2006
10.07
52.92
RK
IGSLBH36
62.99
17.10
20.10
45.89
42.89
25/08/2006
10.06
52.93
RK
IGSLBH36
62.99
17.10
20.10
45.89
42.89
01/09/2006
10.07
52.92
RK
IGSLBH36
62.99
17.10
20.10
45.89
42.89
08/09/2006
10.06
52.93
RK
IGSLBH36
62.99
17.10
20.10
45.89
42.89
15/09/2006
10.07
52.92
RK
7-6
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH36
62.99
17.10
20.10
45.89
42.89
22/09/2006
IGSLBH36
62.99
17.10
20.10
45.89
42.89
29/09/2006
10.09
52.90
RK
10.09
52.90
IGSLBH36
62.99
17.10
20.10
45.89
42.89
RK
06/10/2006
10.09
52.90
RK
IGSLBH36
62.99
17.10
20.10
45.89
IGSLBH36
62.99
17.10
20.10
45.89
42.89
13/10/2006
10.11
52.88
RK
42.89
20/10/2006
10.11
52.88
IGSLBH36
62.99
17.10
20.10
RK
45.89
42.89
27/10/2006
10.12
52.87
RK
IGSLBH36
62.99
17.10
IGSLBH36
62.99
17.10
20.10
45.89
42.89
03/11/2006
10.09
52.90
RK
20.10
45.89
42.89
10/11/2006
10.05
52.94
IGSLBH36
62.99
RK
17.10
20.10
45.89
42.89
08/12/2006
10.01
52.98
RK
IGSLBH37
IGSLBH37
9.90
30.00
46.05
-20.10
-36.15
03/11/2006
9.17
0.73
RK
9.90
30.00
46.05
-20.10
-36.15
10/11/2006
9.11
0.79
RK
IGSLBH37
9.90
30.00
46.05
-20.10
-36.15
08/12/2006
9.02
0.88
RK
IGSLBH38
10.91
14.20
34.50
-3.29
-23.59
03/11/2006
3.17
7.74
RK
IGSLBH38
10.91
14.20
34.50
-3.29
-23.59
10/11/2006
3.14
7.77
RK
IGSLBH38
10.91
14.20
34.50
-3.29
-23.59
08/12/2006
3.01
7.90
RK
IGSLBH39
13.75
21.00
48.10
-7.25
-34.35
10/11/2006
6.98
6.77
RK
IGSLBH39
13.75
21.00
48.10
-7.25
-34.35
08/12/2006
6.88
6.87
RK
IGSLBH40
7.95
20.00
42.00
-12.05
-34.05
08/12/2006
1.96
5.99
RK
IGSLBH41
16.91
20.00
37.00
-3.09
-20.09
03/11/2006
4.67
12.24
RK
IGSLBH41
16.91
20.00
37.00
-3.09
-20.09
10/11/2006
4.63
12.28
RK
IGSLBH41
16.91
20.00
37.00
-3.09
-20.09
08/12/2006
4.58
12.33
RK
IGSLBH55
71.71
13.00
19.00
58.71
52.71
30/06/2006
3.79
67.92
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
07/07/2006
3.82
67.89
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
14/07/2006
3.82
67.89
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
21/07/2006
3.82
67.89
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
28/07/2006
3.83
67.88
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
04/08/2006
3.84
67.87
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
11/08/2006
3.90
67.81
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
18/08/2006
3.91
67.80
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
25/08/2006
3.95
67.76
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
01/09/2006
4.01
67.70
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
08/09/2006
4.05
67.66
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
15/09/2006
4.07
67.64
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
22/09/2006
4.10
67.61
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
29/09/2006
4.10
67.61
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
06/10/2006
4.10
67.61
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
13/10/2006
4.06
67.65
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
20/10/2006
4.07
67.64
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
27/10/2006
4.11
67.60
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
03/11/2006
4.07
67.64
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
10/11/2006
4.02
67.69
GT,GR
IGSLBH55
71.71
13.00
19.00
58.71
52.71
08/12/2006
3.97
67.74
GT,GR
IGSLBH56
76.73
16.30
24.30
60.43
52.43
30/06/2006
0.98
75.75
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
07/07/2006
1.01
75.72
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
14/07/2006
1.02
75.71
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
21/07/2006
1.00
75.73
RK
7-7
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH56
76.73
16.30
24.30
60.43
52.43
28/07/2006
IGSLBH56
76.73
16.30
24.30
60.43
52.43
04/08/2006
1.01
75.72
RK
1.01
75.72
IGSLBH56
76.73
16.30
24.30
60.43
52.43
RK
11/08/2006
0.99
75.74
RK
IGSLBH56
76.73
16.30
24.30
60.43
IGSLBH56
76.73
16.30
24.30
60.43
52.43
18/08/2006
0.98
75.75
RK
52.43
25/08/2006
0.95
75.78
IGSLBH56
76.73
16.30
24.30
RK
60.43
52.43
01/09/2006
1.00
75.73
RK
IGSLBH56
76.73
16.30
IGSLBH56
76.73
16.30
24.30
60.43
52.43
08/09/2006
1.02
75.71
RK
24.30
60.43
52.43
15/09/2006
1.02
75.71
IGSLBH56
76.73
RK
16.30
24.30
60.43
52.43
22/09/2006
1.03
75.70
RK
IGSLBH56
IGSLBH56
76.73
16.30
24.30
60.43
52.43
29/09/2006
1.06
75.67
RK
76.73
16.30
24.30
60.43
52.43
06/10/2006
1.06
75.67
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
13/10/2006
1.06
75.67
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
20/10/2006
1.04
75.69
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
27/10/2006
1.03
75.70
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
03/11/2006
0.98
75.75
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
10/11/2006
0.94
75.79
RK
IGSLBH56
76.73
16.30
24.30
60.43
52.43
08/12/2006
