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By Thomas C. Anderson

Tiedback walls are now recognized and accepted as a good solution for a variety of structural problems: ? Retaining Walls and Bridge Abutments in cut situations ? Landslide stabilization ? Repair/support of existing walls Acceptable techniques have been developed for anchoring in cohesive and granular soils and in any kind of rock. Methods have been developed for adequately protecting tieback tendons against corrosion and for testing every tieback to verify its long-term load-carrying capacity. However, the major problem that the industry faces today is how do we get constructable and economical tiedback walls contracted for and built with minimal claims. This paper will explore the issue of "constructability" through a look at specific problems from actual projects. From a research report from the Construction Industry Institute, Austin, Texas (1986), constructability is defined "as the optimum use of construction knowledge and experience in planning, design, procurement and field/operations to achieve overall project objectives." Maximum benefits occur when people with construction knowledge and experience become involved at the very beginning of the project." The design and installation of tiebacks has been developed primarily by specialty contractors; each contractor has evolved its own methods of performing the work, and consequently, many of the techniques are patented and proprietary. The real question is, how do we make effective use of this knowledge and experience during the design phase of the project?

Jan 1, 1991

Jan 1, 1989

By Eric R. Borys, Amaneh E. Kenarsari, Brett Gitskin

This case study discusses impacts of excessive Earth Retention System (ERS) lateral movement at a project in city of Chicago. The ERS (cantilevered sheeting) moved inward towards the excavation and caused lateral displacement and cracks in six drilled shafts located about 1 to 2 lateral feet (0.3 to 0.6 m) from the face of the sheet pile wall. Up to 9 inches (23 cm) of horizontal movement was observed on top of the supporting sheet-pile. Similarly, survey measurements showed the top of the drilled shafts moved laterally up to 8 inches (20.3 cm). To evaluate the cause of failure and determine a remediation solution, the soil, shaft and site conditions were investigated. Pile Integrity Tests (PIT) were conducted at the affected drilled shafts. The shafts with identified anomalies were cored and video-recorded. The cause of the failure was determined to be related to variable soil conditions across the site, deeper excavation (i.e., increased effective ERS wall height), and other differences between design and as-built conditions. Internal bracing, in the form of walers and rakers, was installed to limit further movement of the sheet pile as a short-term solution, with additional grade beams framed into the basement slab-on-grade as a long- term solution. Five of the six cracked shafts were spliced with reinforcing bars and high strength grout and one shaft was replaced. INTRODUCTION The subsoil in the Chicago Area mostly consists of glacial till clays underlain by water-bearing granular soil over bedrock. The glacial clays have very soft to medium consistencies for a typical thickness of 30 to 50 feet (9.1 to 15.2 m) below which hard clays (Hardpan, i.e., heavily over-consolidated clay soils) are encountered. The soft clays are often referred to as the “Chicago Blue Clay”. Beach Sands are also found above upper soft clays in several areas, especially within a three-mile strip near Lake Michigan (Peck and Reed 1954). Due to the existence of soft clay in Chicago area, supporting the mid to high rise buildings on drilled shafts extended to Hardpan is a common practice in modern building design. In the early 19th century it used to take about 3 weeks to excavate 1 shaft hole and about 1½ days to fill the shaft with concrete in Chicago (Manierre 1916). The early 19th century methodology of excavating a shaft consisted of hand digging the shaft, installing wood lagging as temporary shoring with spoils removed with a rope and pulley system from the surface. Today, the excavation of a typical drilled shaft in Chicago uses heavy drilling equipment and requires much less time for excavation and concrete placement. It is not uncommon for contractors to excavate shafts and place concrete at a rate of about 2 to 5 drilled shafts per day (with one drill rig).

