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By James L. Vinson

Wilbur Smith Associates (WSA) has provided planning, engineering and construction oversight assistance to the Tennessee Department of Transportation (TDOT) for three construction projects intended to widen and improve segments of I-40 and associated interchanges in Knoxville, Tennessee. The projects are within the karst terrain of the Valley and Ridge Province. Subsurface conditions are characterized by an irregular rock surface coupled with differential weathering. Because of the projects? impact to local and interstate motorists, consideration was given to innovative planning, materials and construction practices that could accelerate construction. Two innovative deep foundation measures included rock-socketed pipe piles, which act as both foundations and substructure elements for a bridge?s interior bents, and the first widespread use of rock-socketed drilled shafts as bridge foundations on a TDOT project. The pipe piles were used at a site with significant cavities within the limestone bedrock. This resulted in design verification and constructability difficulties that required delays, but measures were ultimately employed to produce a sound foundation system. Over 110 drilled shafts have been constructed at sites with generally low solution activity. Relative to H-pile footings, which were included as an alternate foundation, they have apparently allowed accelerated construction at a competitive cost.

Jan 1, 2006

By Sivilay Sayavong, David Puller, Julian Gatward, David Hard, Martin Stanley

"AbstractThe Thames Water Tideway Tunnels programme involves the upgrade of London’s combined sewer and storm water system. The first section is the Lee Tunnel between the Beckton Sewage Treatment Works (STW) and the Abbey Mills Pumping Station. This will intercept the overflows currently discharging to the River Lee and has the capacity to store and transfer 350,000m3 of storm water and sewage. The project required 4 shafts and a 6.9km 7.2m diameter tunnel. The shafts are some of the largest ever constructed in the UK, with diaphragm walls up to 98m deep and 1800mm thick. As a result of the innovative methods of diaphragm wall design and construction adopted the 4 very large and deep shafts were able to be excavated and completed safely, with minimal water ingress and with extremely high quality.MVB, a joint venture of Morgan Sindall, Vinci Construction Grands Projets and Bachy Soletanche are delivering the £635m contract with Thames Water’s Project Management Team in a collaborative manner under an NEC contract. Mott MacDonald, Morgan Sindall UnPS & Bachy Soletanche are acting as designers.Some of the important advances in diaphragm walling made included:??Diaphragm wall design to both EC2 & EC7 taking into considering the assessment of chalk stiffness, high hoop stresses, large multiple openings and non-axisymmetric loadings.??Formation of shafts as a faceted circle from a series of overlapping panels, with primary panels up to 7.2m wide demanding concrete volumes up to 1300m3 be poured in one go. Overlapping secondary single bite panels cut into the grade C50/60 concrete.??Excavation of the full geological stratigraphy of London making bentonite management complex.??Panel verticality of 1:300 required over the full depth. The results achieved this and in many cases exceeded expectations with some panels coming in at up to 1 in 800 with the majority at 1 in 400 to 1 in 500. The project is also the first in the Soletanche Bachy Group to take data from the ultrasonic drilling monitor used to check the verticalty in electronic format in order to create 3D CAD as-built drawings.??Each diaphragm wall panel was reinforced over its full depth. Up to 18 separate pieces of reinforcing cage had to be installed in primary panels. Cages underwent a full range of temporary works designs to check that lifting, splicing and placing could all be undertaken safely. Fibreglass was used in the tunnel portals in the shafts to ease breakthroughs."

Jan 1, 2014

By Joseph T. Coe, Siavash Mahvelati, Alireza Kordjazi

This paper introduces recent advances in stress-wave NDT systems for use in assessments of in-service foundation integrity and drilled shaft construction. The primary results of the laboratory experiments are very promising, as the acquired image was capable of differentiating changes in pile cross section as low as 0.3 cm. The preliminary results with the same hardware components on a relatively large scale cemented sand model were also promising. A brief overview is provided of both systems including hardware, survey methods, and data processing techniques, followed by a discussion on application of the results to QA/QC of deep foundations. INTRODUCTION There are two main applications in which current QA/QC NDT technology fails to provide sufficient information regarding deep foundation conditions: (1) detection of flaws in outside cover concrete of drilled shafts and corrosion in steel piling; and (2) evaluation of anomalies beneath the bottom of drilled shaft excavations. Previous studies have demonstrated the capabilities of high frequency stress waves for geotechnical and foundation evaluation purposes (Lee and Santamarina 2005; Coe and Brandenberg 2010; Coe and Brandenberg 2012; Coe and Kermani 2016). Higher frequency waves can visualize smaller anomalous features at the expense of higher attenuation and smaller propagation distance. Therefore, the goal of this study was to advance the state of NDT practice by development of a prototype high resolution stress-wave imaging system as proof-of-concept. The equipment and hardware were modular, which allowed simultaneous development of two system configurations for application to in- service foundations as well as drilled shaft excavations during construction. Results are presented based on two large scale soil models. The first laboratory model simulated section loss in an in-service steel pipe pile and drilled shaft foundation (Fig. 1a). The second model simulated anomalous conditions beneath drilled shafts excavations as might be encountered in areas with significant karst (Fig. 1b). For both models, evaluation of foundation conditions relied on the propagation of small amplitude seismic stress waves using hardware similar to those described in Coe and Brandenberg (2010) and Coe and Brandenberg (2012).

