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By Hodjat] [Shiri

A 4-legged jacket structure was installed by an Offshore Installation Contractor (OIC) in the Persian Gulf. In addition to four open-end pipe piles, six conductors were installed by OIC. During the installation of the piles and conductors, some cemented layers were encountered, which had not been accounted for in the foundation design performed by an independent well known offshore geotechnical site investigation contractor (OGSIC). Six months later, the Drilling Company (DC) hired by Client to execute the wells, reported that all of the six conductors were presenting anomalies, such as vertical misalignments up to 10o and/or collapse of the conductors tip and mid height. The DC faced with serious problem in drilling of the wells and in spite of several times milling the conductors and spending 40 days unpredicted extra time, some of the routes could not be opened and Client lost millions of dollars due to direct and indirect associated costs and expenses. This paper presents a complete overview of all engineering, construction and specially geotechnical investigations and shows that how an inaccuracy in interpretations of the results of an offshore geotechnical site investigation as the main reason in this case study can cause serious damages to whole project with unbelievable time and cost impacts some times up to millions of dollars.

Jan 1, 2006

By Antonio Marinucci, Robin Mao

The new Hangzhou West Railway Station, which is currently in the early stages of construction, will be located in the city of Hangzhou, China. To accomplish the ambitious goals of the project, the construction work and station building was divided into three project areas. The original design utilizes 1,580 drilled shafts with diameters of either 800 mm or 1000 mm (32 or 40 inch) to support the new Station and its various ancillary structures. The drilled shafts will be tipped into the moderately weathered argillaceous siltstone a distance between 5 and 15 m (16.5 and 49 ft), resulting in an effective pile length ranging from 35 to 43 m (115 to 141 ft), respectively. For the first phase, approximately 550 production drilled shafts will be installed. Eight (8) sacrificial drilled shafts each with a diameter of 1000 mm (40 inch) were installed to a depth ranging from 50 to 57 m (164 to 187 ft), and were tested to confirm the design parameters used for the first phase, to evaluate the contractor’s installation means-and-methods, and to provide guidance whether redesign is warranted for the subsequent two phases. Bi-directional static load testing was performed using a donut-shaped Super Cell to apply unidirectional axial loads up to 13,200 kN (2,970 kip). This paper will describe the bi-directional testing and select results obtained therefrom. The axial compressive and uplift resistances determined from the testing verified that the available axial resistance of a single drilled shaft exceeded the minimum design requirements.

By David S. Yang

The Cement Deep Soil Mixing (CDSM) method introduces and mixes cementitious materials with in situ soils using hollow-stem rotating shafts equipped with a cutting tool at the tip and mixing paddles above the tip. CDSM generally produces a soil-cement panel consisting of three overlapping soil-cement columns. The soil-cement panel is then extended to form walls, which are effective for excavation support and groundwater control due to the continuity and low permeability of soil-cement walls. Two design approaches could be taken in the application of CDSM for excavation support: 1) single wall design and 2) gravity wall design. The former one is treated as a wall technology and the latter one is treated as a soil stabilization method. This paper will review the CDSM equipment and installation procedures for the construction of these two types of soil-cement walls. Four case examples are used to illustrate the design and application of these two types of soil-cement walls.

