TECHNICAL ARTICLE

AS PUBLISHED IN The Journal July 2017 Volume 135 Part 3

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Goodwood AUTHORS: Dariusz Fanok and Andrew Kalionis grade Department of Planning Transport and separation project; South Australia Adelaide Australia

SUMMARY plan to revitalise the Adelaide rail system “leafy” suburbs whose residents were anxious generally. In simple terms, the proposed to avoid any unacceptable impact upon their For many years, one of the major bottlenecks project comprised of a rail under pass to take daily lives. Finally, and not least of all, the on the Adelaide Rail network was that at the Seaford line under the interstate freight line ARTC freight services were to be maintained Goodwood Junction which saw a grade conflict and the Belair passenger line. without interruption throughout the construction between, on the one hand, the Australian period. Rail Corporation (ARTC) standard The project was a complex one, being gauge interstate freight line and the Public contained as it was by a narrow rail corridor The management of the project was Transport Services (PTS) Belair broad gauge managed by two separate rail authorities; undertaken by the South Australian passenger line and, on the other hand, the PTS constrained by two level crossings; the Department of Planning, Transport and Seaford broad gauge passenger line. With an proximity of two pedestrian crossings; Infrastructure and this article outlines how increasing need to introduce more frequent Goodwood passenger station; the Glenelg the various challenges were addressed in the passenger services and the continuing growth/ over pass; Brownhill Creek; a trunk sewer completion of a difficult job both on time and demand for greater freight capacity on the line and a variety of underground and overhead within budget. ARTC line, the South Australian government utility services. Another challenge presented concluded that a grade separation proposal during the implementation of the project was should be implemented as part a broader the fact that it was located in one of Adelaide’s

Image 1: Aerial Project Overview

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CONTRIBUTION OF THE WORKS from subcontractors, who were engaged ARTC (STANDARD GAUGE) TO THE SERVICES PROVIDED BY and challenged to think outside the box in the conduct of even the most mundane tasks. • 560 lineal metres of track THE EMPLOYER • 1220 lineal meters of rail (reused existing) • 50kg rail The Melbourne to Adelaide railway is the OCCUPATIONAL HEALTH, • 74 welds busiest intermodal freight link in Australia and SAFETY, WELFARE AND • 836 sleepers with rail pad and 2 fast clips is a significant carrier of freight, with over 7 ENVIRONMENTAL ISSUES on each million tonnes of goods carried in 2011/12. ASSOCIATED WITH THE WORKS BELAIR (BROAD GAUGE) Freight movements are expected to increase To ensure the safety of personnel working from a minimum of the underlying economic in the rail corridor, whilst adjacent to an • 1110 lineal metres of track in mainline, growth up to 7%, as has been occurring on operational freight rail line, the team managed 225 lineal metres in the Belair Loop the Australian Rail Track Corporation (ARTC) the possession and the safety of the rail • 2670 lineal metres of rail network. Based on estimates provided by the corridor during the shutdown period of the • 50kg rail ARTC, the number of freight movements passenger rail network, including integration • 186 welds could increase from around 80 per week with the adjacent operational ARTC rail line • 1993 gauge convertible sleepers with rail currently, to between 100 and 150 by 2024. and managing the operation of the contractors pad and 2 fast clips on each. involved in the project. Zero Lost Time Injuries • 120m passing loop (including two Prior to the Goodwood Junction Project, (LTI’s) occurred through diligent occupational turnouts – one new and one refurbished) the interstate mainline crossed over the health and safety implementation and suburban passenger lines, causing delays performance. SEAFORD (BROAD GAUGE) to the interstate as they waited for the suburban passenger trains to pass. With In addition to the existing safety provisions • Total Up and Down Track 3054 lineal the planned increase in passenger service that were implemented in accordance with metres of track (1121 lineal metres of frequency on the upgraded rail network, the the relevant standards and codes (e.g. bridge track slab) delays to interstate trains were anticipated to code), this approach resulted in changes to the • 3866 metres 50kg rail increase. design with the objective of reducing risks and • 2242 lineal metres 50kg head hardened improve safety, including: rail (through track slab) As a consequence of having to stop, the • 428 welds typically 1500 metre long freight trains • Design of the underpass to reduce the • 3448 Vipa decelerate and travel at reduced speed (down length of enclosed space and resulting pads (on trackslab) to 20 km/h) through the adjacent signaled road safety risk and avoiding the underpass • 2881 gauge convertible sleeps with fast level crossings. This causes considerable being classified as a tunnel clips delays to road traffic on Cross Roads, Leader Street and Victoria Street as vehicles queue, • Relocation of the underpass pump station IDENTIFIED DIFFICULTIES waiting for the interstate freight line to clear. chamber away from the rail overbridge to These delays were in the order of five minutes improve the stability of the bridge support ARTC TRACK SLEW on each separate occasion. piles A key challenge for several stages of the Grade separation of the Seaford and ARTC • Provision of a diagnostic and monitoring project was the continuing operation of the lines has significantly improved the speed and internet-based Aquaview system to ARTC freight line, which continued to operate efficiency of transporting goods i.e. typically 20 ensure that PTS maintenance staff through the worksite during construction. per cent less journeys have been required to and train control were aware of the This particular challenge required a number transport the same tonnage of freight. operational status of the pumps of safety measures to be implemented, including scaffolding and track protection for Freight train transit times have been reduced, • Provision of CCTV to identify and notify construction activities and tightly controlled and delivery services have been more reliable, train control of unauthorised access to scheduling of such activities. At Goodwood, whilst goods being transported by road have the underpass undertaking major civil works next to a live benefited by reduced delay times at railway freight rail line meant that the worksite had to level crossings i.e. boom gate activations at • Reducing the need for maintenance/ incorporate the existing, slewed, ARTC freight Victoria Street have reduced by approximately operational personnel to enter the drive, line as well as having to accommodate the 70 per cent due to the grade separation of the by accessing the pump station from a ultimate alignment in the context of maintaining Seaford passenger line. A more efficient freight ground level maintenance access point freight train movements. The project team line has resulted in fewer heavy vehicles on and by removing equipment that required minimised the rail slew length by completing our local roads with benefits to all road users maintenance from the underpass early demolition of existing infrastructure and (commuters, business, public transport and than relocating the passenger rail tracks. This emergency services). • Provision of throw screens at the top of enabled construction crews to maximise use of the underpass including areas of potential the limited space. More than 1,050 workers were employed to unauthorised access and consideration of design and build the Goodwood Junction potential locations for suicides Several modifications to the freight line underpass and its associated works. signalling system were required to separate The preferred management system was DEMONSTRATED ECONOMIES this system from the new signalling and instrumental in delivering outcomes that communications arrangements being deployed minimised community impact without IN THE SELECTION AND USE OF over the passenger network. All of this was jeopardising project deadlines and the MATERIALS undertaken in a very compressed timeline. resumption of train services. The Goodwood Junction Grade Separation Possession of the site was granted in early January and by 21 January, the first temporary The project lasted over 368,000 hours with involved the installation of the following slew on the eastern side of the corridor was an injury frequency rate of 2.72 and was materials: already completed. This realignment allowed completed with zero Lost Time Injuries, an the main bridge deck to be constructed. achievement resulting from positive buy-in

