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Performance of Industrial Concrete Slab on Ground in Particular Edge Effects
The design of warehouse slabs on grade is often controlled by deformation requirements and in particular, floor tilts and curvatures. These deformations can be experienced by the slab either due to the imposed loads and/or reactive soil movements.
In this paper, the authors discuss measures around the building edges typically adopted to control shrink-swell movements and present some field survey data showing the shrink-swell movements on the warehouse slabs internally. The ability of rigid pavements (e.g., concrete pavements) and flexible pavements (e.g., bituminous pavements) to act as effective seals to mitigate the shrink-swell effect on the edge of these warehouse slabs is discussed. Further the paper shows examples where failure to provide an effective seal can result in slab performance outside the typically required range, especially in more sophisticated racking systems such as the Automated Storage and Racking System (ASRS). The paper also discusses the importance of maintenance of the external pavement of a building (e.g., sealant and joints) throughout the life of the building to limit water ingress to the subgrade and to achieve an effective “seal” to mitigate the shrink-swell effect on the edge of these warehouse slabs.
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Climatic factors for AS2870 for the metropolitan Sydney area
AS2870-1996 “Residential Slabs and Footings – Construction” correlates depths of design suction change (Hs) to regional climatic zones as delineated by the Thornthwaite Moisture Index (TMI). TMI is a measure of aridity, quantifying the cyclical wetting and drying of soils. TMI is a function of rainfall, potential evapotranspiration and soil water-holding capacity, and provides an indication of moisture balance.
Further to work done by Chan and Mostyn (2004), this paper includes the complete TMI dataset for the metropolitan Sydney area. This paper provides improved estimates of Hs that can be considered in the calculation of characteristic surface movement (ys) in metropolitan Sydney when classifying residential sites under AS2870-1996.
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Why Aesthetics Needs Early Consideration In Tunnel Design And Excavation – A Case Study From The M8
Road tunnels are more complex than the driving eye would surmise – hidden behind the dark ceilings and colourful wall panels are rock, support bolts, multiple layers of shotcrete, possible water drainage, access passages, fire control systems, electrical systems, and speed cameras. During the design phase of a tunnel project all these components are given significant consideration as they govern the ultimate size of the excavation that is needed. At construction, focus shifts from what will be added to what and how can rock be extracted quickly and safely. The crown and face condition come to the forefront as inputs into the ground support requirements and as short-term prediction of excavation conditions in the following days. Classification of the rock mass is skewed to encapsulate the face, shoulder and crown condition as well as the bolt zone above the crown. Side wall and floor conditions are noted where possible, but visibility is often limited to the current cutting (about 1.5m, with previous cuts already shotcreted) or not possible due to mud and rock waste. Once excavation has progressed, focus shifts to the functionality, endurance and aesthetics the general public will see – the smooth road surface, the painted ceiling with clear road signs, and the architectural panelling on the walls. For the latter two, consideration is required as to how these heavy items will be anchored to the roof and walls. For the M8, the broader face/shoulder/crown rock mass classification was found to be inappropriate to the narrow anchor zone for the architectural panels, which required anchoring specifically at a height 3m above the floor excavation level. This was particularly the case where narrow siltstone beds occurred with the sandstone rock mass and where dykes and shears intersected the tunnels. Fortuitously, compilation mapping including the side walls had been completed for another purpose for the project and was able to be repurposed to assist with panel construction design. Different bolt lengths were required for each rock class in sandstone, shale and dolerite (dykes) with the conditions specific to the zone 3m above the floor level reassessed by experience senior geological staff as the input for the design. A package of works was provided for each wall, indicating the rock class at the anchor zone, both as a map and tabulated. This improved construction sequencing, costing and allowed pre-purchasing of all materials before work commencement. Significant costs would have occurred had the daily mapping not captured the side wall conditions and had compilations been required solely for this purpose.
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A web-GIS and landslide database for South West Victoria and its application to landslide zonation
The Australian Geomechanics Society’s (AGS) guidelines on Landslide Risk Management emphasise landslide zonation as a key requirement for regulators dealing with landslide risk (AGS 2007a). The basis for zonation is a landslide inventory which reflects the nature and spatial distribution of landslide types in a particular locale, such as a local government area. This paper describes the design and implementation of a web-based landslide database for south west Victoria aimed at disseminating landslide inventory information to regulators, consultants and the general public. Although the 4,581 mapped landslides represent the most complete and extensive data set for the region, the current data quality and resolution does not meet the AGS guideline for landslide zonation at the municipal planning scale. However, with an essential need for landslide planning controls in this region, the data is the best available for the construction of zonation maps, resulting in conservative boundaries at the required map scale. The paper highlights the ongoing need to improve the spatial extent and quality of the landslide database if the statutory planning zonation maps are ultimately to comply with the AGS guidelines.
