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Piling Works Tour
New Bridgewater Bridge Project
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Blue Mountains Field Trip
IAEG 60th Anniversary Celebrations
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Site Tour: Mass Soil Mixing
Queensland Train Manufacturing Program, Ormeau rail facility project
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Drained shear behaviour of sand with inherent transverse isotropy under cyclic loading
The objective of this paper is to elucidate the characteristics of sand with inherent transverse isotropy under more general loading conditions, such as unloading–reloading as well as monotonic loading. To this end, cyclic loading tests and loading tests with rotation of principal stress axes were carried out using a large hollow cylindrical apparatus. Through analysis of the experimental results, the characteristics of dilatancy, hardening, principal plastic deviatoric strain increment ratio and direction of maximum principal plastic strain have been clarified not only for monotonic loading conditions but also for more general loading conditions.
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Design, excavation and performance of rock cuttings on the Karratha to Tom Price Road, Stage 2
Construction of the Stage 2 Karratha Tom Price Road (KTP2) situated in the Pilbara region of WA, included excavation of about 130 cuttings along the route, which total about 18.5 km in length. Design and Construction was undertaken by the Millstream Link Alliance, which is a “pure alliance” that comprises Main Roads Western Australia, MacMahon Contractors Pty Ltd, Coffey International Pty Ltd and GHD Pty Ltd.
Cut slopes, catch ditch widths and bench widths were based on a combination of field observations on existing rail cuttings, geological mapping, modelling of fallen rocks using the computer simulation programme “RocFall”, and a Quantitative Risk Assessment (QRA). An ongoing design assessment was also applied where after initial excavation had begun, the batters were flattened to suit the exposed ground conditions. Rock fall modelling, which was calibrated based on the review of the adjacent rail cuttings and confirmed by rock rolling trials just prior to opening the road to the public, indicated that less than 1% of rocks would reach the road. These rock fall “escape-rates” were included in the QRA, which indicated the risk to life associated with rock falls along the road would be acceptable.
The ground conditions made for very difficult cleanup conditions, and assessment of the “condition and quality” of the constructed cut faces. The rock instability mechanisms in such ground conditions typically do not comprise textbook wedge, planar sliding or toppling failures conducive to stability calculations. Rather, as the three significant rock falls that occurred during construction and other smaller failures attest, the rock instability that has occurred has resulted from a diverse range of mechanisms, such as ravelling of weak layers underlying massive rock, rolling of rounded rocks from the soil profile of a cutting and sliding failure on uncommon defect sets.
In the two annual stability reviews since the road was opened in August 2008, there have been about 2,000 fallen rocks. Only three rocks travelled far enough to reach the traffic lanes. Performance of the rock slopes since the road was opened to public traffic has been in reasonable accord with the design intent and it is judged that the agreed performance criterion is satisfied.
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Rope access methods in slope risk assessment and remediation
Rope Access Methods provide a safe, cost effective and efficient means of improving the quality of slope risk assessments and inspection of installed remediation measures in areas where access by conventional means is not possible or practical. The method provides a means for observing slope conditions at close quarters thereby enabling hazard identification, trigger mechanisms and detachment probabilities to be assessed with greater confidence. Case studies presented in this paper demonstrate how Rope Access Methods used by experienced geotechnical professionals can be carried out on a site in conjunction with other works. This not only improves the quality of assessments but can reduce project costs and disruption to public infrastructure and public areas.
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Design Of Pile Foundation For An Integral Bridge In Soft Ground On Hunter Expressway
The Hunter Expressway will provide a four-lane carriageway 40 km long between the F3 Interchange at Newcastle and the New England Highway at Branxton, New South Wales Australia. It is due to be opened by the end of 2013. The Hunter Expressway Alliance (HEA), comprising Roads and Maritime Services (RMS), Thiess Pty Ltd, Parsons Brinckerhoff and Hyder Consulting, is constructing the eastern section consisting of 13 km of new freeway and local road adjustments. There are 23 bridges and major culvert structures. This paper describes the foundation design challenges of bridge No. 18 at Buchanan Interchange. In particular, it will discuss foundation design constraints from the bridge structure, 5 m high embankment on soft compressible ground and its impact on pile design, construction constraints and monitoring, and pile testing.
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Precast driven piles in the Melbourne Region – A brief overview of current practice
Precast piling remains a practical and cost effective foundation solution for many projects within Melbourne and its surrounds. This paper presents an overview of current practice in relation to pile design, pile loadings, installation methodologies and load testing and verification. Compression only pile joints have been used in the Melbourne market. The suitability of this type of joint is discussed and the problems associated with the use of compression only joints are highlighted. Some common construction difficulties are outlined and solutions to overcome these problems are presented. Environmental considerations are becoming increasingly important, particularly around inner city areas. This sometimes leads to reluctance to adopt a driven pile solution. However, with the use of sound attenuated hammers and appropriate vibration monitoring and mitigation, driven precast piles continue to be used successfully in sensitive urban locations.