0.86
75.87
RK
IGSLBH57
71.20
7.00
12.00
64.20
59.20
23/06/2006
1.70
69.50
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
30/06/2006
1.58
69.62
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
07/07/2006
1.62
69.58
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
14/07/2006
1.64
69.56
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
21/07/2006
1.66
69.54
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
28/07/2006
1.70
69.50
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
04/08/2006
1.71
69.49
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
11/08/2006
1.71
69.49
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
18/08/2006
1.71
69.49
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
25/08/2006
1.72
69.48
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
01/09/2006
1.74
69.46
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
08/09/2006
1.72
69.48
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
15/09/2006
1.72
69.48
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
22/09/2006
1.75
69.45
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
29/09/2006
1.77
69.43
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
06/10/2006
1.77
69.43
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
13/10/2006
1.77
69.43
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
20/10/2006
1.78
69.42
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
27/10/2006
1.76
69.44
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
03/11/2006
1.72
69.48
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
10/11/2006
1.68
69.52
GT
IGSLBH57
71.20
7.00
12.00
64.20
59.20
08/12/2006
1.60
69.60
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
23/06/2006
6.36
54.62
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
30/06/2006
2.64
58.34
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
07/07/2006
2.71
58.27
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
14/07/2006
2.78
58.20
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
21/07/2006
2.79
58.19
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
28/07/2006
2.81
58.17
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
04/08/2006
2.80
58.18
GT
7-8
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH58
60.98
10.00
15.00
50.98
45.98
11/08/2006
IGSLBH58
60.98
10.00
15.00
50.98
45.98
18/08/2006
2.86
58.12
GT
2.89
58.09
IGSLBH58
60.98
10.00
15.00
50.98
45.98
GT
25/08/2006
2.88
58.10
GT
IGSLBH58
60.98
10.00
15.00
50.98
IGSLBH58
60.98
10.00
15.00
50.98
45.98
01/09/2006
2.90
58.08
GT
45.98
08/09/2006
2.94
58.04
IGSLBH58
60.98
10.00
15.00
GT
50.98
45.98
15/09/2006
3.00
57.98
GT
IGSLBH58
60.98
10.00
IGSLBH58
60.98
10.00
15.00
50.98
45.98
22/09/2006
2.99
57.99
GT
15.00
50.98
45.98
29/09/2006
2.99
57.99
IGSLBH58
60.98
GT
10.00
15.00
50.98
45.98
06/10/2006
3.01
57.97
GT
IGSLBH58
IGSLBH58
60.98
10.00
15.00
50.98
45.98
13/10/2006
3.01
57.97
GT
60.98
10.00
15.00
50.98
45.98
20/10/2006
3.00
57.98
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
27/10/2006
3.00
57.98
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
03/11/2006
2.98
58.00
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
10/11/2006
2.94
58.04
GT
IGSLBH58
60.98
10.00
15.00
50.98
45.98
08/12/2006
2.88
58.10
GT
IGSLBH59
57.37
30.00
39.00
27.37
18.37
14/07/2006
10.86
46.51
GT
IGSLBH61
59.93
11.80
24.00
48.13
35.93
21/07/2006
11.12
48.81
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
28/07/2006
11.10
48.83
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
04/08/2006
11.08
48.85
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
11/08/2006
11.08
48.85
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
18/08/2006
11.04
48.89
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
25/08/2006
11.13
48.80
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
01/09/2006
11.16
48.77
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
08/09/2006
11.17
48.76
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
15/09/2006
11.18
48.75
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
22/09/2006
11.22
48.71
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
29/09/2006
11.25
48.68
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
06/10/2006
11.26
48.67
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
13/10/2006
11.25
48.68
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
20/10/2006
11.25
48.68
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
27/10/2006
11.24
48.69
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
03/11/2006
11.19
48.74
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
10/11/2006
11.11
48.82
GT,RK
IGSLBH61
59.93
11.80
24.00
48.13
35.93
08/12/2006
11.05
48.88
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
14/07/2006
9.24
49.77
