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By Frank Haehnig, Kurt Kogler

"With a height of 200 m, a crown width of 626 m and a concrete volume of 1.6 million m³, the Kölnbrein Dam in the upper Malta valley in Carinthia / Austria is the largest concrete dam in Austria. Boasting a storage capacity of 200 million m³ with a received water load of 54 MN, this is one of the strongest arch dams in the world.During its construction from 1974 to 1977, the dam was equipped with a comprehensive monitoring system capable of comparing developing deformations and stresses with the design values.With a planned reservoir level of 1,900 m a.s.l. the dam saw the reservoir level of 1,860 m a.s.l. breached in the year 1978. This led to extremely high seepage losses of up to 200 ltr/sec and a rise in the foundation water pressure up to 100% of the dam’s height. These observations were caused by the development of horizontal cracks in the area of the middle dam blocks, between the lowest inspection walkway and the waterside.As a consequence, power plant operations had to significantly be reduced and a number of additional measures were carried out – though these did not lead to the desired sealings.The developer subsequently decided that the dam should undergo a general rehabilitation from 1998 to 1994 in accordance with a concept developed by Professor Lombardi. This concept involved erecting a 50 m high support structure with a concrete volume of 500,000 m³ on the airside of the dam, along with the addition of neoprene bearings to transfer 1.2 million tons of the horizontal load. These measures were able to reduce the deformations in the dam enough so that mostly load-bearing injections into the cracks in the dam’s concrete could successfully be carried out by way of targeted grouting measures using injection resin (RODUR) specifically developed for this purpose.In the years 1998 - 1994, a total of 130,000 m of grouting, monitoring and control drillings were executed, and around 200,000 kg of synthetic resin was injected into the cracks in the dam’s concrete.These measures have ensured the dam‘s uninterrupted operation since 1994. A number of small re- injections were again carried out on the contact surface in the years 2011 and 2012."

Jan 1, 2016

By Tiruvengala Padma, Nilesh Naik

Piles are common type of deep foundation elements used for the special bridges, transmission towers, Jetties, and tall structures. Lateral loads on the structures can be due to either earth pressures, wind, waves, impact, moving vehicles and eccentric application of axial loads or in combination of the loads. Hence the lateral capacity of piles plays a major role in determining the pile dimensions. The laterally loaded pile analysis is a soil-structure interaction problem as the lateral capacity of pile depends on the soil strength and stiffness parameters and its reaction to the lateral load on pile. The common approach to determine the lateral load analysis of piles is the Beam on Lateral Springs Method also known as “p-y” method. In this method the pile is modelled as a beam and supporting soil is modelled as lateral springs. This study is focused on the comparison of output obtained from three geotechnical softwares namely FB-MultiPier, L- Pile and Wallap. L-Pile Software is based on Finite Difference Method, Wallap on Horizontal Subgrade Modulus Method and FB MultiPier on Finite Element Method. Pile response in terms of deflection, shear force and bending moments under vertical and horizontal loads from above three software are compared and concluded.

Sep 1, 2022

By C. Dai, S Raathiv

The Waikato Expressway is one of the New Zealand Transport Agency’s (NZTA) seven roads of National Significance. Coffey is part of the City Edge Alliance engaged by NZTA for the Hamilton Section of the project. The 22km Hamilton Section is the largest and most geotechnically complex section of the Expressway. The Mangaonua gully in Sector 6 is the most challenging geotechnical area of the project for piling works. Together Coffey and Brian Perry Civil have carried out the temporary and permanent design and construction of embankments, piling works, retaining walls and soil improvement works for the bridge construction. The design and construction works were governed by weak alluvial layers and artesian pressure layers several meters beneath the ground level. This paper presents the action taken to improve the foundation of temporary platform, control the artesian pressure, prevent bentonite leakages into the highly permeable alluvial layer and challenges in the base grouting process. This paper summarises the key components in the construction and supervision of bored piling works and outlines innovative solutions for challenges which we faced during the construction.