Jan 1, 2003

By David E. Albus, Ahmadreza Mortezaie, Bidjan Ghahreman

The structural evaluation of seismic performance of an existing hospital in Long Beach, California, required spring constants of foundation elements. The structure included support by deep foundation elements comprised of belled (underreamed) caissons. The available relationships in the governing building code (ASCE41-13) to compute axial stiffness is not applicable due to the belled configuration of the caissons. The large diameter of the bells required consideration of the foundation medium to the axial stiffness; a detail not clearly described in ASCE 41-13. Furthermore, prescriptive equations in ASCE 41- 13 used to estimate lateral stiffness only consider pile groups with the assumption that the only source of lateral stiffness is the axial reaction of individual piles. These assumptions were invalid for the project at hand where all caissons are configured as single foundation elements, not a pile group. In the present work, the approach taken to estimate seismic stiffness of single-belled caissons is described which accounts for the elastic behavior of the foundation medium below the bell base and lateral behavior of single-pile shafts. Results of the work provide a more satisfactory derivation of the spring constants consistent with current modeling methods. INTRODUCTION Seismic evaluation of an existing hospital in Long Beach, California, required geotechnical investigation followed by site-specific ground motion analysis. This evaluation was required by the Office of Statewide Health Planning and Development (OSHPD) in order to meet the requirements of the Structural Performance Category 4D (SPC-4D) published as a part of the 2016 California Building Code, CBC (Section 3412A). SPC-4D utilizes ASCE41-13, as modified by OSHPD, and involves two seismic performance objectives: BSE-1E (20% probability of exceedance in 50 years) and BSE-2E (5% probability of exceedance in 50 years). Spring constants and capacities of foundation elements were needed for evaluation of the structural performance of the building subjected to these two performance objectives. Our review of the as-built foundation plans indicated that both shallow footings and caissons were used for support of the structure. The plans demonstrated that all caissons are belled (under-reamed) and are individual, i.e. not part of pile groups. In this paper, the subject site condition and foundation elements are described first. This is followed by details of assessing spring constants and vertical capacities for belled caissons. The new requirements of the 2016 CBC concerning the evaluation of critical facilities will likely entail evaluation of other structures with belled caissons due to the more extensive use of these foundations in the past. This paper proposes a method to address the conditions of individual belled caissons not explicitly considered in the current code provisions.

Jan 1, 2018

By Philip J. Daynes

As part of the regeneration of the centre of Dublin, a multi-functional development is being constructed on the site of the historic Smithfield Fruit Market. The site is being developed in three phases, and includes one of the deepest basements (10m) constructed in Ireland to date. Until the recent improved economic climate, there has been little requirement for deep basements in Dublin, and this is the first to be constructed entirely within fluvio-glacial gravels and boulders. The difficult ground conditions led to the adoption of a diaphragm wall solution to ensure a watertight construction. Tie-back anchorages are utilised in the temporary case, and the wall is propped by floor slabs in the permanent case. Where required by high bedrock levels, the diaphragm wall is dowelled into limestone bedrock to ensure toe stability. The recorded lateral movement of the wall is significantly below that calculated by numerical analysis. Temporary bentonite cut-off walls were installed to divide the site into discrete sections. The basement was constructed as a tanked structure, and is subject to uplift water pressure. Passive tension minipiles provides an innovative alternative to the standard stressed anchorage solution. This paper describes:- design and construction aspects of the diaphragm wall, tie-back anchorages, and anti-flotation minipiles, together with recorded lateral wall movements,

Jan 1, 2003

By P. V. Chandramohan

"In ports, piled berths are designed and constructed for berthing of ships with a finite draught. Piles in a bridge foundation also have a large free stand above scoured level. The piles of these structures have to withstand large horizontal forces imparted by the impact of the approaching vessels or due to longitudinal and transverse action in a bridge. It is also imperative that these piles have to project out of the dredged / scoured bed. These piles are normally designed as slender compression members subjected to bending also. They are subjected to vertical load tests for assessing the soil resistance. Lateral load tests, as a rule, are also stipulated. IS and IRC codes stipulate a deflection criteria for lateral load test to arrive at the capacity. These tests are usually conducted on a working pile by jacking out two piles. At the time of the test, pile will be free headed. But in service, piles are fixed head. There is a large difference in deflections between a fixed head and a free headed pile. Besides, a free headed pile will be subjected to a much higher bending moment than the fixed head one. This will put the working test pile under risk of breaking during the test. The problem is analyzed with case studies. INTRODUCTION Vertical capacity of piles is assessed by static formulae. This formula is based on the soil properties obtained from random soil exploration and laboratory and in-situ testing. Since soil is not a homogeneous medium, properties can vary. The design parameters taken for computations may be different from the ones at the interface of the pile with the soil. The best way is to find out is by a load test. The code IRC:78-2014 has rightly stated that initial load test is part of the design process. This is true with the vertical load test. But there are certain problems with the purpose and inference of the lateral load test. In both the tests the criteria for acceptance is the quantum of movement of the point of application of the load. In the former, the movement is vertical and depends more on the compression of the soil than the compressive strain in concrete. But in the latter, this movement is partly on account of the flexural rigidity of the pile and partly due to the horizontal compressibility of the soil. The role of rigidity of the pile is more when compressibility of the soil is higher. Lateral load test is done by jacking one pile against another because it is difficult to get an independent horizontal reaction. Please see Fig.1 Photo."

