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The Significance of Raft Flexibility in Pile Group and Piled Raft Design
An important aspect of the design of pile groups and piled rafts is the checking of axial loads, lateral loads and bending moments in each of the piles to ensure that they are structurally sound, but most commercially available pile analysis programs assume that the raft or pile cap is rigid. This paper explores the importance of taking the flexibility of the pile cap into account in making assessments of the load and moment distributions. The case of a hypothetical soil profile is considered first and then the case of a super tall building in Korea is considered. The differences between the computed axial loads for a rigid raft and for the actual raft thickness are presented, and it is shown that consideration of the actual thickness of the raft is essential to avoid having to design for unrealistically large loads in the outer piles within the group.
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AGS Sydney Symposium 2024
Advances in Geomechanics and Geotechnical Engineering
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Underpinning the Concord Road Bridge under traffic: Westconnex M4 East Project
WestConnex is the largest transport infrastructure project in Australia. It is part of the Australian Federal Government and New South Wales Government’s efforts to ease congestion on Sydney’s roads by widening existing motorways and constructing new tunnels and bridges. M4 East is the section of WestConnex which extends from Haberfield to Homebush and includes the new Concord Road Interchange (currently under construction). The Concord Road Interchange is a complex junction of new bridges, cut-and-cover tunnel portals, retaining walls, widening and altering the alignment of the existing M4 Motorway lanes. Part of the works involves altering the alignment of the eastbound and westbound lanes under the existing Concord Road Bridge. To facilitate these works, the bridge needs to be underpinned with permanent support. The existing bridge abutments are founded on piles which are to be supported on a rock ledge permanently supported by rock bolts and prestressed ground anchors. Further, it is a requirement of the project that the Concord Road Bridge remain open to traffic for the duration of the works. Tight deflection criteria were imposed due to structural requirements at expansion joints. Additionally, the existing Concord Road Bridge was designed and constructed in the 1980s and there was limited information on the ground conditions and as-built founding levels of the bridge abutment piles. These factors, in addition to the requirements for working with low headroom under the bridge, were some of the key challenges during the detailed design and construction support of the works. This paper focuses on the methodology that was adopted to address these challenges during the design and construction phases of the project.
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Introduction to Special Issue: Selected papers from the 12th ANZ conference on Geomechanics, Wellington 2015
The 12th Australia New Zealand Conference (ANZ 2015) on Geomechanics was held in the beautiful city of Wellington, New Zealand from 22 to 25 February 2015. The Australia New Zealand Conference on Geomechanics is held every 4 years, with the first conference held in 1971 in Melbourne.
The New Zealand Geotechnical Society hosted a fantastic conference under the leadership of conference chair Guy Cassidy and editor Graham Ramsay. There were 362 delegates from 19 different countries in attendance.
The conference theme was ‘The Changing Face of the Earth: Geomechanics & Human Influence’ and a series of keynote lectures were delivered around this theme, including lectures from Professor George Gazetas on avoiding over-conservatism in seismic geotechnical design, Dr Fred Baynes on deconstructing geological materials and Professor Jonathan Bray on learning from extreme geotechnical events.
The pre-eminent honorary lectures of the Australian Geomechanics Society and New Zealand Geotechnical Society were delivered at the conference, with Professor John Carter delivering the John Jaeger award lecture on predicting the mechanical behaviour of structured soils and John Wood presenting the NZGS Geomechanics Lecture on geotechnical issues in displacement based design of highway bridges and walls.
This edition of Australian Geomechanics presents a selection of the best papers presented at ANZ 2015. Special mention goes to three award winning papers presented in this edition:
The paper by Hunter, Ballegooy, Leeves and Donnelly, on the development of horizontal soil mixed beams as a shallow ground improvement method beneath existing houses was awarded the Joint Societies award as the best paper at the conference. This paper presents an innovative method of ground improvement successfully used in New Zealand to mitigate against ground liquefaction risk for existing structures.
The paper by Seidel presenting an overview of the role of testing and monitoring in the verification of driven pile foundations was runner up for the Joint Societies award. This paper presents a discussion on the state of the art in pile load testing and how pile testing can be best applied to reduce the overall foundation risk.
The paper by Pathirage and Indraratna (presented by Dr Udeshini Pathirage) on reducing the risk of acidic groundwater through modelling the performance of a permeable reactive barrier in Shoalhaven Floodplain was awarded the Young Professionals award for Australia. This paper discusses an innovative approach to
mitigating risks associated with groundwater generated from acid sulphate soil using reactive barriers comprised of recycled concrete.I trust that you find this selection of papers valuable and we look forward to you joining us for the 13th ANZ conference in Perth, 2019.
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Ground improvement in Perth
Much of the city of Perth and surrounding suburbs is situated on an alluvial/aeolian plain and as such is underlain by variable unconsolidated formations. Frequently this limits the application of surface foundations and alternatives are needed. An obvious solution is some form of deep foundation system (piles), however in many cases a cheaper and often more effective solution is found in ground improvement. The most common ground improvement methods applied have been vibrocompaction and/or stone columns and permeation grouting, but other techniques have been applied. This paper presents an historical review of the application of ground improvement in Perth and examines some of the design issues and presents some local applications.
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Foundation Design For The Marina Barrage, Singapore
Singapore’s Marina Barrage is a major government project to provide a multi-purpose urban reservoir integrating flood control, water supply and lifestyle attractions in the heart of the city of Singapore. The SGD$226 million project includes the construction of a 305m long barrage at the mouth of the Marina Channel to form a freshwater reservoir and will play a pivotal role in enhancing Singapore’s water supply.
