Applying bi-directional evolutionary structural optimisation method for tunnel reinforcement design considering nonlinear material behaviour

In the empirical methods for reinforcement design of underground excavations, an even distribution of rock bolts is generally recommended. This work proves that this design is not necessarily optimal and shows how the state-of-the-art reinforcement design could be improved through topology optimisation techniques. The Bidirectional Evolutionary Structural Optimisation (BESO) method has been extended to consider nonlinear material behaviour. An elastic perfectly-plastic Mohr-Coulomb model is utilised for both original rock and reinforced rock. External work along the tunnel wall is considered as the objective function. Various in situ stress conditions with different horizontal stress ratios and different geostatic stress magnitudes are investigated through several examples. The outcomes show that the proposed approach is capable of improving tunnel reinforcement design. Also, significant difference in optimal reinforcement distribution for the cases of linear and nonlinear analysis results proves the importance of the influence of realistic nonlinear material properties on the final outcome.

Improving rockbolt design in tunnels using topology optimization

Finding an optimum reinforcement layout for underground excavation can result in a safer and more economical design, and is therefore highly desirable. Some works in the literature have applied topology optimization in tunnel reinforcement design in which reinforced rock is modeled as homogenized isotropic material. Optimization results, therefore, do not clearly show reinforcement distributions, leading to difficulties in explaining the final outcomes. To overcome this deficiency, a more sophisticated modeling technique in which reinforcements are explicitly modeled as truss elements embedded in rock mass media is used. An optimization algorithm extending the solid isotropic material with penalization method is introduced to seek for an optimal bolt layout. To obtain the stiffest structure with a given amount of reinforced material, external work along the opening is selected as the objective function with a constraint on the volume of reinforcement. The presented technique does not depend on material models used for rock and reinforcements and can be applied to any material model. Nonlinear material behavior of rock and reinforcement is considered in this work. Through solving some typical examples, the proposed approach is proved to enhance the conventional reinforcement design and provide clear and practical reinforcement layouts.

Simultaneous pattern and size optimisation of rock bolts for underground excavations

Designing a rock bolt reinforcement system for underground excavation involves determining bolt pattern, spacing, and size. In this paper, a topology optimisation technique is presented and employed to simultaneously optimise these design variables. To improve rock bolt design, the proposed technique minimises a displacement based function around the opening after bolt installation. This optimisation technique is independent of the material model and can be easily applied to any material model for rock and bolts. It is also extremely flexible in that it can be applied to any mechanical analysis method. To illustrate the capabilities of this method, numerical examples with non-linear material models and discontinuities in the host rock are presented. It is shown that the complexity of systems optimised using this approach is only restricted by limitations of the method used to analyse mechanical system responses.

Diesel bus emissions of submicrometer particles measured in a tunnel study

The emission factors of a bus fleet consisting of approximately three hundreds diesel powered buses were measured in a tunnel study under well controlled conditions during a two-day monitoring campaign in Brisbane. The number concentration of particles in the size range 0.017-0.7 m was monitored simultaneously by two Scanning Mobility Particle Sizers located at the tunnel’s entrance and exit. The mean value of the number emission factors was found to be (2.44±1.41)×1014 particles km-1. The results are in good agreement with the emission factors determined from steady-state dynamometer testing of 12 buses from the same Brisbane City bus fleet, thus indicating that when carefully designed, both approaches, the dynamometer and on-road studies, can provide comparable results, applicable for the assessment of the effect of traffic emissions on airborne particle pollution.