Nov 1, 2022

By Timothy Nelson, Simon Burnworth

"The University of California’s new Berkeley Art Museum and Pacific Film Archive will showcase a collection of art and film in a facility that pairs an existing 1930s-era printing press facility with a new, architecturally unique auditorium wing. The centerpiece of this adaptive-reuse project is the existing 3- story art-deco Administrative Building, which will be integrated into the new museum and provide approximately 18,000 square feet of usable space. Degenkolb Engineers, as the shoring engineer of record, along with Condon Johnson & Associates Inc., the shoring contractor, worked together with general contractor Plant Construction Company to design and build a temporary structure to facilitate the complex retrofit, renovation, and expansion of the Admin Building. This paper will discuss the challenges faced by the design and construction team, the sustainable solutions implemented on the project, and the collaboration between teams to meet the unique constraints of the project and the site.INTRODUCTION AND PROJECT BACKGROUNDThe Berkeley Art Museum and Pacific Film Archive (BAMPFA), which currently resides in a 1970s-era post-modern concrete structure just south of the University of California Berkeley (UCB) campus, was in need of a new home after an engineering evaluation revealed that the building possessed seismic deficiencies. Pressed for space, the University looked within its portfolio of properties and identified the site of the former University Printing Press facility as the place to build BAMPFA’s new home."

Jan 1, 2017

By Ronald E. Walkington

The U.S. Department of Energy (DOE) is building the world's newest accelerator-based, pulsed-neutron system, called Spallation Neutron Source (SNS). The facility, located in Oak Ridge, Tennessee, is a partnership of six DOE national laboratories - Argonne, Brookhaven, Jefferson, Lawrence Berkeley, Los Alamos, and Oak Ridge. Oak Ridge has the responsibility for managing the partnership and ultimately operating SNS. SNS will provide opportunities for up to 2,000 researchers each year from universities, national laboratories and industry from around the world for basic and applied research and technology development in the fields of materials science, magnetic materials, polymers and complex fluids, chemistry and biology. When completed, this state-of-the-art research facility will provide neutron beams that are 12 times more intense than any other such source in the world. Most of the world's neutron sources were built decades ago. Therefore, it is easy to understand how SNS will provide new research opportunities unavailable elsewhere, and at the same time restore United States leadership in neutron sciences. Neutron scattering research provides valuable information about materials that cannot be obtained through microscopy, X-rays, spectroscopes, or other techniques. The information gained from neutron scattering research leads to improved materials that are used in high-temperature superconductors, powerful lightweight magnets, aluminum bridge decks, jet aircraft, compact and computer discs, magnetic recording tapes, shatter-proof windshields, and many other applications. SNS is like a flashing strobe light providing high-speed illumination of an object and will record the structure of physical and biological materials from plastics to proteins. Because neutrons have no charge, they can penetrate more deeply into materials than do X-rays, light, or electrons and thus reveal bulk structure and properties of materials. SNS will help to understand and "engineer" better materials and the manufacture of better products at the atomic level. Our high-technology society demands new materials that are stronger, lighter, and cheaper yet perform well under severe conditions. SNS, which is designed with the future in mind, will be the leading neutron research facility for many years to come.

Jan 1, 2001

By Takefumi Takuma, Tsunenobu Nozaki, Masashi Nagano

The city of Naruto in the southwestern part of Japan is situated at the mouth of the mighty Yoshino River. An approximately 1,000m-long levee/bulkhead along one of the river’s tributaries in the city was raised with prefabricated steel panel walls on a concrete base bulkhead. Some sections of the walls’ foundations were combi-walls made of sheet pile cut-off walls and interspaced pipe piles; both of which were installed with press-in piling because the new wall alignment was very close to existing homes and businesses. A Clamp Crane, which clamped onto already installed piles and moved forward and backward on them, was utilized for a segment where the access to its piling location was too tight for a conventional crane or a track-mounted pile driver to maneuver.

Sep 8, 2021

By Hyung-Min Kwon

There are a number of methods available that can be used to estimate the bearing capacity of piles that are subject to lateral load, such as the theory of subgrade reaction or the elastic continuum approach. The objective of these approaches is to determine the lateral load corresponding to the allowable lateral displacement of the pile. It is important to select the appropriate soil stiffness when analyzing soil behavior within the allowable displacement of piles because the stiffness of soil is dependent on the displacement of piles. Even though pressuremeter tests can measure the stress-strain behavior within a wide strain range, pressuremeter test results have been utilized to assess only the fragmentary soil modulus based on either semi-empirical correlations or analytical approaches. This study is concerned with a methodology that can estimate the horizontal deformational property, while taking into consideration the nonlinear deformational characteristics of sandy soils. Pressuremeter tests were conducted for 15 cases using a calibration chamber. Reloading curves were employed in the estimation of horizontal deformational property in order to minimize the effect of soil disturbance caused by the installation of the probe. The shear modulus degradation characteristics were estimated from the curve fitting for the reloading curve and from extrapolation using the exponential function. In addition, the difference was taken into account between the stress state around the probe in reloading and that of the in-situ state. A consistent relationship was observed between the maximum shear modulus taken from the suggested method and the bender element tests performed in the calibration chamber, simultaneously with the pressuremeter tests. In addition, the results showed significant concurrence with the well-known empirical correlation.

