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Proceedings of the 2015 Sydney Chapter Symposium
This page contains papers for the 19th annual symposium organised by the Sydney Chapter of the Australian Geomechanics Society and the NSW branch of the International Association of Hydrogeologists. It is hoped that the symposium will keep practicing geotechnical engineers, engineering geologists, hydrogeologists and other engineering professionals informed of recent developments in this field. It also recognises the need to gather together the experience of those practicing throughout Australia and to allow transfer of knowledge and sharing of their experiences.
These symposia continue to be one of the best forms for bringing together the key stakeholders of the Australian geological, geotechnical and groundwater community. The main objective of the symposium, held on 13 November 2015, is to advance the knowledge in design and construction towards safer excavations, more cost effective shoring practices, accurate groundwater modelling and better management of groundwater issues in urban and infrastructure environment.
Contributors include academics, practicing consultants, designers, suppliers and contractors. The papers present novel design and construction technologies for the performance monitoring and prediction of groundwater flow in excavations, groundwater management, the state-of-the-art practices, innovative technologies as well as new research results and case histories on construction.
This symposium is the cooperative effort of many authors and qualified reviewers. The editors and organising committee wish to thank the authors, who have generously contributed their time to prepare the various papers and the colleagues of the authors, who have assisted with time, secretarial, drafting and other facilities. Appreciation is also extended to our sponsors for their support. Without them the Symposium would not be possibly the best ongoing forum for the Australian Geomechanics and groundwater community.
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Liquefaction potential assessment and pile foundation design for high efficiency gas turbines and compressors in Perth
This paper presents a case study of liquefaction potential assessment and pile foundation design for two high efficiency gas turbines and two gas compressors in Kwinana, Perth. Firstly the complexity of the local geology is described with a detailed discussion on the geotechnical risks of the potentially liquefiable loose sands or silty sands of 2 to 3m thickness at varying depths overlying the Tamala Limestone Formation which has potential cavities. The design criteria and the adopted geotechnical parameters for the developed geotechnical model are then discussed. A liquefaction potential assessment approach has been proposed after critical review of the currently published, with an emphasis on the importance of evaluating a suitable earthquake magnitude for a project site. Based on the results of liquefaction potential evaluation and the risk assessment of a number of options, pile foundations have been adopted for the gas turbine generators. A piling strategy has been developed for analysis, design, installation and testing for the proposed Franki piles founded on the Tamala Limestone Formation. The gas compressor raft foundations are to be founded on piles at a shallower depth above the liquefiable loose sandy layer to mitigate the potential risks of loosening/degradation effect of the cemented sands induced by the dynamic loads during the compressor operation. The assessed differential settlement induced by the potentially liquefiable sandy layer has been taken into account by the structural engineer for his detailed design and articulation of the reinforcement.
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Liquefaction Potential Assessment And Pile Foundation Design For High Efficiency Gas Turbines And Compressors In Perth
This paper presents a case study of liquefaction potential assessment and pile foundation design for two high efficiency gas turbines and two gas compressors in Kwinana, Perth. Firstly the complexity of the local geology is described with a detailed discussion on the geotechnical risks of the potentially liquefiable loose sands or silty sands of 2 m to 3 m thickness at varying depths overlying the Tamala Limestone Formation which has potential cavities. The design criteria and the adopted geotechnical parameters for the developed geotechnical model are then discussed. A liquefaction potential assessment approach has been proposed after critical review of the currently published, with an emphasis on the importance of evaluating a suitable earthquake magnitude for a project site. Based on the results of liquefaction potential evaluation and the risk assessment of a number of options, pile foundations have been adopted for the gas turbine generators. A piling strategy has been developed for analysis, design, installation and testing for the proposed Franki piles founded on the Tamala Limestone Formation. The gas compressor raft foundations are to be founded on piles at a shallower depth above the liquefiable loose sandy layer to mitigate the potential risks of loosening/degradation effect of the cemented sands induced by the dynamic loads during the compressor operation. The assessed differential settlement induced by the potentially liquefiable sandy layer has been taken into account by the structural engineer for his detailed design and articulation of the reinforcement.