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
21/07/2006
9.26
49.75
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
28/07/2006
9.25
49.76
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
04/08/2006
9.30
49.71
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
11/08/2006
9.30
49.71
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
18/08/2006
9.33
49.68
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
25/08/2006
9.35
49.66
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
01/09/2006
9.33
49.68
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
08/09/2006
9.30
49.71
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
15/09/2006
9.29
49.72
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
22/09/2006
9.28
49.73
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
29/09/2006
9.24
49.77
GT,RK
7-9
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH62
59.01
17.80
23.80
41.21
35.21
06/10/2006
IGSLBH62
59.01
17.80
23.80
41.21
35.21
13/10/2006
9.26
49.75
GT,RK
9.28
49.73
IGSLBH62
59.01
17.80
23.80
41.21
35.21
GT,RK
20/10/2006
9.27
49.74
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
IGSLBH62
59.01
17.80
23.80
41.21
35.21
27/10/2006
9.27
49.74
GT,RK
35.21
03/11/2006
9.22
49.79
IGSLBH62
59.01
17.80
23.80
41.21
GT,RK
35.21
10/11/2006
9.19
49.82
GT,RK
IGSLBH62
59.01
17.80
23.80
41.21
35.21
08/12/2006
IGSLBH63
54.62
7.00
15.00
47.62
39.62
18/08/2006
9.12
49.89
GT,RK
4.34
50.28
IGSLBH63
54.62
7.00
15.00
47.62
39.62
25/08/2006
GT
4.36
50.26
GT
IGSLBH63
54.62
7.00
15.00
47.62
39.62
IGSLBH63
54.62
7.00
15.00
47.62
39.62
01/09/2006
4.37
50.25
GT
08/09/2006
4.40
50.22
IGSLBH63
54.62
7.00
15.00
47.62
GT
39.62
15/09/2006
4.41
50.21
GT
IGSLBH63
54.62
7.00
15.00
IGSLBH63
54.62
7.00
15.00
47.62
39.62
22/09/2006
4.39
50.23
GT
47.62
39.62
29/09/2006
4.44
50.18
IGSLBH63
54.62
7.00
GT
15.00
47.62
39.62
06/10/2006
4.42
50.20
GT
IGSLBH63
54.62
IGSLBH63
54.62
7.00
15.00
47.62
39.62
13/10/2006
4.45
50.17
GT
7.00
15.00
47.62
39.62
20/10/2006
4.44
50.18
IGSLBH63
GT
54.62
7.00
15.00
47.62
39.62
27/10/2006
4.42
50.20
GT
IGSLBH63
54.62
7.00
15.00
47.62
39.62
03/11/2006
4.36
50.26
GT
IGSLBH63
54.62
7.00
15.00
47.62
39.62
10/11/2006
4.31
50.31
GT
IGSLBH63
54.62
7.00
15.00
47.62
39.62
08/12/2006
4.19
50.43
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
14/07/2006
1.69
44.43
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
21/07/2006
1.71
44.41
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
28/07/2006
1.73
44.39
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
04/08/2006
1.72
44.40
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
11/08/2006
1.76
44.36
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
18/08/2006
1.80
44.32
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
25/08/2006
1.81
44.31
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
01/09/2006
1.78
44.34
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
08/09/2006
1.85
44.27
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
15/09/2006
1.84
44.28
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
22/09/2006
1.87
44.25
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
29/09/2006
1.91
44.21
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
06/10/2006
1.92
44.20
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
13/10/2006
1.89
44.23
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
20/10/2006
1.90
44.22
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
27/10/2006
1.90
44.22
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
20/10/2006
1.91
44.21
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
27/10/2006
1.89
44.23
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
03/11/2006
1.90
44.22
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
10/11/2006
1.88
44.24
GT
IGSLBH64A
46.12
5.00
15.00
41.12
31.12
08/12/2006
1.84
44.28
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
23/06/2006
1.84
44.91
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
29/06/2006
1.84
44.91
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
07/07/2006
1.87
44.88
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
14/07/2006
1.90
44.85
GT
7-10
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH65
46.75
18.00
22.00
28.75
24.75
21/07/2006
IGSLBH65
46.75
18.00
22.00
28.75
24.75
28/07/2006
1.97
44.78
GT
2.02
44.73
IGSLBH65
46.75
18.00
22.00
28.75
24.75
GT
04/08/2006
2.03
44.72
GT
IGSLBH65
46.75
18.00
22.00
28.75
IGSLBH65
46.75
18.00
22.00
28.75
24.75
11/08/2006
2.03
44.72
GT
24.75
18/08/2006
2.04
44.71
IGSLBH65
46.75
18.00
22.00
GT
28.75
24.75
25/08/2006
2.06
44.69
GT
IGSLBH65
46.75
18.00
IGSLBH65
46.75
18.00
22.00
28.75
24.75
01/09/2006
2.05
44.70
GT
22.00
28.75
24.75
08/09/2006
2.04
44.71
IGSLBH65
46.75
GT
18.00
22.00