Jan 1, 2008

By Jeffrey Goodwin P. E., Melih Demirkan Ph. D. P. E., Kevin Tehansky P. E.

Just an hour drive down MD 301 from National Harbor, construction to replace the Governor Harry W. Nice Memorial/Senator Thomas ‘Mac’ Middleton Bridge (HNB) began in spring of 2020. The Maryland Transportation Authority (MDTA) contracted with Skanska-Corman-McLean (SCM) to deliver a new US 301 bridge spanning 1.9 miles from Maryland to Virginia over the Potomac River aiming to improve capacity, safety, and access of the roadway. The project area presented a geotechnical design challenge due to the installation of new bridge foundations in the problematic soils of the Atlantic Coastal Plain alluvial deposits. With the existing bridge remaining in service during construction, and the site’s logistical constraints placing new pile driving operations near existing abutments and piers, a complex instrumentation and monitoring plan was developed to ensure public safety throughout the project. This paper discusses the geological conditions of the project area, the collaborative approach of various design team members to develop an appropriate monitoring plan utilizing various instrumentation, an understanding of baseline conditional movements of the existing bridge, and impact response of adjacent construction activity to help deliver effective new bridge foundations while protecting the old ones.

Oct 1, 2022

By Paul J. Sabatini

Between 2008 and 2009, more than 6,000, 23-m long deep mixing method (DMM) elements were constructed to support 124 concrete mats comprising the foundations for the process trains for an LNG facility. The Owner requested first-of-its-kind analyses and assessments to confirm the quality and reliability of the DMM foundation. This paper provides information on these assessments and the procedures used to ultimately conclude that a fit-for-purpose foundation system was constructed. During early phases of construction, several DMM test cores revealed nodules of unmixed clay in upper core samples. A comprehensive review of available DMM core information was undertaken. It was concluded that the amount of coring being conducted as part of the contractor?s QA/QC program should be increased to achieve a foundation system with the required level of reliability. Three-dimensional finite element analyses were completed considering various distributions of defects in the DMM elements and the effects of potential downdrag on DMM elements. Calculated mat settlements and mat stresses were compared to cases without defects in the DMM elements. Various distributions of loaded and unloaded mat areas and number and position (both in the subsurface and laterally) of defects were considered. Four (of the 124) mats were identified as potentially ?at-risk?. The settlement performance of these mats is currently being monitored and, to date, performance has been acceptable.

By Thomas W. Scott, Manh N. Tran

Marine environments present a range of challenges for pile construction. This paper contains a discussion on the design and construction of marine piles for a recent Toll Shipping wharf upgrade in Burnie, Tasmania. The project involved several new structures including mooring, berthing and ramp dolphins supported by driven tubular piles with rock sockets, and an onshore mooring dolphin and ramp abutment supported by bored piles. Through the project, a range of construction challenges were experienced, including availability of tubular piles, the different penetration depths of driven piles into rock, the ability to drill out sockets when the piles were raked, the difficulty in verifying the design intent, latent conditions and ship impacts. The paper will present a summary of the different factors that influenced design concepts for the structures involved in the upgrade, and the challenges involved in the design of the structures. Following this, the paper will describe the methodology used to verify the design (including a pullout test), observations made during pile construction and lessons learned on how to limit risk throughout construction.

Nov 1, 2022

By Joe Harris

Large structures, such as a multistory office building or a large storage tank, are constructed the most economical way possible, which may involve a shallow foundation system placed on native soil or compacted fill material. Over the life of the structure, the foundation system may not perform as originally anticipated, leading to differential settlement. Minor differ- ential settlement is expected; however, settlement that exceeds allotted tolerance can render the structure inoperable. Compaction grouting is a well-known and accepted ground improvement technique that can be used to not only stabilize but relevel multistory buildings and large dia- meter storage tanks. Two projects, each with differing types of structures, were successfully remediated utilizing com- paction grouting as the primary method to remedy settlement.

