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Kaikōura Earthquake Recovery, Design of a 13m high geogrid reinforced, no fines concrete gravity seawall in a high seismicity environment
The North Canterbury Transport Infrastructure Recovery (NCTIR) Alliance was formed to deliver the repairs to the national road and rail transportation corridors after the Mw 7.8, Kaikōura earthquake which occurred on 14 November 2016. At Ōhau Point, located approximately 26 km north east of the Kaikōura CBD via road, approximately 240,000 m3 of landslide debris buried the rail, road and adjacent coastline.
Between February 2017 and July 2018, a new 900m long seawall was designed and constructed as part of the coastal realignment of State Highway 1 (SH1) around Ōhau Point. This structure incorporates mechanically stabilised earth comprising mainly cement stabilised backfill with geogrid reinforcing, and five-ton concrete block facing.
The most complex section of this seawall is around a rock outcrop known locally as Shag Rock where the seawall is up to 13m high. The constraints and challenges in this area include maintaining access along the existing SH1 above the wall and ecological constraints. A special complex no fines concrete gravity wall (NFC G-Wall) was designed and constructed to buttress the slope and older seawall. This structure, and the wider fill and earth platform which supports the widened roadway, is designed to slide as a block under 0.76g peak horizontal ground acceleration.
This paper presents the results of the two-dimensional FLAC modelling which was completed to analyse and design the 13m high geogrid reinforced NFC G-Wall at NCTIR site 6. It also describes the pragmatic observational approach which was taken for the seawall design, highlighting the seismic sliding mechanism and issues that arose during design and construction of the seawall.
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Precision Tunnelling Under Heritage Building In Sydney CBD
The design of a pedestrian tunnel has been completed as a part of the integrated station design of Metro Martin Place (MMP). This tunnel connects two deep station entrance shafts (up to 28m deep) and is located immediately below a hundred-year-old heritage building in Sydney CBD area. The heritage building is ornately finished and therefore extremely sensitive to ground movement. During detailed design, it was identified that Mass Concrete Backfill (MCB) supporting the building foundations was found to extend within the tunnel profile. Numerical modelling was carried out to assess the design of tunnel support for ground and building loads. It has also been used to estimate the surrounding ground deformation and foundation settlement of the building. The tunnel is mainly formed within Hawkesbury Sandstone impacted by the Martin Place Joint Swarm. The ground model including overall stratigraphy, in-situ stress condition, and rock/joint parameters was developed according to available borehole information, surrounding tunnel and excavation mapping, and past project experience. 3DEC software package was utilised to develop a local model and a global model simulating the interaction between rock and joints due to the tunnelling using determinate Discrete Fracture Network (DFN). The local model assessed sensitivity of MCB in terms of settlement due to different rock-MCB interface parameters. The global model captured overall ground deformation and considered the effects of staged construction for the entire project site. The numerical results formed the basis of final tunnel support design, the impact assessment of the heritage building and monitoring strategies to minimise the impact on the building above and provide safe design.
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The Karuah Bypass: A case-study in the engineering geology of the Southern New England Fold Belt
The recent construction of the Karuah Bypass provided an excellent opportunity to improve the state of knowledge of a poorly documented geological sequence in the southern New England Fold Belt and to evaluate some of its engineering characteristics. The 2500 m thick, fault bounded, sequence of rocks transected by the Bypass has been previously consigned to the western Myall Block of the Tamworth Belt. This work has established that it spans an interval that begins with the Johnson’s Creek Conglomerate to the west, includes the McInness and Booral Formations and terminates with the Karuah Formation, which is probably truncated by a fault. These predominantly terrestrial formations are dominated by thickly bedded sandstones and conglomerates, with a variable tuffaceous component (mostly siliceous) and minor shales and rare coal seams. They contain several significant volcanic units, which despite having considerable thickness, were generally not encountered in excavations along the selected road alignment. Residual soils derived from these formations are almost exclusively clays, ranging broadly from low to high plasticity. Where encountered, rocks were mostly of high to very high strength, with some units retaining very high strengths in close proximity to the surface. Due to the presence of extensive localised and regional faulting, outcrop in some areas of the alignment was very poor and the depth of mottled, residual clay rock was considerable. Anomalous conditions encountered along the Bypass include pyrite-bearing dacitic volcanics with acid sulphate potential, layers of pedogenic silcrete that impeded pile driving, numerous deeply weathered basaltic dykes and bedding-parallel thrust faults that show small displacement.