28.75
24.75
15/09/2006
2.03
44.72
GT
IGSLBH65
IGSLBH65
46.75
18.00
22.00
28.75
24.75
22/09/2006
1.99
44.76
GT
46.75
18.00
22.00
28.75
24.75
29/09/2006
2.00
44.75
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
06/10/2006
2.00
44.75
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
13/10/2006
2.04
44.71
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
20/10/2006
2.02
44.73
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
27/10/2006
2.01
44.74
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
03/11/2006
1.99
44.76
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
10/11/2006
1.98
44.77
GT
IGSLBH65
46.75
18.00
22.00
28.75
24.75
08/12/2006
1.89
44.86
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
23/06/2006
3.19
27.49
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
29/06/2006
3.14
27.54
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
07/07/2006
3.16
27.52
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
14/07/2006
3.20
27.48
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
21/07/2006
3.22
27.46
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
28/07/2006
3.21
27.47
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
04/08/2006
3.23
27.45
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
11/08/2006
3.26
27.42
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
18/08/2006
3.27
27.41
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
25/08/2006
3.30
27.38
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
01/09/2006
3.34
27.34
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
08/09/2006
3.36
27.32
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
15/09/2006
3.36
27.32
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
22/09/2006
3.35
27.33
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
29/09/2006
3.35
27.33
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
06/10/2006
3.33
27.35
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
13/10/2006
3.32
27.36
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
20/10/2006
3.33
27.35
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
27/10/2006
3.33
27.35
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
03/11/2006
3.30
27.38
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
10/11/2006
3.29
27.39
GT
IGSLBH66
30.68
14.80
20.80
15.88
9.88
08/12/2006
3.21
27.47
GT
IGSLBH67
24.30
18.00
22.00
6.30
2.30
23/06/2006
7.18
17.12
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
29/06/2006
7.25
17.05
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
07/07/2006
7.31
16.99
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
14/07/2006
7.34
16.96
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
21/07/2006
7.36
16.94
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
28/07/2006
7.40
16.90
RK
7-11
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH67
24.30
18.00
22.00
6.30
2.30
04/08/2006
IGSLBH67
24.30
18.00
22.00
6.30
2.30
11/08/2006
7.41
16.89
RK
7.41
16.89
IGSLBH67
24.30
18.00
22.00
6.30
2.30
RK
18/08/2006
7.42
16.88
RK
IGSLBH67
24.30
18.00
22.00
6.30
IGSLBH67
24.30
18.00
22.00
6.30
2.30
25/08/2006
7.44
16.86
RK
2.30
01/09/2006
7.46
16.84
IGSLBH67
24.30
18.00
22.00
RK
6.30
2.30
08/09/2006
7.49
16.81
RK
IGSLBH67
24.30
18.00
IGSLBH67
24.30
18.00
22.00
6.30
2.30
15/09/2006
7.49
16.81
RK
22.00
6.30
2.30
22/09/2006
7.48
16.82
IGSLBH67
24.30
RK
18.00
22.00
6.30
2.30
29/09/2006
7.51
16.79
RK
IGSLBH67
IGSLBH67
24.30
18.00
22.00
6.30
2.30
06/10/2006
7.52
16.78
RK
24.30
18.00
22.00
6.30
2.30
13/10/2006
7.56
16.74
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
20/10/2006
7.55
16.75
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
27/10/2006
7.55
16.75
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
03/11/2006
7.51
16.79
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
10/11/2006
7.48
16.82
RK
IGSLBH67
24.30
18.00
22.00
6.30
2.30
08/12/2006
7.35
16.95
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
23/06/2006
2.98
8.66
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
29/06/2006
3.79
7.85
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
07/07/2006
3.82
7.82
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
14/07/2006
3.91
7.73
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
21/07/2006
3.93
7.71
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
28/07/2006
3.94
7.70
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
04/08/2006
3.94
7.70
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
11/08/2006
3.93
7.71
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
18/08/2006
3.98
7.66
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
25/08/2006
4.01
7.63
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
01/09/2006
4.02
7.62
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