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Recent advances in the usage of recycled materials in transportation geotechnics
Priority waste materials currently generated in Australia include construction wastes, demolition wastes, glass fines, waste tyres, plastics, industrial wastes and organic wastes. The increase in generation of these wastes have led to significant research over the past decade on the reuse of recycled waste materials in geotechnical engineering applications. An estimated 7.9 Mt of wastes, which accounts for 36% of Australia’s current annual landfilled waste, have the potential to be diverted into civil engineering applications, such as for the construction of roads, railways and land reclamation projects. Recycled materials have been evaluated in the laboratory and new specifications successfully developed, to incorporate their usage in pavement geotechnology and ground improvement applications. Recycled materials are increasingly being used in unbound and stabilised pavement applications. In addition, industrial wastes such as fly ash and slag have also been evaluated in recent years as alternative binders to cement in pavement and ground improvement applications. This paper discusses recent advances in the usage of recycled materials in transportation geotechnics, with reference to case studies of recycled materials usage in Australian projects. Ground improvement projects, comprising of the installation of ground inclusions in waste materials, in an international railway and an airport land reclamation project are also discussed.
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Laboratory Testing, Theory and Practical Application “Mistakes and Problems with Laboratory Testing”
AGS Foundation Training Series
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Numerical analysis of the bearing capacity of inclined loaded strip footings supported on sheet pile wall stabilized slopes
In practice, the bearing capacity of a strip footing adjacent to a slope is significantly reduced. This paper aims to control the generated failure mechanism and ameliorate the slope stability, using a sheet pile wall reinforcement technique. A two dimensional finite element limit analysis is used to examine the failure condition, through OptumG2 code. The effect of inclined loading on failure envelopes is investigated, through the average of upper and lower bound solutions. This paper focuses on the estimation of the undrained bearing capacity improvement factor for a given load inclination and slope angle. A new evaluation of the size and shape of failure envelopes is presented. Thus, a comparison between the undrained bearing capacity improvements before and after the sheet pile reinforcement is made, to study the most efficient case. The modification in failure loads are compared with those available in the literature.
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Uncertainty, economic risk analysis and risk acceptance criteria for mine subsidence
There are often differences in ‘expert opinions’ of what constitutes appropriate design parameters for determining the level of stability of the existing pillars of old coal mine workings. For example, there is seldom 100% certainty about the value of any design parameter. Instead there are varying degrees of confidence (or belief) for each possible design value. This uncertainty in design parameters can be represented by probability distributions. The inclusion of such probabilistic information into a probabilistic risk analysis will enable the probability of failure to be estimated. To illustrate the utility of risk analysis for decisions taken with uncertainty, a probabilistic risk analysis has been conducted to assess the uncertainty of design parameters on the level of stability of existing pillars within a disused coal seam beneath a proposed surface development in the Newcastle area. The case study considers dimensional and level of inundation uncertainties. This case study provides a preliminary framework for a risk-based approach to decision- making for a geotechnical system subject to high uncertainties. The outcomes of the risk analysis are probability of failure and annual economic risks (expected losses per year). The paper will describe the steps taken in the risk assessment, risk acceptance criteria and how results from a risk analysis may be interpreted by a decision-making development consent authority.
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Case Study Comparing Embodied Carbon Emissions in Two Road-Over-Rail Bridge Foundation Designs
This paper examines and compares the embodied carbon emissions in the earthworks and foundation design for two road- over-rail integral bridges as part of a project in Western Australia. The first bridge is supported on gravity footings and constructed using bottom-up methods, the second on load-bearing contiguous piles and constructed using top-down methods. The abutments support a cut profile of sand and limestone up to 10 m high.
A Life Cycle Assessment (LCA) for embodied carbon emissions was carried out for each bridge using the framework of PAS 2080. Construction-stage design information was used in the assessment, representing a bottom-up LCA approach to retrospectively identify carbon hotspots to inform future designs.
The assessment incorporated geotechnical site investigations; temporary works; bulk excavation for gravity footings and other minor excavations; and the raw materials for construction of the two foundation types. Transportation of materials to site, construction processes and final deconstruction and disposal of the structures were also considered. The bridge superstructure was outside the scope of the assessment.
The results are presented in total tonne CO2e per bridge and tonne CO2e per bridge deck area to allow direct comparison of the embodied carbon emissions of the two bridge foundation systems. The carbon hotspots in each design are identified, and the authors discuss how the results can be communicated to clients and contractors to be weighed alongside the various other drivers that influence construction method and design.
The paper closes with the authors’ assessment of opportunities across the design process where geotechnical designers have most influence on embodied carbon over the design life of these bridge types.