Sep 1, 2023

By Shreya Vivek Hokam, Dr. A. I. Dhatrak, S. W. Thakare, Dr. Vivek S. Hokam

Construction in congested urban areas has necessitated tall and massive structures. In urban areas, it is common to construct underground structure nearby existing buildings. Selection of an appropriate support structure system to be implemented in the excavation in an urban area is heavily dependent upon the geotechnical conditions and safety of the surroundings and neighbouring structures. Urban Rail, popularly referred to as Metro Rail, has seen substantial growth in India in the recent years. More cities are experiencing the need for metro rail to meet their day-today mobility requirements. The metro structures involved deep excavation for foundations which induces the stresses and thereby alters the existing equilibrium and thus may affect stability of neighbouring structures considering safety point of view. Hence, design and execution of deep excavations become one of the important challenging tasks of any geotechnical engineer in the modern era. Further, it is important to control the ground movement in order to prevent the failure of excavations. This involves specialized foundation technologies, usage of sophisticated equipment and new methods in underground construction, safety and monitoring systems. In this paper the methodology used for protecting adjoining structures due to deep excavation for Nagpur Metro station is studied.

Sep 1, 2022

By Mohamed A. Eliwah

This paper deals with the determination of hydraulic conductivity of the coastal coralline limestone aquifer of Jeddah, Saudi Arabia. This coastal area has witnessed urban development and establishment of towers which requires deep foundations, excavation and dewatering of huge quantities of unconfined groundwater. It is occupied with successive layers of soft detrital and consolidated massive cavernous coralline limestone of the Quaternary age. These layers are encountered at a depth of 1.5m and extend for more than 100m. Hydraulic conductivity values were obtained by analyzing the pumping tests data under steady and transient state conditions. Hydraulic conductivity values help in selecting the proper and safe dewatering system, as well as determination of discharge rates and quantities of groundwater to be withdrawn. Test results obtained from two surveyed sites showed that the values of hydraulic conductivity are greatly variable. It ranges between 118.1 and 1559.6 m/day at the first site, whereas at the second one it ranges between 94.6 and 350 m/day. These high values are attributed to the cavernous nature of the water-bearing formation. Jeddah city could be divided into three different dewatering zones extending from north to south parallel to the coast line. Well point dewatering system could be applied in the first zone while ditches and sumps are the most suitable dewatering method in the second and third zones. Dewatering using deep wells in such highly permeable formation will require withdrawal of huge quantities of water which will be accompanied by washing out fine sediment filling the cavities in the surrounding areas. This will badly affect the nearby buildings through settlement, crakes and other structural damages. Therefore, construction of grouting plug/blanket with thickness of 3.0 m at a depth of 20.0 m is recommended. This depth will be enough to support the plug against the hydrostatic pressure. Moreover, it is highly recommended to transfer the site into closed box, by using diaphragm walls or secant bored piles.

By Dave P. DeClerck

Hardman Construction was faced with the challenge of completing a large earth retention project on a constricted downtown Detroit site, while maintaining a safe and productive worksite. To do so, new technologies using robotic equipment was instituted. HISTORY The historic J.L. Hudson Building (Hudson’s) in Detroit, Michigan was the premier retailer in the city’s downtown district from the 1890s through the 1960s. The massive flagship store sat at 1206 Woodward Avenue, one of the busiest streets in the Detroit area. Hudson’s broke ground in 1891 and would go through twelve renovations and expansions. The last renovations took place in 1946, which gave the building the title of being the largest department store in the world at the time. It spanned an entire city block and boasted 2.2 million square feet of retail space. By the 1970s, Detroit was in an economic downturn. The Hudson’s department store finally closed its doors in 1983. Besides a few working offices, the building sat vacant. The building was unique in that it had four levels underground, offices, mechanical areas, and equipment storage. Following years of neglect, the Hudson’s building was seized by the state and transferred into the hands of the city. The city had it demolished in 1998, (shown in Fig. 1) to construct a new, four- level underground parking garage as well as a potential future above-grade development (Sewlck, 2017). The building was imploded in one of the largest implosions of that time. The building rubble filled the underground rooms and helped to stabilize the exterior concrete walls and keep them from collapsing.