Jan 1, 2015

By Timothy J. Myers

Expansion and the economic growth in the southwestern region of Missouri necessitated the expansion of State Route 249 and the construction of a new interchange to provide service to the Joplin, Missouri area. The project is located above a former lead and zinc mine in Jasper County, Missouri and includes a five bridge interchange connecting State Route 249 and US Route 171. The variable subsurface conditions, both natural and manmade, prompted the design team to use ground improvement via grouting and small diameter micropiles to provide support for several of the bridge foundations on the project. The scope of work included mine shaft closures, 56,000 ft of overburden and rock drilling, 11,139 ft of micropiles, 524 cy of balanced/stabilized high mobility grouts, and over 8,700 cy of low mobility grout. The selection of the grout used was based on the actual subsurface conditions. Low mobility grout (LMG) was used in voided conditions and for closure of the mine shafts encountered during the excavation. High mobility grout (HMG) was used in fractured rock with the goal of improving the mechanical properties of the rock underneath the future bridge footings and controlling grout volumes during micropile installation. The split spacing method was utilized for both LMG and HMG holes. Geology of the project site subsurface consisted of extremely variable bedrock with strong to very strong limestone, chert, breccia, extremely weak shale, and weak to strong sandstone. Previous activities associated with the mining disturbance (such as partial filled vertical mine shafts, shallow and deep mine horizons, modified hydrology including artesian conditions) further complicates the site subsurface conditions. Real time monitoring and recording of all drilling and grouting parameters was conducted to assist in the evaluation of in-situ geological properties of the site in order to modify the ground improvement and micropile program as necessary. This paper will discuss the design and execution of the ground improvement and micropile program. The project is an excellent example of the use of multiple ground improvement and foundation support techniques combined with real time data analysis to provide a foundation support solution for a complex geological environment.

Jan 1, 2009

By Jesse A. Pfeiffer

CPAR, the Construction Productivity Advancement Research Program, is a new initiative of the Corps of Engineers to enhance U.S. construction industry productivity through the development and application of joint-funded research. CPAR seeks to balance the requirements of both the private sector and the Corps of Engineers construction program, to identify research needs that are common to both parties in a partnership for conducting research, and to achieve practical real-world products which will enhance productivity in the construction industry. Increasing costs of doing business has had a major negative impact on much of the nation's industrial base, and research and development (R&D) is among the areas hardest hit. The Congressional Budget Office estimates that since 1984 inflation adjusted R&D outlays in private U.S. firms have risen at an average annual rate of three percent, or about half the rate of gain of the preceding decade. And, despite a significant increase in foreign competition, the portion of gross national product (GNP) devoted to R&D is lower today than 20 years ago. For the case of the U.S. construction industry, the numbers are even more dramatic.

Jan 1, 1989

By Romano J. Micciche

One of the largest scale uses of a multiple, high-strength steel bar tiedown system is described. Tiedowns were installed to resist hydrostatic uplift forces acting on a section of the Interstate Highway Route I-90 southern approach roadway to the Third Harbor Tunnel, in Boston, Massachusetts. Site specific information is discussed regarding design, testing, and installation of Tiedowns. Conclusions are presented regarding the overall performance of this system and the application of this type of tiedown system on future projects.

