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Industry-University Collaborative Paradigms For Solving Pressing Industry Problems
Currently, the world is tackling the ongoing Industry 4.0 Revolution, and the increasing need for industry-university research collaborations to solve pressing problems is highlighted in this paper. In many cases, solving these problems requires multidisciplinary and practical input to realise genuine advancements. In this regard, two case studies of successful industry-university collaborations are presented; the first is on addressing critical water pipe failures, and the second on the smart transport pavements. The first project used purely industry-university collaboration paradigm, while the second followed Australian Research Council’s Industry Transformation Research Hub Scheme. By reviewing these large collaborative projects and the experience gained through other relatively small collaborations, general observations for effective collaborations are presented. At the same time, the potential impediments to effective collaboration are also highlighted, along with possible ways to overcome them.
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Internal Compression Of Fill Material Originating From Bringelly Shale
A rule of thumb handed down from senior to junior geotechnical engineers in Australia is that internal compression of embankment fill is 0.1% of embankment height and it has been widely used in performance specifications for major infrastructure projects around Australia. It is not clear where this rule of thumb originated from or on what basis it was developed. In Western Sydney this rule of thumb has been adequate for many years because the scale of earthworks in terms of fill thickness has been relatively minor. Large scale earthworks have started to occur over the past decade or so as more significant road and rail development has occurred. Recent experience with higher fills constructed in Western Sydney shows that internal compression strain rate can be greater than 0.1% per log cycle of time. Embankments to about 10 m height on a rail infrastructure projects on Western Sydney were constructed from Bringelly Shale. The fill materials and compaction were compliant with the relevant engineering standards. Comparison of topographic survey about 5 years after construction with design profiles indicated that they had settled between 0.05 and 0.25 m, subject to construction tolerances, and the internal compression strain rate varied between 0.5% and 6.3% per log cycle of time, adopting 1 year as the starting time of post construction settlement. Anecdotal evidence from road embankments of up to 14 m have identified similar magnitudes of settlement response from fill formed of the same Bringelly Shale materials. These values are much higher than the rule of thumb of 0.1% per log cycle of time. Though Bringelly Shale-based fill material has shown such a significant settlement issue, to the authors knowledge, there are no references found in the technical literature that provides some guidance on assessing the internal compression of Bringelly Shale based fill material. Therefore, a series of laboratory tests have been conducted to understand the settlement behaviour of compacted Bringelly Shale. Compaction tests, particle size distribution, Atterberg limits, and small and large-scale compression tests of compacted fill material have been conducted. This paper summarises some of the findings of the laboratory tests and authors’ view on the performance of Bringelly Shale fill material and future studies.
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The dynamic behaviour of some fine-grained subgrade soils under traffic load
The flexible pavement is a very important infrastructure asset which normally consists of asphalt or a sprayed seal surface layer and the underlying base and sub-base courses. The subgrade soil is the existing soils and is the foundation of the pavement. It can be said that the performance of the pavement significantly depends on the bearing capacity of the subgrade. Therefore, an understanding of the behaviour of the subgrade soils would increase the confidence of pavement engineers in the design. Under the moving traffic load the behaviour of the subgrade soils contains two parts: resilient and permanent deformation. In order to investigate this behaviour in the laboratory repeated load triaxial equipment is used. Due to the complicated, time-consuming and expensive procedure, it is a challenge to perform the repeated load triaxial test as a routine basic test. Previous studies have reported the significant influence of the subgrade soil properties and loading conditions on the resilient and permanent deformation. In the current paper, the resilient and permanent deformation behaviour of several fine-grained soils collected from various locations in Victoria, Australia were studied. The effect of subgrade soil physical properties and stress conditions on the resilient modulus and permanent deformation for the experimental soils are examined and discussed.