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AGS Victoria Symposium 2024
Piling and Ground Improvement Applications
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AGS NSW Research Award 2018
for Research in Geotechnical Engineering or Engineering Geology PresentationsDongli Zhu, Liet Dang, Ruoshi Xu, Subhani Samarakoon Jayasekara Mudiyanse and Xinyu Ye
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Collaboration In Design & Construct Transportation Projects – A Case Study
To achieve good project performance with respect to typical parameters of time, cost and quality as well as project constraints, active collaborative efforts involving all parties (client, contractor and designers) are usually necessary. Collaboration in an infrastructure project is often associated with the collaborative models of contracts such as Alliancing and Partnering. However, such collaboration can still readily occur in a traditional Design & Construct (D&C) delivery and be particularly beneficial where challenges and constraints are present. This paper revisited a recently completed road project (Harwood Bridge Upgrade) where various geotechnical challenges encountered during the construction stage were resolved in a collaborative working environment. Consequently, this allowed the study to be focused on the identification of key factors defining the collaborative efforts. From the study, these key collaboration factors could be observed throughout the delivery of selected geotechnical works. Some common attributes were discussed to understand the conditions, which enabled the achievement of collaborative approach in the typical traditional project delivery model.
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Geotechnical Management of Large Scale Slope Deformations at the Teal Gold Project, WA
This case study demonstrates the ability to successfully operate beyond conventional open pit slope performance criteria at the Teal open pit gold mine near Kalgoorlie, Western Australia. The majority of the east wall of the open pit deformed in a ductile manner as mining progressed to the target depth of 50m. Maximum total displacements were in the order of tens of meters and cracking was observed up to 90m behind the crest of the pit. Rates of wall displacement in excess of 10mm per hour were experienced during mining. The slope deformations experienced at the Teal open pit were success- fully managed as a result of highly responsive geotechnical slope design and management. Design modifications included partial unloading and changes to excavation sequencing to limit deformations and to prevent ore sterilisation. Slope management comprised of prism and slope stability radar monitoring, a carefully developed trigger action response plan (TARP) and equally importantly, proactive mining operations. The application of slope stability radar monitoring allowed the operational management of slope deformations in excess of historically achievable rates. The pit was successfully completed at the planned metal grades, with a 5% surplus in ore mined.
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Case Study Of Seven Ground Improvement Techniques Implemented At Coal Export Terminals On Kooragang Island, Australia
This paper describes a case study in which various ground improvement techniques were implemented to enable the development of one the world‟s largest coal export facilities. To service the Hunter Valley coal industry, Coal Export Terminals (CET) with associated rail and coal handling/train unloading infrastructure have been constructed on Kooragang Island, Newcastle, New South Wales, Australia, in the last decade. The coal terminal expansion has brought about fundamental geotechnical challenges. Kooragang Island was formed by dredging and infilling between and around former islands and delta features of the Hunter River estuary. The presence of recent estuarine and alluvial soft clay deposits combined with variable thicknesses of fill comprising dredged materials, coal washery reject and steel slag, introduced significant geotechnical issues in relation to bearing capacity, stability and long term total and differential settlements. To support combined stacker/reclaimers with up to 24m high coal stockpiles, rail loop realignment and a new rail flyover, Ground Improvement was required to address the above issues. In order to limit the post-construction settlements and to satisfy the settlement criteria for machinery and railway operation, a suite of seven ground improvement techniques has been employed to suit the specific performance requirements, programme and geotechnical conditions across the site. These consisted of Wick Drains, Dry Bottom-Feed Stone Columns, Wet TopFeed Stone Columns, Dynamic Replacement, Mass Soil Mixing, Deep Soil Mixing and Rigid Inclusions. All of the above methods were successfully applied over the course of an eight year development period on a design and construct basis. The process of using ground improvement techniques, their construction restraints and geotechnical design considerations are discussed. The performance based on monitoring data collected under operating conditions is presented.