Jan 1, 1994

By Maral Papazian Bedian

Construction contracts in the USA contain the clause "Value Engineering" ? an interesting and curious clause allowing contractor initiated design changes. Misleading is the interpretation of value engineering implying cost saving and sharing with the owner, and curious is the timing, just before beginning of actual construction. It is not surprising that such a clause would simply be ignored, because it involves change, often major design changes in very short time; and change is feared, moreover, it is vehemently resisted by all parties, owner, designer, contractor. The problem in the USA may lie in the divergence and separation of the two entities: Designer/Engineer and Builder/Contractor, assigned to the "one" engineering project. The priorities and incentives of these two groups are very different. The Engineer spends years, even decades, in design and prepares contract drawings often without a deep understanding of construction methods. Worse, with all the time available to him and in our era of tremendous advances in computational methods and speed, the designer turns in plans that are inexcusably exaggerated code-based design with excessive safety factors. As to the Contractor, he builds, often without appreciation of design principles or regard for design engineers. Redesign to apply a new technology or optimization of an inferior design just before construction becomes unthinkable. It is not surprising that adverse and hostile relationship between the designer and the contractor is a norm with extended disputes and claims, not to mention the cost these entail. Surprisingly, "Value Engineering" was successfully implemented in record speed on several very large projects in the metropolitan New York area. The process of change was unconventional, painful, and even comical. Four case studies are presented: two Design/Build: the 1.2 billion dollars Hudson-Bergen Light Rail Transit System in New Jersey and the 90 million dollars MTA Bus Depot in Manhattan, and two Conventional Design/Bid/Build: the 90 million dollars Queens Boulevard Bridge and the 150 million dollars Long Island Expressway.

Jan 1, 2002

By Leonardo Massone

The p-y method is one of the most popular methods in pile design and has been calibrated for various boundary conditions using numerical and experimental studies during recent years. Most studies on reinforced concrete (RC) piles have included the impact of flexural nonlinearity, (e.g. nonlinear moment?curvature relations) but not considered associated pile shear deformations when deriving p-y curves from field data. Common p-y curves may be better applicable for piles with flexure dominated failures (e.g. piles with free- head boundary conditions). For piles with fixed head boundaries (i.e. rotation restrained piles) shear deformations could be of significant influence. To study this problem, a coupled shear flexure interaction model for axial-bending-shear behavior coded in OpenSees was applied to a 0.61 m (2 ft) diameter flagpole and a 0.61m (2 ft) diameter fixed head pile specimen to investigate the possible influence of shear deformations to the overall pile responses. The surrounding soil was represented by p-y curves derived from prior large scale testing on piles with similar boundary conditions. Analysis results show that for flagpole piles, shear forces and shear deformations were insignificant. Considerable contributions of pile shear displacements and forces were observed for the fixed head pile, with shear displacements contributing up to 40% of the total pile displacement. Results suggest that nonlinear shear deformations for reinforced concrete piles should be considered for fixed-head or similar conditions, and that currently used p-y curves may underestimate the actual lateral pile displacement and possibly lead to unsafe design for the particular boundary condition.

Jan 1, 2012

By S. Doombos

To convert the railway-bridge across the Oude Maas between Dordrecht and Zwijndrecht into a vertical lifting bridge, a drastic adaptation of the existing piers is necessary. Extra piles have to be placed quite close to the present piers to bear the extra weight of lift-towers and bridge-sections. This article describes the special technology applied to drive steel tubular piles l800 mm. in diameter and 36 m. in length vibration-free into position. At the same time a method of pile-point-reinforcement has been applied to minimize the settlements.