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Innovative Use of Recycled Rubber and Mining By-Products for Sustainable Rail and Road Infrastructure
Encouraging more real-life applications of circular economy perspectives in transportation infrastructure design and construction, this paper focuses on utilising granular wastes (i.e. coal wash and steel slag) from coal and steel mining for port reclamation, and recycled rubber elements including granulated rubber particles, rubber mats, tyre cells and truck tyre segments for stabilising track formations and reducing ballast degradation. The mixtures of coal wash and steel slag were optimised through a proposed novel customer-made selection criteria and verified through field trial. Moreover, the promising damping property of rubber (with respect to strain energy capacity) was fully exploited to design substructure energy retention layers to minimise deformation and degradation of track elements including impact damage caused by track irregularities such as rail corrugations. The large-scale laboratory testing results obtained using the large-scale triaxial, Process Simulation Prismoidal Triaxial Apparatus, and the prototype National Facility for Cyclic Testing of High-speed Rail and the field trial verify that rail tracks altered with the above-mentioned rubber elements easily satisfy the specified standards and are even superior to conventional ballast tracks in terms of degradation, deformation, stress distribution, and track vibration. In addition, these environmentally friendly approaches promote the reuse of mining by- products and discarded tyres and conveyor belts in transportation infrastructure while providing long-term cost benefits that can save millions of dollars annually in track maintenance and quarrying natural rock aggregates.
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Recommended methodology for determination of design groundwater levels
This paper describes a new methodology for the determination of Design Groundwater Levels (DGWL) or “reasonable maximum” groundwater levels required for design of road structures, such as pavements and bath structures. Existing methodologies, are not tailored for road design purposes, nor rigorously defined and suffer from gaps that may potentially result in either unacceptable risks or over-conservatism in road construction. The proposed methodology is based on hydrogeology concepts and incorporates various types of data that are collected through all the stages of a construction project. Application of the methodology is illustrated by determination of DGWL for the Gateway WA project which is a significant freight access road project around the Kewdale and Perth Airport precinct in Western Australia.
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Engineering Geology In Tasmania: A Review
Infrastructure assembled since the European settlement of Tasmania in 1803 has been required to cope with a diverse and complex geology. Tasmania is a relatively small island but the superimposition of a complex structural and climatic history sets the stage for significant problems. These fall into four main categories: fractured and deformed rocks, the notorious and variable Jurassic dolerite, unstable Tertiary rift sediments and Pleistocene valley, slope and glacial deposits. This review offers an outline of how the problems arose, their character and material properties, and the means of resolution, or lack of resolution, past and present.
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Geotechnical challenges for on-site wastewater management in the Hunter Region
A large number and growing proportion of both single lot residential and larger scale new developments in the Hunter Region are not serviced by a conventional reticulated sewerage system. In such cases, wastewater treatment, its possible reuse and final disposal, is on-site, where the effluent is generated.
A range of geotechnical factors including the site geology, geomorphology, soils, availability and performance of geo and geosynthetic materials, along with climatic factors, have a bearing on the selection, design, sizing and performance of an on-site wastewater system which will perform adequately and meet regulatory requirements. Geotechnical skills in site and soil assessment are fundamental to and necessary for good on-site wastewater system design and to ensure that the environmental impacts associated with on-site wastewater management are minimised.
The Hunter Region displays a number of challenging geological settings and soil types for wastewater management. These include perched and shallow water tables, sensitive aquifers, floodplains and coastal lake and estuary catchments. Soils include sodic, dispersive and duplex soils and high permeability sandy soils with limited capacities for wastewater assimilation. Hydraulic and nutrient loading capacities of some of the region’s soils are limiting and present a challenge to designers.
An understanding of transport and assimilation of nutrients and pathogens through permeable materials is significant in understanding the potential contribution of on-site wastewater management systems to surface and groundwater contamination and the protection of those sensitive receiving bodies by appropriate design.
This paper reviews the geotechnical aspects of on-site wastewater management in the Hunter Region and illustrates, with a number of case studies, both the problems commonly encountered and their possible solutions.