08/09/2006
4.02
7.62
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
15/09/2006
4.02
7.62
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
22/09/2006
4.02
7.62
RK
IGSLBH68
11.64
9.00
15.00
2.64
-3.36
29/09/2006
4.02
7.62
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
23/06/2006
4.16
3.80
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
29/06/2006
4.17
3.79
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
07/07/2006
4.20
3.76
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
14/07/2006
4.25
3.71
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
21/07/2006
4.31
3.65
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
28/07/2006
4.32
3.64
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
04/08/2006
4.32
3.64
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
11/08/2006
4.35
3.61
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
18/08/2006
4.37
3.59
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
25/08/2006
4.41
3.55
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
01/09/2006
4.44
3.52
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
08/09/2006
4.46
3.50
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
15/09/2006
4.48
3.48
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
22/09/2006
4.52
3.44
RK
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
29/09/2006
4.48
3.48
RK
7-12
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
06/10/2006
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
13/10/2006
4.47
3.49
RK
4.45
3.51
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
RK
20/10/2006
4.44
3.52
RK
IGSLBH69
7.96
8.00
15.50
-0.04
IGSLBH69
7.96
8.00
15.50
-0.04
-7.54
27/10/2006
4.45
3.51
RK
-7.54
03/11/2006
4.43
3.53
IGSLBH69
7.96
8.00
15.50
-0.04
RK
-7.54
10/11/2006
4.39
3.57
RK
IGSLBH69
7.96
8.00
15.50
IGSLBH70
3.95
8.00
15.10
-0.04
-7.54
08/12/2006
4.28
3.68
RK
-4.05
-11.15
23/06/2006
1.58
2.37
IGSLBH70
3.95
8.00
RK
15.10
-4.05
-11.15
30/06/2006
1.58
2.37
RK
IGSLBH70
3.95
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
07/07/2006
1.64
2.31
RK
8.00
15.10
-4.05
-11.15
14/07/2006
1.68
2.27
IGSLBH70
RK
3.95
8.00
15.10
-4.05
-11.15
21/07/2006
1.67
2.28
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
28/07/2006
1.69
2.26
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
04/08/2006
1.73
2.22
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
11/08/2006
1.75
2.20
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
18/08/2006
1.69
2.26
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
25/08/2006
1.72
2.23
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
01/09/2006
1.76
2.19
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
08/09/2006
1.78
2.17
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
15/09/2006
1.84
2.11
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
22/09/2006
1.82
2.13
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
29/09/2006
1.85
2.10
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
06/10/2006
1.88
2.07
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
13/10/2006
1.87
2.08
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
20/10/2006
1.85
2.10
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
27/10/2006
1.84
2.11
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
03/11/2006
1.82
2.13
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
10/11/2006
1.79
2.16
RK
IGSLBH70
3.95
8.00
15.10
-4.05
-11.15
08/12/2006
1.67
2.28
RK
IGSLBH71
10.70
10.00
40.40
0.70
-29.71
27/10/2006
4.05
6.65
RK
IGSLBH71
10.70
10.00
40.40
0.70
-29.71
03/11/2006
4.02
6.68
RK
IGSLBH71
10.70
10.00
40.40
0.70
-29.71
10/11/2006
3.99
6.71
RK
IGSLBH71
10.70
10.00
40.40
0.70
-29.71
08/12/2006
3.94
6.76
RK
IGSLBH72
8.85
12.00
35.00
-3.16
-26.16
20/10/2006
4.08
4.77
RK
IGSLBH72
8.85
12.00
35.00
-3.16
-26.16
27/10/2006
4.04
4.81
RK
IGSLBH72
8.85
12.00
35.00
-3.16
-26.16
03/11/2006
4.00
4.85
RK
IGSLBH72
8.85
12.00
35.00
-3.16
-26.16
10/11/2006
3.98
4.87
RK
IGSLBH72
8.85
12.00
35.00
-3.16
-26.16
08/12/2006
3.87
4.98
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
08/09/2006
2.23
7.31
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
15/09/2006
2.22
7.32
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
22/09/2006
2.22
7.32
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
29/09/2006
2.25
7.29
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
06/10/2006
2.28
7.26
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
13/10/2006
2.27
7.27
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
20/10/2006
2.30
7.24
RK
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
27/10/2006
2.34
7.20
RK
7-13
Borehole
Ref.
Ground
Level
(mOD)
Depth to
top of
response
zone
(m bgl)
Depth to
bottom of
response
zone
(m bgl)