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Challenges for Australian flexible airport pavements
Since the end of direct Commonwealth government management of Australian airports in the 1990s, there has been no coordinated up-keep of airport pavement technology and practice in this country. In contrast, aircraft technology has advanced significantly. To address significant risks, a number of construction contractors have introduced new products and methods. However, the risk-averse nature of the airport industry has sometimes resulted in good solutions being resisted. A number of challenges relating to flexible aircraft pavements have resulted, including aircraft with higher tyre pressure and wheel load combination than previously experienced and an associated inability to ‘prove’ the upper fine crushed rock base layers during construction. Also, a general reduction in bitumen reliability has resulted in the increased use of polymer modified bitumen for asphalt production, but these products are not readily available in regional areas. Moreover, airport asphalt was routinely rejuvenated to extend the period between resurfacing, but increased concern for the impact of surface treatments on skid resistance has resulted in some designers no longer recommending such maintenance. A reduction in the number of specialised airport pavement engineers has meant that expertise, particularly in spray seal design for airports, has become limited. The reduction in expertise has also seen the development of new methods for expedient airport pavement rehabilitation be substantially left to construction contractors. A collaborative, airport-industry-wide initiative is essential to addressing these challenges in the future.
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Sustainability Considerations For Ground Improvement Technique Using Controlled Modulus Columns
Sustainability is becoming an ever more important consideration for the selection of ground improvement methods on construction projects around the world. When considering this criterion, the controlled modulus column (CMC) technology emerges as one of the relatively novel technologies that are capable to deliver valuable and sustainable outcomes. CMC installation is a vibration free process and produces very limited soil cuttings, making CMC suitable for improvement of soft ground, contaminated sites and ones adjacent to sensitive structures. Besides, CMC uses grout only without the use of steel reinforcement; hence carbon footprint estimated for CMC is generally lower than those for traditional piling techniques. Besides these valuable aspects, it is believed that this technology can still be advanced to contribute more to the sustainable development, owing to ongoing research works and practical experience. This paper summarises the key sustainability aspects of using CMC technology and highlights some potential aspects for further development. Future research directions are discussed to enhance sustainable design practice. These include general discussions on the issues of economic design with trial field tests, the use of recycled industrial by-products for grout mix, improved design, maximising the resiliency of structures and the energy consumption. The CMC installation effects on the surrounding soils and environment are also discussed sensibly in this paper.
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Future Of Australian Rail Tracks Capturing Higher Speeds With Heavier Freight
In Australia, quicker and more cost effective commuter and freight transports are essential to cater for the needs of travel demand and supply chains in the mining and agriculture sectors. Such development in coastal areas would necessitate the use of ground improvement techniques in response to environmental legislation and requirements for improved performance and sustainability. In coastal Australia the high cost of track maintenance is the main issue due to poor drainage of soft coastal soils, ballast degradation, fouling (e.g. coal and subgrade soil), differential settlement of track, pumping of subgrade soils and track misalignment due to excessive lateral movements. Hundreds of millions of dollars are spent each year on the construction and maintenance of rail tracks and the existing technical specifications, standards and design are often unable to address these problems. With increased train speeds, the capacity of the track is often inadequate unless more resilient tracks are designed to withstand the substantially increased vibration and cyclic and impact loads. The optimum use of maintenance funds is a challenging task due to the absence of comprehensive methods to predict track longevity even on terrain where the properties of the soils are well established. Until today, the vast majority of Australian track designs have considered ballast and structural fill as elastic granular media, and thus the designers have adopted predominantly empirical methods where true cyclic loading patterns and the onset of plasticity and degradation of track materials are ignored. In many European countries and some parts of Southeast Asia, especially among high speed rail networks, track vibrations are serious concerns. The mechanisms of ballast degradation and deformation, the need for effective track confinement, understanding the interface behaviour and the imperative need for flood protection, time dependent drainage and filtration properties of track materials requires further research to improve the existing design guidelines and Australian Standards for future high speed commuter and heavier freight trains. Field studies on instrumented tracks at Bulli (near Wollongong) and Singleton (near Newcastle) supported by RailCorp and ARTC, were carried out to measure the in situ stresses and deformation of ballast embankments. The application of prefabricated vertical drains (PVDs) to stabilise soft subgrade soils was introduced for the first time in Australia to improve the overall track stability in Sandgate (near Newcastle). The effectiveness of using PVDs was observed through field measurements and finite element analyses. In this keynote paper, the current state-ofthe-art knowledge of rail track geotechnology in Australia and around the world is discussed. The paper focuses on primary research and development of new design and construction concepts for enhanced track performance, highlighting examples of innovations from theory to practice. Through case studies, the paper also introduces predictive and design tools for practitioners via user-friendly approaches.