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The Seventh James K. MitchelL Lecture: Characterization of silt/sand soils
The term silt/sand or M/S is proposed as an inclusive abbreviation of soils that can span from sand with very little silt, silty sand to pure silt. It is generally believed that sands with fines (particles passing #200 sieve) tend to be more compressible. Because of their low permeability, cone penetration tests (CPT) in sands with fines can be partially drained. High compressibility makes the soil more contractive and thus showing lower resistance in undrained shearing. Significant ground subsidence can also be associated with the high compressibility of M/S/ soils. For CPT in granular soils with similar density and stress states, the high compressibility and partial drainage can both contribute to lower cone tip resistance. Natural granular soils are more likely to contain fines than being clean (fines content < 5%). Studies on M/S soils are far less than those on clean sands. Because of the unique geological setting, the author had the opportunity to work with a local M/S deposit in Central Western Taiwan in the past 25 years. Procedures for laboratory soil element tests as well as CPT calibration tests using reconstituted specimens have been developed and a series of tests performed. Practical undisturbed sampling techniques in M/S soils were experimented and applied. Methods to correlate cyclic strength, fines contents and cone tip resistance in M/S deposit were proposed. The concepts of equivalent granular void ratio and state parameter were experimented in compiling the test data. The paper describes the new characterization techniques developed and lessons learned in the interpretation of test data for the studied M/S soils.
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Professional tasks, responsibilities and co-operation in ground engineering
In July 2002, a Joint European Working Group on the professional competencies of engineering geologists and geotechnical engineers was formally established by the then Presidents of the ISRM (Panet) and ISSMGE (van Impe) and by the President designate of the IAEG (Rengers). IAEG, ISRM and ISSMGE are learned societies in the broader field of ground engineering.
The need for such a Working Group stemmed from the fact that in recent years and across several European countries there was a debate on the particular contribution and responsibilities of Engineering Geologists and Geotechnical Engineers in the solution of problems in ground engineering. This was emphasised by differing professional definitions and accreditation rules that existed for geologists and engineers within different European countries, and by the growing demand for geologically and technically sustainable, cost effective and safe geo-engineering solutions. Internally, the Joint Working Group was seen as a means of strengthening the co-operation across the three international societies and to identify common ground.
The members of the Joint Working Group were nominated by each of the three international societies involved. The European Federation of Geologists (EFG) is represented on the Working Group as observer at present.
The Working Group was established on the 20-21 March, 2003 in Brussels. The inaugural meeting agreed the Terms of Reference. It identified the need for two documents, namely:
- A document for the three international learned societies on the professional competencies of engineering geologists
and geotechnical engineers, including a specification of the interfaces and areas of co-operation between them and - A document with relevant recommendations for an input to EU Directives.
This Report represents the outcome of the Working Group’s deliberations on the professional competencies of Engineering Geologists and Geotechnical Engineers within civil or structural engineering. For the purposes of this Report, Geotechnical Engineers are Soil or Rock Mechanics practitioners. After approval by the three international societies involved, this Report will be the basis for the second document of the Working Group to be prepared for the appropriate EU Authorities. It is intended to have representatives of both EFG and FEANI involved as full members of the Working Group in the preparation of the second document.
- A document for the three international learned societies on the professional competencies of engineering geologists
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Exploring The Impacts Of Abundantly Available Sustainable By-Product Materials In Australia On Stabilizing Expansive Soils
This paper aims to examine the effects of utilizing readily available sustainable by-product materials in Australia for the purpose of stabilizing expansive soils. Some waste by-products, commonly found in Australia that can be employed for soil stabilisation are cement kiln dust, blast furnace slag, quarry dust, bagasse ash and fibre, rice husk ash, fly ash and bottom ash.
With support of industry a number of materials have been selected for characterisation. Extensive experimental tests utilizing bagasse fibre, bagasse ash, bottom ash, fly ash, and eggshell powder have been conducted at the University of Technology Sydney (UTS) to enhance the engineering properties of expansive soils. These tests have been supplemented by microstructural tests, numerical analysis, and comprehensive discussions. These pozzolanic materials are characterized by significant levels of calcium carbonate, silica, and alumina. Numerous tests have been performed using these by- products to investigate the impact of their composition in conjunction with lime or cement, the curing time, the particle size, the optimal blending ratios, on both treated and untreated soil properties.
Based on research and laboratory investigations, sustainable by-product materials have demonstrated substantial potential for enhanced durability, cost savings and long-term environmental benefits, compared to traditional cementitious agents in treating expansive soils. These materials offer improved soil strength, reduced swelling potential, enhanced soil ductility, and controlled deformation over time. However, the implementation of these sustainable materials in practice is not yet widespread among construction companies and road authorities in Australia. This paper addresses this concern and provides practical recommendations for adoption of these sustainable by-products in weak subgrade of roads.