response response
Date
depth
zone
zone
(m bgl)
(mOD)
(mOD)
Water
level
(mOD)
Response
Zone
Material(s)
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
03/11/2006
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
10/11/2006
2.31
7.23
RK
2.28
7.26
IGSLBH73
9.54
18.00
29.90
-8.46
-20.36
RK
08/12/2006
2.18
7.36
RK
IGSLBH74
25.55
21.00
30.00
4.55
IGSLBH74
25.55
21.00
30.00
4.55
-4.46
27/10/2006
5.92
19.63
RK
-4.46
03/11/2006
5.88
19.67
IGSLBH74
25.55
21.00
30.00
4.55
RK
-4.46
10/11/2006
5.82
19.73
RK
IGSLBH74
25.55
21.00
30.00
4.55
-4.46
08/12/2006
5.69
19.86
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
29/09/2006
4.49
37.49
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
06/10/2006
4.51
37.47
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
13/10/2006
4.54
37.44
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
20/10/2006
4.55
37.43
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
27/10/2006
4.59
37.39
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
03/11/2006
4.55
37.43
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
10/11/2006
4.52
37.46
RK
IGSLBH76
41.98
24.00
44.80
17.98
-2.82
08/12/2006
4.34
37.64
RK
IGSLBH77
15.77
27.60
45.60
-11.84
-29.84
10/11/2006
12.52
3.25
RK
IGSLBH77
15.77
27.60
45.60
-11.84
-29.84
08/12/2006
12.47
3.295
RK
Notes:
1.
Instrument type: All instruments are Observation Wells
2.
Materials: MG = Made Ground; AV = Alluvium; GR = Gravel; GT = Glacial Till; and RK = Rock
7-14
Figures
Figures
Figure No.
Title
Figure 1
Figure 2
Figure 3
Quaternary Geology Map