Jan 1, 2018

By J. Wennerstrand

Slender steel piles have found an increased use in Sweden in resent years. These piles are often driven throw soft normally consolidated clay to refusal in till or at the rock surface. In contrast to most other piles the bearing capacity with regard to failure of the shaft is in many cases smaller than the bearing capacity with regard to failure of the soil or rock at the lower end of the pile. Imperfections such as deviations from a straight line of the pile centerline and residual stresses in rolled and welded profiles are important for the capacity of the pile shaft. Even thow the second order moment caused by initial deviations in piles is only half of that in a column with the same slenderness, imperfections can and should be accounted for in much the same way as for columns.

Jan 1, 1989

There are many ways to classify structural slurry wall elements, but the DFI committee chooses to limit these descriptions to three functional requirements, namely: design function, plan configuration and type of panel reinforcement. (See Figure 1 in Part IV for panel classification). Slurry walls can function as: 1. Curvilinear or linear elements for temporary and/or permanent structures to resist lateral forces transferred from the ground, water, earthquakes and various surcharge loads. 2. Load bearing elements in various plan shapes to resist vertical forces. 3. Combination Elements to resist combined forces under conditions 1 and/or 2. For example, elliptical shafts with various openings for tunnels and conduits have been commonly used for deep excavations.

Jan 1, 2005

By Howard A. Perko, M. Mae Benvenga, Heather H. Trantham

Displacement of soil and groundwater during helical pile installation can produce excess pore water pressures (PWP) in fine-grained soils. Pore water pressure reduces effective stress in the soil immediately adjacent to the helical pile shaft and near the helical piles. Previous studies have shown generation of PWP may affect the capacity to torque ratios of the helical bearing elements. Large diameter helical piles that generate much of their torque and capacity from shaft adhesion are affected by PWP and therefore exhibit significant pile "freeze" after installation. Computer modeling is used herein to evaluate PWP immediately adjacent to helical pile shafts during installation in various soil types. The models show the degree and distance from the shaft that is influenced by PWP during installation and the amount of time required for the PWP to dissipate. Pile freeze has been measured on several project sites by re‐torque measurements. These re-torque data are compared with computer modeling and correlations between saturated hydraulic conductivity and dissipation time are presented and discussed. INTRODUCTION Helical piles are full-displacement piles, meaning installation does not produce drill spoil. Soil is displaced laterally as the pile progresses into the ground. This displacement of soil causes an increase in PWP, which reduces adhesion between the pile and the soil. For helical piles with small-diameter shafts, adhesion contributes little to the overall capacity and torque of the pile, so PWP changes are not typically considered in determining pile capacity. In modern construction, the use of larger diameter helical piles has become very common. For large-diameter helical piles, changes in PWP immediately adjacent the shaft can be quite large during installation. Increased pore water pressure and reduced adhesion can have a temporary effect on pile capacity and installation torque.

Jan 1, 2018

By Ali Porbaha

Rapid growth in the urban development requires continuous search for innovative technologies to construct complex infrastructure systems. Deep mixing is one promising construction technology that has a wide spectrum of applications for development and expansion of complex urban facilities. Large number of reported case history of the projects in Europe, Japan, and the US demonstrate the versatility of the technology compared to conventional methods of ground modification. A large number of factors influence the quality of the soil cement columns; some of these are rooted in the installation process and the effective use of machinery during construction. This paper attempts to present some issues related to installation of deep mixing that affect quality of the treated columns. Presented here are various installation patterns, installation machinery, installation sequence, effect of penetration/withdrawal injection methods, penetration/withdrawal speed, effect of number of shafts, rotation of the blade, shape and orientation of mixing tools, and rotational speed of the shaft on quality of the treated ground.

Jan 1, 2001

By Alan D. Fisher

Amtrak made a decision to replace an aging bascule bridge with a vertical lift bridge for their crossing of the Thames River in New London, Connecticut. The new lift bridge occupies the same alignment and shares the same foundations as the bascule span. During construction the deep foundation caisson supporting the bascule span settled and tilted. Investigation into possible reasons revealed interesting historical facts, both of the construction of the innovative open well caisson foundations and of the state-of-the-art in tremie concrete placing methods in use at the turn of the century. This paper describes both of these topics.

