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Linking Design With Specification Of Geotextiles
Geotextiles usually make up a fraction of the cost of an engineered structure and are primarily incorporated in the stabilisation or strengthening measures in the foundation or base of the structure. As such, the design of these geotextile used in any structure is critical to the long term life of the structure. While geotextile design methodology is reasonably well understood the correct specification of the geotextile is often overlooked or poorly understood and implemented. A poorly constructed specification will often result in installation of a geotextile which bears little or no resemblance to the geotextile which was originally designed. This often leads to poor performance and associated high maintenance of the structure and at worst failure.
Many of the geotextile test methods have been adapted from the general textile industry and can not be directly related to the engineering functions that geotextiles are designed to perform. Different test methods throughout this document are described as either an Index test or a Performance test. Index test results are obtained quickly, with good reproducibility, which permits the comparison of one product to another and are ideally suited to the manufacturing quality assurance process. Performance tests allow direct assessment of the likely in-situ interaction between the soil and a geotextile.
Therefore, understanding the intricacies of the test methods and how they relate to the application of the geotextile is the key to the project. This document will attempt to improve the understanding of the relevant test methods and their application.
Understanding the test method alone is not sufficient to ensure the correct product is supplied. The designer must understand how the information presented in manufacturer’s data sheets is compiled and how this relates to the product supplied to site. It is critical that designers can interpret individual test results obtained as either Manufacturing Quality Assurance (MQA) or Construction Quality Assurance (CQA) as failure to correctly interpret results can lead to incorrect acceptance or rejection of products supplied.
In an attempt to cover all the issues raised above the following topics will be discussed in some detail
- Relating function to test method
- Test methods overview
- Data sheet interpretation
- Conclusion
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Bridge approach treatment works on the Coopernook to Herons Creek section of the Pacific Highway Upgrade
The Coopernook to Herons Creek Alliance was formed with the New South Wales Roads and Traffic Authority (RTA), Parsons Brinckerhoff and Thiess Contractors to design and construct the upgrade of 32.7 km of the Pacific Highway to dual carriageway between Coopernook and Herons Creek on the NSW Mid-North Coast. The upgrade works involved the construction of 15 new bridges, including two major river crossings over the Stewarts River and the Camden Haven River, which will duplicate the existing bridges. Both bridge approaches were constructed on embankments supported by a geotextile reinforced granular platform over soft ground adjacent to the existing bridges. Embankment movement, if significant, would not only affect the pavement performance but also impose additional loads on the piles supporting the adjacent bridge structures.
To mitigate settlement effects, the bridge approach treatment works consisted of displacement columns to support the bridge approach embankments and a geotextile reinforced load transfer mat constructed on top of the displacement columns to assist in distributing embankment load. The main challenges were construction on soft ground, requirements to maintain design life of the existing bridges and the need for an accelerated construction technology for timely delivery of the project. This paper outlines the project, presents the case history of the bridge approach treatment works, and discusses analysis, design and construction monitoring.
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Bridge Approach Treatment Works On The Coopernook To Herons Creek Section Of The Pacific Highway Upgrade
The Coopernook to Herons Creek Alliance was formed with the New South Wales Roads and Traffic Authority (RTA), Parsons Brinckerhoff and Thiess Contractors to design and construct the upgrade of 32.7 km of the Pacific Highway to dual carriageway between Coopernook and Herons Creek on the NSW Mid-North Coast. The upgrade works involved the construction of 15 new bridges, including two major river crossings over the Stewarts River and the Camden Haven River, which will duplicate the existing bridges. Both bridge approaches were constructed on embankments supported by a geotextile reinforced granular platform over soft ground adjacent to the existing bridges. Embankment movement, if significant, would not only affect the pavement performance but also impose additional loads on the piles supporting the adjacent bridge structures.
To mitigate settlement effects, the bridge approach treatment works consisted of displacement columns to support the bridge approach embankments and a geotextile reinforced load transfer mat constructed on top of the displacement columns to assist in distributing embankment load. The main challenges were construction on soft ground, requirements to maintain design life of the existing bridges and the need for an accelerated construction technology for timely delivery of the project. This paper outlines the project, presents the case history of the bridge approach treatment works, and discusses analysis, design and construction monitoring.
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Class A prediction of a relieving slab using uncoupled models
Construction of the new Windsor Road on/off ramps, part of the M2 Upgrade project, required limiting the loads and movements imposed on existing precast concrete walls so that no additional pressure was applied as a result of the new construction works. This was necessary due to possible structural deficiencies of some of the existing reinforced concrete elements. A piled relieving slab was adopted as the final solution to support the reinforced soil wall ramps and a comprehensive soil-structure interaction assessment was carried out in order to predict the pile head deflections and assess potential loading of the existing walls.