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Following the completion of the main bridge, TRACK SLAB The benefits included: the second slew was carried out on 23 March for the final alignment. The project was the first to utilise rail track • Less construction depth than the slab systems in the South Australian rail equivalent ballasted system reduced SIGNALLING network. Track slab is a form of railway the overall total depth of the railway track construction offering proven superior underpass, the volume of the cut and the The operational signalling had to be maintained performance in service and a longer life length of the piles throughout construction of the project and this than traditional ballasted track. The design • Sleeper gradients, which critically was made more difficult as a result of it being considered: reduced the total length of the underpass an old and delicate system. Both internal and and allowed it to fit between the two external expertise (PTS and Rail Industry • Rebound heave of clay soils following the existing constraints (i.e. Goodwood Construction) was utilised to deliver the most excavation of the 8m deep underpass Station and Fairfax Avenue pedestrian effective signalling solution and build hybrid • Potential shrink/swell movements of crossing). existing/temporary/ permanent signalling in the reactive soils on which the slab was • Very low maintenance requirements a highly constricted corridor. The temporary founded – consequently fewer possessions of signalling support structures were mounted • Assessment of fatigue effects on the the track are required for maintenance, to fences and across Brownhill Creek so that concrete slab (ie. slab to act independent increasing the availability of the track for temporary cables could be used to maintain of the piled walls) the passage of trains the network. Sections of the underground • The delivery of a complex rail line • Long design life – a traditional ballasted network also needed to be stabilised to support geometry that saved both construction track life is around 15 to 20 years Christmas occupation works (ie. the culvert cost and time whereas the concrete track slab at the under the ARTC track). The final permanent Goodwood underpass has a design life of signalling corridor was upgraded and installed 100 years based upon the PTS standards and signed off by the ARTC. One lesson that was learnt following the initial completion and inspection of the track slab was when evidence was identified of air voids underneath a significant number of the VIPA rail fixings within the top down constructed track slab.