This paper describes how the engineering challenges for the geotechnical aspects of this project were addressed, including the detailed geotechnical analyses and design of the Barrage piled foundation, comprising over 275 bored piles of diameters ranging from 1 m to 1.5 m. With such a large number of piles of different diameters, the challenge was to simulate the pile group interaction effects under both lateral and vertical loading (including negative skin friction due to the consolidating soft Marine Clay deposits) in order to optimise the pile group design.
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Back-analysis of monitoring results at Macquarie Park station, Epping to Chatswood rail line
The design of the Epping to Chatswood Rail Line project was conducted nearly in parallel with the initial construction work. The Macquarie Park Station caverns were partially excavated while the design of the other three stations was still underway. This provided an opportunity to use as-constructed performance to refine the design parameters for the subsequent caverns.
Geotechnical monitoring of the initial Macquarie Park Station excavation included inclinometers, extensometers, surface settlement points, endoscopes, convergence points, crown sag points and rock bolt load cells. The geology of the excavation faces was also carefully mapped.
On the basis of the mapping, the geological model for this station was refined slightly. The monitoring results were reviewed and back-analysed. The rock mass moduli and the joint stiffness values of the different rock units were changed to “match” the monitored behaviour of the excavation.
The back-analysis work generally indicated that the original models adopted for design were reasonable. Two “admissible” combinations of slightly revised geotechnical parameters were identified. Models for subsequent design of the other stations were adjusted to reflect the calibrated parameters. The back-analysis work was also consistent with the relatively high in situ stresses adopted for the project.
This paper discusses the back-analysis work undertaken and demonstrates that appropriate monitoring is a useful tool for verifying and refining design models.
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Geotechnical Parameters Of Sydney Sandstone And Shale
The classification system for Sydney sandstone and shales, through the Australian Geomechanics Society (Pells et al, 1978; Pells, Mostyn and Walker, 1998) was intended to assist in the design of foundations on rock in the Sydney area. The five class system has proved to be a good tool for communicating rock mass quality for other geotechnical projects such as tunnels and deep basement excavations. However, the classification system is not a design tool for works other than foundations on rock. Tunnels, slopes, deep basements and retaining walls should be designed using normal methods of applied mechanics. However, such methods, whether hand stability calculations or complex analyses using programs such as UDEC, require engineering parameters covering strength and deformation characteristics. In some instances, such as rock substance strength and modulus, the parameters may be measured by laboratory testing. However, when it comes to rock mass parameters use has to be made of parameters back figured from monitoring of actual excavations and retaining structures; published correlations from other geological environments, such as mass modulus versus RMR; or semi-theoretical approaches such as Hoek’s approach of estimating mass modulus from Hoek- Brown parameters. Unfortunately, when one scratches the surface many of these correlations and guidelines are based on scant data and they must be used with great caution.
This paper summarises the deformation and strength parameters the authors currently use for rock mechanics computations in the Sydney shales and sandstones. It is not intended to provide a detailed lithological or petrographic description of Sydney rocks. The reader is directed elsewhere for that information, for example Packham (1969), Chestnut (1983), Pells (1985), Pells (1993), Pells et al (1998), McNally & McQueen (2000), McNally & Franklin (2000), etc. Rather, the purpose of this paper is to improve the communication between engineering geologists, geotechnical engineers and the construction industry, in particular the tunnelling fraternity, when referring to Sydney rocks.
The paper is divided into four parts.
- The first is a recapitulation of the appropriate process of classification using the Sydney Classification System.
- The second presents typical insitu engineering parameters, which may be appropriate for engineering design once the rock mass has been classified. The tables should not be used to back-figure the rock mass class.
- The third presents typical Q and RMR values for sandstone and shale, as the authors have found that these may help in communicating conditions to practitioners unfamiliar with the Sydney Classification System. However, please note that the authors do not recommend using either the Q or RMR system, or the Sydney Classification System, for the design of tunnel support within these rocks. Several publications highlight the difficulties in using the Q and/or RMR system in Sydney, eg Asche & Cooper (2002), Pells (1997).
- The fourth presents six colour sheets describing the typical engineering geology of Class I/II, Class III and Class IV/V sandstone and then of Class I/II, Class III and Class IV/V shale. Photographs of example rock exposures are included on the sheets to further assist communication. The authors note that there are several locations around Sydney to observe these exposures, including:
- West Pymble Bicentennial Park – Class II to V sandstone;
- M2 tunnel and the Tarpian Cliff at the Opera House – Class I and II sandstone;
- c. Eastwood Brick Pit – Class V to II shale;
- M2 motorway – Class V and IV shale.
The authors hope that practitioners will find this paper useful in their work in Sydney.
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Optimising the pattern of semi-rigid columns to improve performance of rail tracks overlying soft soil formation
With Australia facing a rapid increase in population in the next 30 years, the government is being proactive in handling the forecasted growth. The release of 2010 Metropolitan Transport Plan by the New South Wales (NSW) Government shows that the State of NSW will see an increase in commuter travel by rail. The NSW rail system is one of the most complex networks in the world and due to population growth, the network will require further expansion with construction of new railway lines partly on weak and marginal ground and will also require more frequent train running on existing lines. This study seeks to identify the effectiveness of semi-rigid inclusion ground improvement techniques particularly stone columns and deep soil mixing in controlling settlement of soft soils when placed under the dead loads of the rail structure and the large live loads of freight trains. The employed numerical study assesses the relationship between the column position in the track cross section and the overall settlement of the ballasted rail formation. The numerical results show that the overall settlement of the track reduces significantly with the use of columns close to the centre of the track and not just under the rail. In addition, application of one layer of geogrids between sub-ballast and sub-grade assists to reduce the maximum settlement of track decreasing the future maintenance costs.