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Geotechnical aspects of the Mid-West Rail Upgrade Project in Western Australia
This paper presents a description of the geotechnical aspects associated with the design and construction of the MidWest Rail Upgrade project in the Mid-West region of Western Australia. It covers aspects of site investigation on existing track formation and track duplication alignments, assessment of the capacity of existing bridge foundations, methods for assessment of the suitability of existing rail formation and upgrades required, analysis of railway behaviour in salt lake areas and recommended ground improvement schemes as well as design of formation-to-bridge transition zones. The paper presents results from a constructability study carried out to assess the stability of existing operational track during the construction of duplicated portions of the line. It also describes the methodology and results of borrow source investigations for both main sections of the project and geotechnical related issues that arose during the construction stage.
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Difficulties in assessment of liquefaction from SPT
The difficulties in assessing liquefaction potential from the results of Standard Penetration Tests (SPTs) are illustrated by a case study. The method of Youd et al. (2001) is used to predict the potential for liquefaction. The important parameters for use in a ‘design earthquake’, namely peak ground acceleration and earthquake magnitude, have been derived for the site of a large industrial complex in Port Adelaide, South Australia. An assessment of the potential for liquefaction was required, as the site contained loose saturated sands and a loss of foundation support would have considerable implications for footing and retention wall designs. Questions in the assessment arose when the factor of safety against liquefaction determined from the results of SPT differed significantly from those determined from cone penetration tests (CPTs). Based on the SPT results, the site was predicted to be unstable against liquefaction for the design earthquake event, but the CPT assessment showed that the site had an adequate factor of safety. An investigation into the differences between results on this site and for a number of neighbouring sites revealed that the SPT N values were generally lower than values expected from published correlations with CPT profiles. A discussion of possible reasons for the disparities is presented within this paper and it is concluded that assessments based on SPT results alone are over-conservative for the ground conditions considered. Assessments using CPT results will provide a better assessment of liquefaction potential, as the CPT results are more reliable. The industrial site was therefore considered to have an adequate factor of safety against liquefaction for the design earthquake, resulting in considerable construction savings.
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Supporting Innovative Design and Construction
Innovation is at the core of the engineering profession. Innovation is driven largely by the need to increase efficiency, reduce costs, or respond to increasing complexity. In today’s context, these drivers appear to be converging, with efficiency, cost and increased complexity almost a baseline for all projects, and the impacts of climate change, sustainability and the circular economy a significant influence on the future of transport infrastructure. To seek the benefits of innovation on transport infrastructure projects, Major Road Projects Victoria’s (MRPV) aims to facilitate the minimisation and removal of barriers and obstacles to innovation. The barriers to innovation include a risk-adverse culture, limited capacity and capability of resources (both within industry and government), leadership, regulatory requirements and a bureaucratic culture, and rewards and incentives for the implementation of innovation. Through a series of new initiatives, this presentation will outline how MRPV is supporting innovation in design and construction of major road projects in Victoria. To address barriers associated with risk-aversion and capacity, MRPV have implemented a new delivery model that focuses on a program of projects with incentives for innovative solutions. For barriers associated with leadership, regulatory requirements and bureaucratic culture, MRPV is leading a program of modernising and updating standards and specifications including trialling intelligent compaction, and creating of a new technical specific for recycled organics.
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Discussion on paper by P. Gibbons and S. Cowan (2018) on “Subgrade Treatment design for expansive soils in Adelaide using Australian Standard AS2870 – Is this the right approach?“
The authors have provided a useful case study with a methodology adopted for a particular project, and then raised the broader question of the application of AS 2870 as a correct approach for subgrade treatment. There are many discussions and case studies for AS 2870 with respect to buildings (e.g. Cameron, 2018 in the same AGS volume), but only limited publications with respect to roadways. While AS2870 was developed for buildings, the question on whether the principles and methodology may be applied to roadways is one which requires some discussion and research. This discussion extends nascent questions to the authors and also to other researchers in this area. Gibbons and Cowans (2018) has data based on a “live” project which understandably may not have the benefit of wider data needed for fundamental research type questions posed herein.