
Albany Visitor Centre's Kirstie Cooper and Hilton Garden Inn Albany's Steve Millhouse finalists for awards
Two dedicated Albany professionals have been nominated as finalists for prestigious State awards recognising excellence in the tourism industry.
Kirstie Cooper from the Albany Visitor Centre has been named a finalist for the Sir David Brand young achiever medal, while the Hilton Garden Inn Albany's hotel manager Steve Millhouse is shortlisted for the individual excellence by a tourism professional award.
Run by the Tourism Council WA, the
2025 Perth Airport WA Tourism Awards for Individual Excellence
sees 33 finalists in the running for five titles, that also include the FACET Golden Guide Award, Individual Excellence in Aboriginal Tourism and Individual Excellence in Customer Service.
Ms Cooper said she was 'humbled' to be recognised for the award, which celebrates people under the age of 30 making an impact in the tourism industry.
The 25-year-old's tourism journey began when she was 16 and joined the visitor centre on a work placement.
A decade later, she serves as senior customer service officer and cruise co-ordinator, detailing the region's gems to visiting tourists, booking tours, accommodation and tickets, managing the social media and acting as the point person for cruise ship passengers visiting the town.
'The passion I have for Albany is pretty strong,' she said.
'I've been here since I was 16, and I love Albany so much which is why I picked the visitor centre.
'I think the passion I have for promoting this place is something that's just crazy.
'Everyone always says to me, 'oh you just love Albany so much, you're one person that I've seen that absolutely loves their job'.
'But yeah I hope the little things that I do just help shape tourism in the Great Southern and put Albany on the map.'
Ms Cooper will compete with six other young achievers for the top gong, while Mr Millhouse will run against another six for his title.
The winners will be announced on May 28 at the 2025 Perth Airport WA Tourism Conference hosted at the Esplanade Hotel in Fremantle.
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After a practice assembly in a Chinese warehouse, the parts that will make up the boring machines will arrive by ship at Glebe Island in coming months. Once offloaded, they will cover most of the waterfront area seen by motorists as they cross Anzac Bridge. When the assembly starts early next year, two 400-tonne bearings – equivalent to 200 cars – will have to be lifted into the caverns by gantry cranes. The bearings will hold the cutter heads to each of the machines, allowing them to spin. Highlighting the task ahead, the boring machines will have to tunnel through a portion of alluvial fill – a mixture of clay, silt and sand – under the harbour. Before they reach one of the riskiest parts of the tunnelling, up to 47 metres below the harbour surface, the giant machines will temporarily stop for a 'freshen up', which will include changing teeth on the cutter heads. Once they resume churning through the alluvial fill, the priority will be to ensure the machines do not stop. Engineers want to avoid them getting stuck like a boring machine did under the Snowy Mountains for the federal government's multibillion-dollar pumped-hydro project. 'That's something that causes me worry, which is getting stuck under the harbour because there's only one way to then get to it, which is then sinking something down,' Cooper explained. 'If something gets stuck or wears out, then you don't want to be going and trying to fix things in that bad ground because it's dangerous for people, and it's usually under pressure.' During tunnelling for the M1 metro rail line under the harbour in 2019, bubbles rose to the water surface directly above a giant tunnelling machine, alarming senior transport officials who feared that one of the tunnels had been damaged, and possibly breached. However, it quickly turned out to be vibrations from the boring machine that had disturbed air pockets within sediment on the harbour floor. Heralding from Hong Kong, Cooper is no stranger to mega projects having worked in the UK on schemes such as the second stage of the Channel Tunnel rail link before moving in 2008 to Australia where he has been involved with Sydney's rail projects and the WestConnex motorway. 'Going under the harbour is a big risk for us, especially in such a large machine. The ground conditions are not ideal. We're doing everything possible to make sure that [from the tunnel boring] selection through to how we're working ... that we can do it safely,' he said. The use of boring machines represents a major U-turn on earlier plans. The previous NSW Coalition government decided to dig deeper tunnels for the main section of the motorway between Birchgrove and Waverton, ditching plans to lay large tubes in a trench on the harbour floor. At the peak of construction, about 500 people will be working underground at any one time. Apart from underground offices, about five support centres complete with kitchen facilities provide respite for workers during their breaks. 'Tunnel environments are noisy. They have got somewhere comfortable to sit and have a real break,' said delivery director Dean McAllister, who worked on the $2.6 billion Sydney Gateway motorway and the NorthConnex tunnel. Two other chambers each about 42 metres long and 25 metres high have already been excavated for the under-harbour crossing. One of them will house a slurry treatment plant, and the other filter pressers and centrifuges to remove water in the soil. As the boring machines burrow their way under the harbour, slurry will be pumped into their cutter heads to counteract pressure. The circulating slurry will be mixed with the excavated material and pumped back to the treatment plant. After the borers complete their job, the two giant chambers will be used to house ventilation fans to circulate air through the motorway tunnels. Loading Inside the tunnels and caverns already carved out for the project's first stage, it is noisy and humid as workers, diggers and other excavation equipment navigate the underground world. Cross passages are situated at regular intervals along the twin tunnels, which extend to a spaghetti junction at Rozelle for WestConnex. Trucks queue in the tunnels to collect spoil before emerging above ground to take their loads to development sites across the city. 'It's busier than Trafalgar Square. There are so many different things going on down there,' Cooper said. On the north side of the harbour, road headers are churning through rock as they race south towards the Waverton peninsula. Once they reach it, two giant chambers each 38 metres long and 23 metres high will be dug out over a six-month period next year. The so-called receival chambers represent the finish line for the boring machines where they will connect the tunnels from the north to the south. After they break through under Waverton, they will be pulled apart, and most pieces lifted to the surface to be used again. However, their cutter heads will be entombed in concrete in what will literally form burial chambers about 48 metres beneath the peninsula. Loading Spanning 6.5 kilometres, the Western Harbour Tunnel is due to be completed in 2028, four years before the centenary of the Harbour Bridge's opening. The new harbour crossing will provide motorists with a bypass to the western side of the Sydney CBD, linking the Warringah Freeway on the north shore to WestConnex in the south. 'It's amazing engineering, but actually this project is all about connecting Sydney,' Cooper said.