Two main challenges in service description : Web service tunnel vision and semantic myopia

Through media such as newspapers, letterbox flyers, corporate brochures and television we are regularly confronted with descriptions for conventional (bricks 'n' mortar style) services. These representations vary in the terminology utilised, the depth of the description, the aspects of the service that are characterised and their applicability to candidate service requestors. Existing service catalogues (such as the Yellow Pages) provide little relief for service requestors from the burdensome task of discovering, comparing and substituting services. Add to this environment the rapidly evolving area of web services with its associated surfeit of standards, and the result is a considerably fragmented approach to the description of services. It leaves the reality of the Semantic Web somewhat clouded. --------- Let's consider service description briefly, before discussing our concerns with existing approaches to description. The act of describing is performed prior to advertising. This simple fact provides an interesting paradox as services cannot be described exactly before advertisement. This doesn't mean they can't be described comprehensively. By "exactly", we are referring to the fact that context provided by a service requestor (and their service needs) will alter the description of the service that is presented to the discoverer. For example, a service provider who operates a cinema wants to describe the price of their service. Let's say the advertised price is $15. They also want to state that a pensioner discount and a student discount is available which provides a 50% discount. A customer (i.e. service requestor) uses the cinema web site to purchase tickets online. They find the movie of their choice at a time that suits. However, its not until some context is provided by the requestor that the exact price is determined. The requestor might state that they are a pensioner. The same is applicable for a service requestor who purchases multiple tickets perhaps on behalf of other people. The disconnect between when the service is described and when a requestor provides context introduces challenges to the description process. A service provider would be ill-advised to offer independent descriptions that represent all the permutations possible for a single service. The descriptive effort would be prohibitive.

On-road ultrafine particle concentration in the M5 East road tunnel, Sydney, Australia

The human health effects following exposure to ultrafine (<100nm) particles (UFPs) produced by fuel combustion, while not completely understood, are generally regarded as detrimental. Road tunnels have emerged as locations where maximum exposure to these particles may occur for the vehicle occupants using them. This study aimed to quantify and investigate the determinants of UFP concentrations in the 4km twin-bore (eastbound and westbound) M5 East tunnel in Sydney, Australia. Sampling was undertaken using a condensation particle counter (CPC) mounted in a vehicle traversing both tunnel bores at various times of day from May through July, 2006. Supplementary measurements were conducted in February, 2008. Over three hundred transects of the tunnel were performed, and these were distributed evenly between the bores. Additional comparative measurements were conducted on a mixed route comprising major roads and shorter tunnels, all within Sydney. Individual trip average UFP concentrations in the M5 East tunnel bores ranged from 5.53 × 104 p cm-3 to 5.95 × 106 p cm-3. Data were sorted by hour of capture, and hourly median trip average (HMA) UFP concentrations ranged from 7.81 × 104 p cm-3 to 1.73 × 106 p cm-3. Hourly median UFP concentrations measured on the mixed route were between 3.71 × 104 p cm-3 and 1.55 × 105 p cm-3. Hourly heavy diesel vehicle (HDV) traffic volume was a very good determinant of UFP concentration in the eastbound tunnel bore (R2 = 0.87), but much less so in the westbound bore (R2 = 0.26). In both bores, the volume of passenger vehicles (i.e. unleaded gasoline-powered vehicles) was a significantly poorer determinant of particle concentration. When compared with similar studies reported previously, the measurements described here were among the highest recorded concentrations, which further highlights the contribution road tunnels may make to the overall UFP exposure of vehicle occupants.

Load–frequency control : a GA-based multi-agent reinforcement learning

The load–frequency control (LFC) problem has been one of the major subjects in a power system. In practice, LFC systems use proportional–integral (PI) controllers. However since these controllers are designed using a linear model, the non-linearities of the system are not accounted for and they are incapable of gaining good dynamical performance for a wide range of operating conditions in a multi-area power system. A strategy for solving this problem because of the distributed nature of a multi-area power system is presented by using a multi-agent reinforcement learning (MARL) approach. It consists of two agents in each power area; the estimator agent provides the area control error (ACE) signal based on the frequency bias estimation and the controller agent uses reinforcement learning to control the power system in which genetic algorithm optimisation is used to tune its parameters. This method does not depend on any knowledge of the system and it admits considerable flexibility in defining the control objective. Also, by finding the ACE signal based on the frequency bias estimation the LFC performance is improved and by using the MARL parallel, computation is realised, leading to a high degree of scalability. Here, to illustrate the accuracy of the proposed approach, a three-area power system example is given with two scenarios.