Jan 1, 2019

By Robert Thurner, Albin Norrman, Sami U. Raja

The West Link is a double track railway project currently under construction in Gothenburg, Sweden. The project includes the construction of 8 kms of track, 6 kms of which will be in tunnels. Beside several large excavations, three new stations will be built: Centralen, Haga and Korsvägen, all within the city of Gothenburg. The first construction phase of the project began in May 2018, and the finalization of the project is expected in 2026. The project is divided into five sections. Keller is involved in four of these contracts since the design & planning phase in 2018 assisting the special foundation works with various geotechnical techniques including Dry deep soil mixing (DDSM), jet grouting, rock grouting, uplift piles, sheet piling and rock dowels. The core idea behind successful collaboration has been to apply the right product for a location specific challenge which can help optimise costs & time for the project with a minimal environmental impact. Due to the extensive nature of the project, a team of experts from various locations around the world is helping design and execute various foundation technologies and providing solutions to the practical challenges in the project like working close to existing structures, rail lines, river etc.

May 1, 2022

By Remco Offenberg, Marcel Bielefeld, Martijn van Delft

The question of the continued suitability of existing foundations arises when the function of the superstructure changes. This can occur when the superstructure is replaced or when the existing structure is expanded, leading to higher loads on the existing foundation. Quite often it is a challenge to define the suitability (with respect to integrity, bearing capacity or both). The lack of information on the existing foundation (such as pile dimensions, installation records, original soil investigation, design calculations, etc.) makes it frequently seemingly impossible to assess whether the foundation or foundation elements can be re-used. The paper outlines the tools available to an engineer to evaluate existing foundation piles for potential re-use. The paper illustrates the application of these tools through a few case studies from The Netherlands, including the evaluation of a 400 years old bridge foundation to address increasing traffic loads.

May 1, 2022

By Patrick J. Hannigan, Seth Robertson, Frank Rausche, Rozbeh B. Moghaddam

The Top-Loaded Bi-Directional Test (“TLBT”) and the conventional Bi-Directional Load Test (“BDLT”) are full-scale load tests where loads are applied bi-directionally to the foundation element. The BDLT uses an embedded loading source consisting of a jack assembly with one or multiple hydraulic jacks located between two steel bearing plates. As the jack(s) within the jack assembly is/are pressurized, the plates receive the load from the jack(s) and transfer these loads to the foundation element. In the case of the TLBT, the loads are also applied bi-directionally to the foundation element. However, in the TLBT case, the loading source is located above the foundation head. With the TLBT’s non-embedded and reusable load assembly, the loads are applied to the foundation using the steel shaft bearing and base bearing plates cast within the foundation. These plates are connected to the load assembly at the foundation head via Grade 75 or Grade 150, threaded, steel bars. This paper presents comparison results from a full-scale load test performed by both bi-directional load testing methods on adjacent test shafts. Details regarding subsurface conditions as well as test shaft construction and installation are included for the comparison tests. Test results and corresponding analyses are presented and discussed in detail.

Sep 8, 2021

By Alexander Ciccone, John H. Gill

Jet grouting is a highly versatile ground modification technique that can offer significant commercial and technical advantages over traditional concrete pit underpinning applications. Despite these advantages, jet grouting remains an underutilized technique in the construction industry due to its perceived complexity, cost, and risk. When performed thoughtfully, underpinning by jet grouting offers significant safety and schedule advantages over traditional underpinning approaches. The New England construction market has seen a recent acceptance in the use of jet grout underpinning on congested project sites across a variety of subsurface conditions. The reduction of the cement batch plant footprint due to equipment advances has allowed the use of this technique in urban sites where its use would be previously infeasible. Furthermore, jet grout underpinning has been utilized for support of historic and sensitive structures with generally lower tolerance to settlement than is typically feasible with conventional pit underpinning. Robust, real-time geotechnical instrumentation monitoring systems have helped reduce the uncertainty and further expand the feasibility of jet grout underpinning applications. When properly designed and constructed by qualified and experienced jet grouting contractors, the flexibility of soilcrete for design and construction may be utilized to overcome the many inherent challenges which complicate underpinning and earth retention systems. INTRODUCTION The construction of buildings and infrastructure in our increasingly dense urban spaces often requires excavations below the elevation of existing structures immediately adjacent to the proposed work. Where a proposed excavation system encroaches into an existing structure’s zone of influence, additional measures, such as the construction of an underpinning or excavation support system, are required to safely excavate and minimize the impacts on the adjacent structures. Jet grouting is one method of underpinning that offers significant commercial and technical advantages over many other techniques. Though it was first used to the United States in the 1980s and has grown in popularity elsewhere, jet grout underpinning remains underutilized domestically due to its perceived cost and risk premium. Jet grouting has significant technical advantages over other underpinning methods due to its applicability in a wide range of soil types and its flexibility of design and installation. The jet grouting process is capable of limiting the movement of foundations during construction and excavation to lower thresholds than most traditional underpinning methods (Droof, Furth, & Scarborough, 1995). Its use for underpinning historic and sensitive structures with lower settlement criteria provides additional evidence to its technical utility. Through thoughtful design, adequate planning, and experienced installation, jet grouting can be an appropriate underpinning solution that can provide significant cost and schedule savings.