The compressed project delivery timeframes, with the imminent resumption of train services, meant that the contractor’s project management team understood the risk of voids, yet adopted a single pour construction methodology. The project management team had an obligation to ensure that the Goodwood Grade Separation project did not impact on the overall Government Rail Revitalisation program (which involved the closure, re-build and electrification of the Seaford Line). Inaction to resolve this void problem would have resulted in unacceptable movement of the rails and early degradation of the slab, rail fixings and other components. A comprehensive risk assessment was undertaken and it was deemed unreasonable for PTS (the rail operator) to have to re- evaluate the performance of the slab and rail at a later date.

It was imperative that the rail alignment as installed was not compromised, for it had been installed both vertically and horizontally to the limits specified in the detailed design plans. Following identification of the problem, a trial was undertaken to devise the optimal remediation method. One option was to pull up all of the fixtures and re-install. This would have severely compromised the quality of the rail installation as well as the ability to deliver the project on time and without further risk to the overall program.

A number of options were investigated by DPTI in collaboration with the Contractor and it was determined that all of the fixings would be injected with epoxy to eliminate all air voids. This solution provided 100% removal of

Image 2: Piling cage being lowered into place

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the identified air voids, with no impact on the Considering the program and the budgetary SERVICES RELOCATIONS rail alignment. The Contractor adopted this constraints, an alternate concept to re-locate methodology, which ensured that the fixings the creek around the Works was developed As part of the project, DPTI performed the were installed to the highest standard and to avoid the need for a tanked solution, which design and construction of early works service within the three-week time period that was also reduced the extent of the underpass. relocations in house and in advance of the available. This resulted in significant cost and program main contractor. Services that were relocated savings. This original design required the included 200m of trunk sewer, 300m of high The compressed timeframes for the delivery voluntary purchase of a number of residential and low voltage electrical cables, 170m of of the overall project required a single pour properties to enable the creek culvert diversion large culverts to accommodate Brownhill Creek of the track slab the innovative solution to under the rail line and the Glenelg tram and various other utilities. eliminate this risk, enabled construction still overpass, prior to discharging into the existing to be completed earlier than if a dual pour creek alignment within Forestville Reserve. DEMONSTRATION OF methodology had been adopted for the slab This need was avoided. INNOVATIVE PROCESSES and rail fixings thus enabling the construction to remain on program. A principal difficulty confronting the project DESIGNED TO REDUCE COSTS was the need to work within the existing PTS OR TIME RELOCATION OF BROWNHILL CREEK and ARTC corridors. Every opportunity was exploited to compress the delivery schedule. BRIDGE DESIGN Brownhill Creek crosses the rail corridor For example, in December 2012, there was midway through the rail underpass. To a 36-hour closure of the ARTC line over Thiess York, their designers (SKM, Mott construct the grade separation at this Christmas, so that the project could take Macdonald, Wallbridge and Gilbert) and location required a solution either to lower advantage to construct the section of the DPTI worked together to develop a number the underpass under the creek (as originally culvert under the ARTC tracks as part of the of innovative bridge design solutions to proposed) or re-locate the creek around the early works. 15 meters of ARTC track was improve constructability and reduce ongoing underpass. cut, boxed out and culvert units placed and maintenance of the underpass. Innovative the track re-built. This work was completed solutions were subsequently designed in detail Following receipt of the necessary prior to the track reopening for commercial by the Thiess York JV and included: geotechnical information, it was concluded that operation. Early mobilisation, quick interface lowering the Seaford line under the Brownhill and commercial agreements were undertaken • Use of pre-cast concrete planks for the Creek invert would result in the underpass to ensure the disruption was minimised. rail bridge deck without a topping slab being below the groundwater level, therefore (first use by DPTI/ PTS) to improve requiring an expensive and time consuming constructability, provide staging flexibility ‘tanked’ structure. and reduce on-site installation time

Image 3: Excavation works occurring for the underpass

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Image 4: ARTC train passing by during the works

Image 5: The ARTC track running parallel to ongoing works

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• Development of an innovative shear key design detail to restrain the bridge planks in an uplift design load from the Seaford line (without a topping slab) • Detailing to avoid bearings and the resulting cost and closures to inspect / replace within the structural design life • Use of ‘floating’ approach troughs (first use by DPTI / PTS) to manage the increasing stiffness adjacent to the bridge approach, and approach to the track slab

REVETMENT WALLS

The DPTI geotechnical team had previously completed investigations and prepared a working paper to provide guidance on the design of revetment walls, utilising experience, observations and data gained on previous revetment walls in Adelaide clays, including the adjacent (100 year old) Millswood underpass. Thiess York JV and their designers utilised this information to develop a cost effective revetment wall design, that met current technical design standards, and, at the same Image 6: Train operational on the first ARTC track slew on 21 January 2013 time, avoided the negative impacts on the program and the necessary service relocations that the installation of traditional soil nails would have required.