Bedrock Geology Map
GSI Dublin City Centre Rockhead Levels
7-15
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METRO NORTH

Geotechnical Data Report

Dublin Metro North

Dublin Metro North

Geotechnfcal Data Report

Document control sheet Form IP180/B

Geotechnical Data Report

Job No: 80307000

WIl) " ('

~"".,. u-_ f) /l/J

accdingy, assume no duties, liabilities or obligations to that Third Part, and

rep to the Third Part.

Dublin Metro North

Scope of the Report

Other Relevant Reports

Limitations and Exceptions

Site Location and Topography

Ground Investigation Fieldwork

Light Cable Percussion Boreholes

Rotary Open Hole, Rotary Core and Geobor-S Drillholes

Ground Investigation Laboratory Testing

Previous Ground Investigation

Metro North Ground Investigation Programme

Previous Construction Experience

Dublin Metro North

Dublin Port Tunnel

Other Tunnel Projects

Other Projects / Relevant Papers

Summary of GSI Ground Investigation Reports

Quaternary Geology Map

B/MN/0000/GE/01 Rev. A01

Exploratory Hole Location Plan Sheet 1 of 13

Dublin Metro North

Preparation of Reference Design;

Scope of the Report

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Group A works (Sections 1 to 3) from Belinstown to Dublin Airport southern

Area 1 Depot to south of Swords;

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Area 6 DCU to south of Mater; and

Other Relevant Reports

This report is to be read in conjunction with the following Reference Design

Technical Note 023 - Desk Study Review;

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Limitations and Exceptions

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Site Location and Topography

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2.3.1 Sources of Information

Geological Survey of Ireland, 1995: Geology of Kildare-Wicklow Sheet 16

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Geological Survey of Ireland, 1994: Geology of Kildare-Wicklow: A

Other sources of information consulted include relevant published literature and

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Dublin Metro North

in the vicinity of the River Liffey; and

immediately north of the Broadmeadow River, covering approximately 100m

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Till with Gravel

north of Nevinstown, covering approximately 300m of the route; and

The gravels are interpreted to be glaciofluvial terrace deposits and post-glacial

the Tolka River covering approximately 300m of the route: and

Dublin Metro North