Jan 1, 2019

By Aaron L. Sacks, David R. Good, Srinivas Yennamanda, Joseph K. Carey

Construction of Parcels 6 and 7, the second phase of The Wharf, began in 2019 and geotechnical construction was completed by December 2020. The overall project consisted of horizontal site, parks, and office buildings. The Wharf’s Phase 2 development includes approximately 1.2 million ft2 (110,000 m2) of above-grade construction including five multi-story, mixed-use buildings constructed over up to three levels of underground parking. The site is located between the WMATA Green Line Tunnels to the north and the Washington Channel to the south; it is bisected by a 108-in. (2740-mm) diameter DC Water outfall pipe. This arrangement, along with very difficult ground conditions, created challenges in the geotechnical design and construction. The support of excavation for this complex project required several different methodologies, including sheet piles, soldier piles, displacement piles, tiebacks, deep foundation anchors, jet grouting, and internal bracing with multi-tier rakers. Ground improvement was also required for support of spread footings in soft soils over the garage footprint. Underpinning of the active 108-in. (2740-mm) diameter DC Water outfall pipe running on a north/south alignment through the center of the site between the two garage structures was also performed. Since portions of the support of excavation are below the groundwater table, an extensive pre-excavation dewatering program was necessary and was separate from the foundation package. On the north side of the project, support of excavation (SOE) was required on a curved alignment, offset approximately 10 ft (3 m) from the outbound Green Line tunnel. Due to the proximity of the tunnel, a stiff, near-zero displacement wall was required. A portion of the buildings extend over the tunnels, imparting load to the tunnels to approximately restore original overburden loads excavated for the basement space. The building foundation is a 3 to 4-ft (0.9 to 1.2-m) thick mat slab anchored into the Potomac clay formation. Continuous movement monitoring of the tunnels was performed by an automated system. This paper describes the design and construction of the SOE and foundations for this high-profile project, which required collaboration between the Owner, Engineer, Construction Manager, and Specialty Geotechnical Contractor to solve many challenges.

Oct 1, 2022

By Silas C. Nichols, Jennifer E. Nicks

"Limit states design (LSD), or load and resistance factor design (LRFD), is a method to account for the uncertainty in loads and resistance through a reliability calibration that requires all applicable limit states (strength, service and extreme) to be checked during foundation design. LRFD has been in use internationally for several decades; however it wasn’t until recently that engineers working on highway projects were required to use the method for the design of highway bridges and other appurtenances. Although the bridge community has been using a form of limit states design for structural components since the early 1970s, the design of foundations for bridges, walls and other geotechnical features had long been performed using allowable stress design (ASD), whereby all uncertainty in loads and material resistance is combined in a single factor of safety. While the move to LRFD was viewed as a more rational approach for the design of bridges and structures, the transition to its use for geotechnical engineering has been met by many with confusion and difficulties in application. This article will revisit the history of transition from ASD to LRFD for geotechnical engineering, summarize the status of the transition and issues with its use, and briefly discuss some emerging research opportunities for improving and advancing the design platform.Background and HistoryUntil about a decade ago, foundations and substructures for bridges were traditionally designed using ASD, while the superstructure was designed using load factor design (LFD), a precursor to LRFD that incorporated factored design loads but no risk assessment. This combination led to uncertain and incompatible safety margins in design for the various bridge components. In 1986, the American Association of State Highway Transportation Officials (AASHTO) Subcommittee on Bridges and Structures (SCOBS) concluded that the standard bridge specifications in use at the time for U.S. transportation projects had significant inconsistencies and gaps, wasn’t up to date with emerging technology and that the development of new specifications was warranted. The proposed solution by the subcommittee was to transition to a more coherent method of design where applicable failure and serviceability conditions could be evaluated considering the uncertainties associated with loads and resistance."

Jan 1, 2015