GOODWOOD STATION PEDESTRIAN SUBWAY

The existing Goodwood Station pedestrian subway structure consisted of an existing ‘rail deck’ bridge, with steel sleepers placed directly on the deck. On removal of the steel sleepers an assessment of the rail deck identified that the steel sleepers had been deforming and damaging the rail deck and they could not be reinstated.

To maintain the existing rail level in order to maintain an acceptable platform height, an innovative solution was developed, utilising steel billet sleepers to improve the track support and structural stability of the underpass, whilst maintaining the existing platform height.

ATTAINMENT OF PLANNED PROGRAM AND BUDGET

PROGRAM

The Goodwood Junction and Torrens Grade separation project was announced in June 2012 with the works commencing on January 2013.

DPTI senior management identified the opportunity to utilise the forthcoming Rail Revitalisation shutdown of the Seaford line from January 2013 to September 2013 and the Belair Line from January to July 2013, to construct the underpass during this period. Based on the concept that had been announced initially, a preliminary review of the construction program identified that traditional procurement methods and the current concept could not be delivered within the proposed Image 7: Signalling works being undertaken shutdown program.

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Image 8: Track slab construction works occurring

To enable works to start in January 2013 In spite of the many constraints, challenges Following the receipt of five tenders in phase and thus utilise the planned shutdown period and reliance on third parties (e.g. service 1, a preliminary evaluation was completed presented a number of significant challenges authorities), every milestone which was based on DPTI adjusted comparative price for the project team to address in order proposed in June 2012, was achieved, methodology. Following the preliminary to enable Works to commencing on time, providing a very successful start to the evaluation, selection workshops were including: project which allowed the Contractor to take completed to enable clarification and further possession of the site on 2nd January 2013. assessment of the tenders. • Obtaining geotechnical and detailed services information PROCUREMENT Following the workshops the adjusted • Developing a concept that could be comparative price was reviewed with the completed within the programmed The Goodwood Junction project was delivered selection of two preferred tenderers. shutdown and within the allocated budget, successfully under budget for A$80m. • Obtaining Development Approval and The procurement process commenced with Phase 2 – The Lump Sum Design and internal Government approvals, an industry briefing on 19 June 2012, and Construction Tender phase of the selection • Obtaining Council acceptance of the the issue of the Request for Tender on 21 process included the development of a Lump proposed management of Brownhill June 2012. Tenders were received from five Sum Design and Construction tender. This Creek consortia on 31 July, with two Consortia second phase was undertaken to enable the • Engaging a Contractor through a selected in August 2012 to participate in phase Contractors to develop their tender design and competitive Tender process two of the tender process. construction methodology, to reflect further • Investigating, designing, coordinating and information associated with the utility service self-performing service relocation works Phase two of the procurement process relocations, to consider the planning and • Replicating the operational functionality included development of a Lump Sum Design approval processes and to use their improved of the existing rail junction within the and Construct Tender with two selected understanding of the project constraints. adjacent track upgrade project, and as consortia, with the DPTI awarding the Contract By utilising a two-phase Design and a new passing loop and ensuring that to Thiess York Joint Venture in November Construction Tender approach, it enabled rail points could be procured within the 2012, (following cabinet approval). the tenderers to mitigate their Tendering and program Contractual Risks by receiving payment to • Integrating the works with the adjacent Phase 1 – the request for tender (RFT) phase develop their design, to reduce their design track upgrade project including; of procurement required tenderers to submit risk, to clarify any ambiguities in the Tender • Purchasing properties through voluntary a Guaranteed Maximum Price submission requirements and to understand the client’s acquisition with an initial concept design, based on the requirements and site constraints. • Consulting with the local community on information available at the commencement of the works and impacts tendering.

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Image 9: Works being undertaken to relocate Brownhill Creek

This approach also reduced DPTI’s Risks by ensuring that he Contractor had a robust program with a full understanding of the constraints and a Lump Sum Tender Price.

CONCLUSION

The Goodwood Grade Separation Project was a key element in the overall Adelaide Rail Revitalisation Program that was to be pursued by the South Australian Government.

The Project presented many challenges, not the least of which was the need to work within the constraints of a congested rail corridor shared by the ARTC and the PTS.

In spite of these various challenges, the adoption of an innovative procurement process and a high level of cooperation between all of the key stakeholders resulted in the project being completed both on time and within budget.

Image 10: Works being undertaken while the adjacent Belair and ARTC lines are operational

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