Jan 1, 1989

By M. Tominaga

An industrial port complex was constructed on the west coast of Leyte Island The work was started in December 1981 and completed in May 1984. This port complex includes a 665 m long wharf and can accommodate vessels ranging from a 60,000 DWT ore carrier to a 4 000 DWT general cargo ship. It now handles materials for and products from a copper smelter with an annual capacity of 130,000 t and a fertilizer plant with an annual capacity of 900,000 t. The Wharf structures consist mainly of interlocked steel pipe piles, steel sheet piles and steel pipe Piles. Material handling equipment such as unloaders, shiploaders, etc. were installed on the wharf. Site survey, planning, engineering design and construction aspects of the port development are discussed in this paper with particular emphasis on the wharf structure.

Jan 1, 2010

By Willie M. NeSmith

Conventional augered, cast-in-place (ACIP) piles were introduced into the New York City area as a result of the damage to existing structures caused by pile driving operations. ACIP piles are often specified where deep foundations are to be installed adjacent to transit facilities, sensitive underground utilities or in close proximity to existing structures. However, loss-of-ground issues associated with the installation of ACIP piles have prevented the wide-scale use of these systems. Beginning in 2002, Berkel & Company Contractors, Inc. began using its augered, cast-in-place displacement (ACIPD) system in the New York City area. Like conventional ACIP piles, this system produces almost no vibration. Also, as almost no material is brought to the surface, there is no opportunity for loss of ground. This paper presents a description of Berkel's displacement pile system and a brief discussion of six projects in the New York City area that have been executed with this system over the past two years.

Jan 1, 2004

By Michael H. Wysockey

The load test program for the pile foundation at Soldier Field included static and dynamic load tests at four locations around the site. The dynamic tests were run with no knowledge of the static results, and comparison between the two is very good. It was necessary to use a special testing hammer (not the production hammer) to demonstrate capacity with dynamic testing. Over 90% of the piles were HP14x89 with a design load of 230 tons (18 ksi). The load tests showed a capacity in excess of 590 tons for all tests where sufficient set up time was allowed. The remainder of the piles were mostly HP 12x53 with a design load of 100 tons (13 ksi). The measured capacity of these piles was typically about 250 tons. One experimental HP12×74 pile with a nominal yield of 65 ksi held 730 tons (67 ksi) before failing.

Jan 1, 2002

By Alexander Filotti, Stanley Merjan

"Abstract. The paper shows the benefits and accomplishments of this relatively new but established product on the pile foundations market in the United States. The first part of the paper describes general aspects of the design, construction, and geotechnical capacity (designed and in situ) of Tapertube piles. The qualities resulting from the design and manufacturing of the Tapertube pile will be presented first.The second part of the paper describes the installation of Tapertube piles for an addition to Terminal One at JFK International Airport and The Edge development. A carbon print analysis for both projects is developed using the EFFC-DFI carbon print calculator. For the JFK project the benefits of using BIM in redesigning the project for Tapertube piles are explored.General description.The tapertube pile consists of a tapered tubular bottom section attached to a conventional pipe extension. The 50 ksi steel for the taper is mechanically folded into a polygonal cross-section (usually 12-sided) with a longitudinal welded seam. The tapers are fabricated in many sizes with bottom diameters varying from 8 to 14 inches, top diameters from 12 to 20 inches, lengths from 10 to 35 feet, and steel thicknesses from 3/16 to 1/2 inch. A conical steel shoe or a flat plate is welded to the bottom of the taper and the top of the taper is circularized to match the outside diameter of the pipe extension. The inclination of the tapers is generally between 1.5% and 2.5%.The pipe extension is fully butt welded to the taper and has the necessary length for the pile to develop the requisite capacity. Concrete fill for the piles is generally 4,000 p.s.i. or more. Typically the piles are shopassembled and shipped to jobsites in lengths to 80 feet."