Jan 1, 2008

By Thomas Lardner

Excavation for The Bow, EnCana, in downtown Calgary, occurred between May 2007 and September 2008. A monitoring programme was used to determine the behaviour of the shoring wall, soil and bedrock during the excavation for the 21 metre (69 ft) deep excavation with a footprint of approximately 17,000 m2 (183,000 sq ft). Results from the inclinometer readings indicated that significant horizontal movement due to a weak rock layer and shear band effect. These modes of movement account for up to 100 mm (4.0 in) and 45 mm (1.8 in) of lateral deflection, respectively. Based upon the results of the monitoring programme, rock samples were collected from the weak mudstone bedrock, with great difficulty, to determine the strength and deformation parameters. Results from the uniaxial compression tests indicate a UCS around 830 kPa (120 psi) and elastic modulus between 80 and 180 MPa (11 and 26 ksi). Mohr-Columb parameters were determined to be c' = 340 kPa (49 psi) and f' = 24°. Residual strengths were determined to be c'r = 0 and f'r = 15°. Using the results of the laboratory tests and field investigation records, an initial finite element analysis was conducted. Results of the analysis show good correlation when compared with the observed monitoring deformation, indicating accurate portrayal of rock parameters. Additional analysis and investigation is required to determine the principal horizontal stresses in magnitude and direction.

Jan 1, 2010

By Edward J. McNamara

People in the real estate industry are fond of saying that the three most important features of a piece of property are, in order, location, location, and location. This is perhaps the reason that the owners of a well known high-end restaurant chain chose to spend $15 million dollars to renovate 5000 square feet of basement in a 22-story commercial building in the heart of New York City's Time Square. The goal was to create a music club with a stage area and dance floor with a mezzanine level surrounding the dance floor. In order to create the 50' x 40' dance floor and 20' x 40' stage area, 3 concrete columns were removed. New transfer girders were used to transfer the loads of these columns to new steel columns. For the mezzanine, nine columns had to be underpinned. All work continued while the restaurants, shops and offices above carried on business as usual. This paper details some of the means and methods utilized as well as the challenges faced by Underpinning & Foundation Constructors, Inc. in underpinning the columns and installing the new transfer steel.

Jan 1, 2000

By Lawrence P. Goldfarb

This paper presents the results of the geotechnical investigation for the repair of the Fashion Island Boulevard Bridge, Bridge No. 350160, in San Mateo, California. The concrete, precast girder bridge suffered considerable damage during the Loma Prieta earthquake. The existing 36-inch, precast, prestressed concrete piles cracked and spalled at their tops. Based on analyses performed by Biggs Cardosa Associates, structural engineers, the piles did not have sufficient strength and ductility to resist the dead plus seismic loads specified in the Caltrans "Bridge Design Specifications". Additional support for the bridge was needed and the repair strategy consisted of installing large diameter pipe piles at the existing bent and abutment locations. This paper describes the geotechnical engineering analysis and design decisions for the large diameter pile design.