A Class A prediction was carried out of the piled relieving slab performance using simplified uncoupled models which accounted for all likely loading mechanisms, including structural loads and induced soil movements. As the models were uncoupled, i.e. two distinct models, the interaction between them was assessed by plotting the load-displacement curves of both piles and the RSW/slab models, then identifying the equilibrium point. Instrumented piles confirmed the Class A prediction of very small pile head deflections indicating that the solution had successfully achieved the objective of limiting the applied loads onto the existing walls.
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Mechanical behaviour of hydrated cement treated crushed rock base (HCTCRB)
Hydrated cement treated crushed rock (HCTCRB) is widely used as a base course material for Western Australian roads. In order to be able to use this material effectively, its shear strength, resilient modulus and permanent deformation characteristics should be investigated and understood. This study aimed to present the results of the laboratory testing which was carried out to assess the mechanical characteristics of HCTCRB. Our findings show that HCTCRB can be characterized as cohesive granular material which has the cohesion (c) of 177 kPa and the internal friction angle (φ) of 42°. The resilient modulus characteristics can be modelled by using the K-θ model proposed by Hick and Monosmith (1971) as Mr=6.317θ0.628 where Mr= the resilient modulus in MPa and θ= the bulk stress =σ1+σ2+σ3 and the permanent deformation characteristics can be modelled by using the Sweere, G.T.H’s model from SMARIS (2004) as εp=573.22N0.074 where εp = permanent deformation in Micrometres and N = the number of loading cycles. These equations are based on the test results following the Austroads – APRG 00/33 test standard (Voung & Brimble, 2000).
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On the need to consider kinematics when seeking to prevent the sudden collapse of the sides of coal mine roadways
In 2014 a portion of the side of an underground roadway at Austar Mine collapsed and crushed two coal mine workers. The investigation report prepared by the NSW Mine Safety Investigation Unit concluded that the collapse was a pressure burst. After reviewing the available evidence, this paper suggests that an alternative explanation is possible based on rock slope kinematics. The Austar event possibly can be explained as the collapse of a wedge in association with a very low intensity seismic event. Kinematics using either toppling or planar slide models can provide explanations for the collapse of unsupported ribs where joints or mining-induced fractures are vertical. Behaviour models based on kinematics can provide the basis for the specification of ground support. There is a need for geotechnical engineers in the underground coal industry to collect and analyse orientation data and to better characterise the shear strengths of joints, shears and fractured coal. There is also a need to consider mine seismicity in the context of accelerations as well as velocities.
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Waterview Connection Southern Tunnel portal design and construction
The Waterview Connection project comprises 5 km of new motorway in urban Auckland, New Zealand (NZ). The new motorway connects the existing south-western and north-western motorways to complete the Western Ring Route and provide a direct connection between the central city and Auckland International Airport. The project includes twin 2.4km long, three lane tunnels up to 45m deep and retained portal approaches up to 29m deep. This paper focusses on the Southern Approach Trench (SAT) geotechnical design and performance during construction. The SAT was constructed in challenging geological and hydrogeological conditions, with these conditions dictating the design solution. A significant amount of temporary works requirements were built into the permanent structures, such as cement stabilised blocks behind the headwall to facilitate a safe TBM launch and retrieval and allowance for TBM loading on the headwall. Detailed geotechnical investigations, in-situ testing and construction observations and analysis of monitoring data during TBM launch and breakthrough at the Northern Portal facilitated improvements and optimisation of the permanent and temporary works design and will also allow design optimisation of future designs of this nature. -
Using geotechnical innovation to reduce project risk
Project risk is commonly defined as an uncertain event or condition that, if it occurs, has a positive or negative effect on a project’s objectives. As the construction industry continues to deliver larger and more complex projects, improving how we manage project risk is a key priority for clients, contractors and designers. Within this digital age, innovation and change in our industry will play a key part in how we manage risks and deliver projects. This paper considers how we can define ‘innovation’ and how innovation can be promoted within organisations and on projects. The classification of something as innovative can vary widely depending on its novelty and context. The journey from creativity (an idea) to a productive solution (innovation) is difficult and frequently does not materialise. Three examples of innovation are presented to highlight the range of productive solutions that can be considered as innovation within their context.
- The development and benefits of public Geotechnical Databases; novel within the context of Victoria
- Incremental innovation in the use of InSAR satellite monitoring.
- Radical/modular innovation using automated processed to import piling construction records back into project models to validate QA and geotechnical ground models.