Jan 1, 2014

By Frank Rausche

Without doubt, driven piles are the most economical deep foundation element for a nearshore environment, providing for high bearing capacities and stiffness, quick installation times, assured quality by simple monitoring and inexpensive dynamic load testing during restrike testing. However, when the pile top elevation is several meters below water surface, questions often arise as to the most reliable and economical pile installation method. Frequently encountered, yet relatively expensive, solutions include driving inside a dewatered cofferdam, driving long piles that are later cut off below water surface, or using an underwater hammer. Arguably, the most economical solution is driving the piles with a follower or chaser. However, many foundation engineers shy away from this solution because of the uncertainty associated with the transfer of energy through the interface between follower and pile, the associated potential driveability problems and maybe the limited fatigue life of the follower. This paper will demonstrate how the driveability of a hammer-follower-pile-soil system should be analyzed prior to installation and how to model the pile-follower interface both for steel and concrete piles. As an example, results will be presented which were obtained for both steel pipe piles and precast concrete piles, driven by a single-acting diesel hammer through a steel follower for a pre-construction test pile program in Venice, Italy. While analysis of the steel pile-follower system was straightforward, for the concrete piles, the presence of a soft cushion material whose material properties changed continuously posed some difficulty. Pile Driving Analyzer® measurements and CAPWAP® analysis yielded not only realistic stresses and transferred energy values in the pile, but also reasonable model parameters for further use in a pure wave equation analysis. As a side note for clarity, the dynamic measurements and analysis results herein presented are based on the GRLWEAP and CAPWAP software. GRLWEAP is commonly used all around the world for the preparation of pile driving jobs. The program either yields a bearing graph that relates bearing capacity and pile stresses to blow count or set per blow or it predicts blow counts and pile stresses as a function of pile penetration. These results allow the contractor to estimate driving time and select an economical hammer and driving system for a safe and efficient installation. CAPWAP on the other hand is the analysis of choice once a pile has been installed and records of pile top force and velocity have been acquired during installation or during a restrike test. CAPWAP is a signal matching program which calculates for one particular impact (for example at the end of driving) the static and dynamic soil parameters. Its final results include the calculated resistance distribution, the complete stress history in the pile and also a simulated load set curve. The CAPWAP calculated dynamic soil parameters can also be used in a Refined GRLWEAP analysis to generate a calibrated bearing graph."

Jan 1, 2006

By Dean E. Matthews

The concept of a pile for construction is credited to a Neolithic tribe called the "Swiss Lake Dwellers" who lived in what is now Switzerland about 6,000 years ago. They used piling, not for supporting heavy loads as we do today, but for elevation to protect themselves from wildlife. The Romans often used piles, and built many structures, including buildings, homes, bridges, roads and viaducts on piling. The Romans built the first bridge across the Tiber River in Rome on timber piles in B.C. 1620. Homes in the cities of Venice and Ravenna were built on piles from B.C. 100 to A.D. 400. The Romans also built the first bridge across the Thames River in London in A.D. 60 on timber piling.

Jan 1, 2003

By Hal W. Hunt

Steel and concrete piles and power-actuated hammers have developed almost entirely within the past 100 years. Prior to that time, piles were mostly timber, driven with a drop hammer or a maul. The Engineering News Formula ? for timber piles driven with a drop hammer at a factor of safety of six ? was promulgated by Wellington in 1888. Steel com­panies supplied fabricated and rolled shapes for piles in the early 1900's. The thin shell and then uncased concrete piles originated about that time. Now leads have become sophisticated to accurately spot a pile at any required batter. Hammers have grown to phenomenal size and vibratories are being accepted at full value.

Jan 1, 1984

By Michael A. Knott

Large lateral forces on bridge foundations due to extreme events such as vessel collisions, earthquakes, and wave forces on storm surges during hurricane events are often the controlling design condition for bridge foundations. A review of the American Association of State Highway and Transportation Officials (AASHTO) vessel collision analysis and design codes used in the United States for highway bridges will be presented. The paper includes the background and development of the AASHTO Guide Specification and Commentary for Vessel Collision Design of Highway Bridges (1991) and vessel collision provisions of the AASHTO LRFD Bridge Design Specifications (3rd Edition 2004 and the approved 2005 Interims). Experience in using the AASHTO codes will be discussed and observations on the adequacy and gaps, comparison with the European Standard Code, and recommendations for immediate and long term needs will be presented.

Jan 1, 2013