Jan 1, 1993

By Michael Quadagno

Hudson River Pier 86, home of the historic USS Intrepid Aircraft Carrier and the Intrepid Sea-Air-Space Museum, is currently undergoing a $30M reconstruction. This project involves the demolition of the old timber pile supported pier and construction of a new 150 ft wide by 782 ft long concrete pier, built over the footprint of the old piles. The new pier consists of steel pipe piles, precast concrete pile caps, and a composite deck, made up of precast, prestressed concrete planks and cast-in-place concrete topping. This paper focuses on both the structural design and construction of the new pier, with emphasis on the pile foundation. Pier 86 is unique in that it is required to resist the extremely high lateral loads imposed on it by the permanently moored 898 ft long aircraft carrier during severe storms. A total of 360 steel pipe piles support the new pier. These piles, which are 24 in. in diameter and range in length from 58 ft to 175 ft, were driven down to bedrock. The piles, each having 200 ton allowable capacities, work together to resist the significantly large lateral loads exerted on the pier by the ship. The installation of the piles was unique in that all the piles, including the ?super-longs?, were fabricated to-length offsite, delivered to the site via truck and barge, and installed in one piece, eliminating the need for field splicing. The Pier 86 reconstruction will be completed within an extremely aggressive 18 month schedule, from January 2007 through June 2008. The refurbished aircraft carrier Intrepid will return home in September 2008, and the grand re-opening of the pier will be on Veteran?s Day 2008. This paper provides a case history for owners, government agencies, engineers, and construction professionals that will be faced with the challenges of designing and building new piers.

Jan 1, 2008

By Matthew E. Meyer

Renovation, rehabilitation, restoration and expansion of existing residential, retail, commercial, hospital facilities and historic structures requires assessment and evaluation of foundation systems of various ages. The concept of demolition and reconstruction in urban areas is often more challenging, costly, and even prohibitive in some cases due to historic regulations. The authors have been involved with numerous projects related to existing foundation assessment and retrofit, including: hotel and hospital expansions, historic Art-Deco hotel renovations and expansions, garage structure expansions, additions to prominent auction houses, casinos, printing facilities; high-rise structure foundation retrofitting; forensic evaluations of existing building and highway structure foundation systems, and marine bulkhead sheeting systems. The use of non-destructive testing techniques, high-strain dynamic load testing, full scale pile cap load testing and 3-D laser scanning technology has proved to be vital in the assessment and evaluation process, as well as design of foundation retrofit alternatives. This paper presents various methods and techniques to facilitate a phased approach for optimization of existing foundations and subsequent re-use of foundation systems. These methods and techniques are illustrated through the author?s experience and selected case histories from projects with varied foundation and geologic conditions.

Jan 1, 2011

By A. F. Deng

A general description of the project, mainly the pier foundation design of the ZHU JIANG FANYING is presented in the paper. The major contents include the foundation scheme, the evaluation of bed-rock characteristics, the allowable bearing pressure, the design and construction of pier foundation.

Jan 1, 2010

By Lawrence F. Johnsen

In 1989, the Connecticut Department of Transportation authorized the evaluation and design for a reconstructed Route 1 bridge over the Quinnipiac River in the City of New Haven, Connecticut. The project extends from the intersection of Route 1 with East Street, easterly for approximately 3/4 mile to the intersection of Route 1 with Wheeler Street and Stiles Street. The reconstructed roadway will be relatively on-line and widened to provide for four lanes of vehicular traffic and a single-track railway line. The existing bascule bridge and approach spans, which were constructed in 1924, will be replaced by a 270-foot span lift bridge and new approach spans. The lift bridge will have a main lift span weighing approximately 3000 tons, second largest after the Burlington Northern Bridge over the Williamette River in Portland, Oregon. The new bridge will widen the navigation channel to 24 0 feet and provide vertical clearances of 13 feet when closed and 62 feet when open. The project is located in an industrial area. Adjacent properties include retail gasoline sales, auto repair, railroad transport and bulk storage of petroleum. Existing structures include the Yale Boathouse and several retaining walls serving as containment dikes for petroleum storage tanks. The Yale Boathouse, located on the east bank of the river, was constructed in 1909-1910 and is eligible for listing in the National Register of Historic Places.

Jan 1, 1993

Jan 1, 1987

By Reza Y. Khaksar

Presented is a rigorous solution for the three-dimensional stability analysis of vertical shafts (excavations) subjected to the self-weight of the soil based on the upper-bound theorem of limit analysis approach. A rigid-block translational collapse mechanism is assumed, with energy dissipation taking place along planar velocity discontinuities. This mechanism is optimized to obtain the critical failure mechanism giving the lowest factor of safety for stability of shafts. Based on comparisons with other solutions, the method is generally found to be accurate in predicting the stability of vertical cuts.

Jan 1, 2006

By William Babcock

Augered, Cast-In-Place (ACIP) piles can be an economical, reliable, versatile foundation system. They have also been a part of projects that were behind schedule and the subject of lawsuits. The ACIP pile is a specialty system that is more workmanship dependent than most deep foundation systems and is especially vulnerable to the problems and abuse of poor specifications and contract language. Many of the original specifications were based on grouting methods, and numerous misconceptions have followed the method. The Deep Foundations Institute (DFI) has been the leader in debunking the mystique that has hovered over the method and attempted to standardize the industry through publication of the manuals describing the method and how it should be inspected. DFI should be applauded for taking the lead and producing a reference document that can be used to educate the specification writers, designers, inspectors, and owners. It must be must appreciated that there have been other organizations that would not acknowledge ACIP piles as a legitimate member of the deep foundation family. Some consultants and designers have gone to the extreme of making it policy to not recommend the method for use. This presentation is one practitioner's view of the causes of problems as they can be traced back to the contractual conditions. It is intended to provide a broader and different perspective than those provided by the technical specialists. It does not necessarily reflect the position of the DFI or any of the organizations associated with the ACIP pile industry. It is intended to further the spirit of partnering on every ACIP pile project, to further the acceptance and promote the use of this unique system, for the benefit of all the parties. It should be recognized, however, that all of the participants can and do play a role in getting a project into trouble. My view is that projects that get into trouble usually have an early flaw that leads the project to the edge, and the project participants blindly follow the original mistake right over the cliff like lemmings. This instinctive reaction may be a survival tactic by going along with the group, because any one party that departs from the program or shows a position of weakness is a candidate for sacrifice.

Jan 1, 1997

By Liang Shen

The Cooper River Bridge, the longest cable-stayed bridge in North America, replaces two existing bridges along U.S. Highway 17 and connects the City of Charleston and the town of Mount Pleasant, South Carolina. Two diamond shaped towers support the 1,546 ft long main span over Cooper River and allows for a 1000 ft wide navigation channel. The Charleston high-level approach is 4351 ft long and provides a 250 ft wide navigation channel for Town Creek, while the Mount Pleasant high-level approach is 2,090 ft long. Due to the high seismicity in the region, potential vessel impact, and hurricanes, large lateral loads are expected. From various types of foundations, 10-foot diameter drilled shafts were selected for their high capacity against vertical and lateral loadings. The shafts are founded on a stiff to very stiff lightly cemented calcareous sandy clay or sandy silt layer, called Cooper Marl, which underlies the coastal sediments of the interbedded clays and sands. A group of 11 shafts supports each main tower, while a rock island protects it from vessel collision. A group of 4 to 8 shafts foundations support the other piers of the main span unit. A pair of shafts supports the High Level Approach piers. The shaft tip elevations vary from 120 ft to 230 ft below water line. An elaborate geotechnical investigation was conducted on the site, including a load test program on full-scale shafts under axial and lateral loads. The results of the tests were used to calibrate the lateral and axial soil resistance. The objective of this paper is to present the different aspects of the bridge foundation design.

Jan 1, 2013

By E. C. Demsky

This paper describes the large diameter caisson foundation for the upstream guidewall at the Lock and Dam No. 26 (Replacement) Project. The guidewall is supported on two rows of 1.8-m diameter concrete filled caissons. The 28.8 m long caissons are embedded 15.5 m into the foundation material and have an unsupported length of 12.2 m. This paper describes the philosophy and design decisions leading to this unique caisson design. The construction success and problems for the load test caisson will be discussed. The full scale 13,350-kN caisson load test and the associated lateral load tests will be described and the test results presented.

Jan 1, 1989