Jan 1, 2018

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 Peter Faust, Jeremy Zorne, Timothy Siegel, Diane Fiorelli

Professional sport venue construction follows a very simple rule. Once the decision has been made to move the team to a new place, construction shall begin immediately, so that not more than one or two seasons pass by stuck in the old home. Such tight construction schedules require a different approach than traditional design-bid-build contracts. Design is mostly done on the fly, the construction schedule becomes a main risk factor and an early contractor involvement is desired. As specialty contractors become more and more sophisticated, owners, their construction managers or the general contractor have realized the value of ideas and modern technology they can bring to the table for a successful and fast project completion. Local knowledge and experience in a variety of solutions play a key role in the specialty contractor’s ability to provide added value to the project. This is also true for the specialty foundation contractor, who needs to understand the complexity of such modern structures from its integrate foundation, over the delicate concrete structure to a potentially fancy movable stadium roof. Not to mention all the modern high tech equipment which shall make such a place a great customer experience. His expertise shall enable him to propose the most suitable foundation element for the given ground condition and application. Rather to build what others have designed, his strength is to propose alternate concepts which will be faster and (hopefully) more cost effective. This paper highlights different value engineering (VE) input a specialty foundation contractor had on 3 major sports arena projects in California. Together with the entire team from owner to GC, including the Geotechnical (GEOR) and the Structural Engineer of Record (SEOR), the most efficient and best performing foundation solution can be found every time. But such an approach also requires the open mind of the owner to entertain last minute changes when the permit drawing set has already been submitted for approval.

Jan 1, 2018

By P. M. Wiltcher

The construction of a deep structural slurry wall in a restricted city centre location is always a challenging prospect. However, when the city is London and the site is bounded on two sides by high level canals and a main traffic highway on the third, the challenges are greater than usual. The paper discusses the design considerations required by the principal contractor to accommodate a single high level lateral support, value-engineered, bottom-up construction technique and the impact this had on the design detailing and construction of the slurry wall panels. This paper discusses the logistical challenges successfully overcome during the construction of 65,000sq ft of 40inch thick, 80ft deep structural slurry wall in the City of London. The paper reviews the benefits gained from using the state-of-the-art hydraulic grab and rotator system. Technological advances in computer instrumentation and real time monitoring were utilised to assist the grab operators in consistently delivering deviational control during excavation better than 1:200. With working space always at a premium on construction sites, the need for high quality, pre-fabricated reinforcement cages has never been greater. This paper reviews the argument for off-site fabrication of reinforcement members.

Jan 1, 2006

By Robert W. Bergwall

The $58,000,000.00 Columbia Heights Metro Station project (Section E3-a) forms a part of the Washington Metropolitan Area Transit Authority's (WMATA) Greenbelt Route - Green Line subway system. The Greenbelt route is one often segments that make up WMATA's subway system. Construction of the "cut and cover" reinforced concrete station includes 600 linear feet of an underground center platform, two ancillary service areas totaling 466 linear feet, two surface entrances, and vent shafts (See Figure No. 1). Station subgrade is approximately 60 feet below existing grade. The project can be divided into five main areas: 1. North Service Rooms and Passageway; 2. West Entrance and West Passageway; 3. East Entrance; 4. Center Platform; 5. South Service Rooms. Station dimensions are approximately 1068 feet long by 64 feet wide. Construction commenced at the site in January of 1995 and is expected to be completed by December of 1999. Franki Northwest Company, Crofton, Maryland, was awarded a subcontract by general contractor Blake Construction Company, Washington, D.C, to install the support of excavation and temporary decking systems. Franki's scope of work included the installation of 490 drilled soldier piles plus two elevator shafts totaling 29,700 linear feet of drilling; 1,150 tons of steel decking covered by 37,000. square feet of precast concrete deck planks; 120,000. square feet of timber lagging; 2,500. tons of struts and wales; and temporary support of underground utilities. In conjunction with Franki's work, Bencor Corporation of America, Dallas, Texas, constructed parallel, 600 foot long slurry walls which serve as permanent walls for the center platform portion of the station.

Jan 1, 1997

By Robb L. Swenson

Construction of foundations for the Skyway Segment of the San Francisco Oakland Bay Bridge required innovative techniques due to the mass of the structures being inserted and the unique subsurface of the Bay. Twenty of the pier structures required large sheet pile cofferdams. Eight other foundations were installed in open water without cofferdams at the deeper part of the Bay. This narrative will present the initial planning, as well as the stages of installation, for each type of foundation. The first section will discuss foundation constructability modifications made during the initial planning phases of the project. Considerable effort was expended by Caltrans, the owner, T.Y. Lin the designer, and KFM (Kiewit/FCI/Manson) the contractor in modifying the design to assure that required tolerance would be maintained during the installation of the foundations. The final section will describe the steps required for installation including: initial access dredging, installation of cofferdams, preparation required to install the footing boxes, footing box installation, foundation support pile installation, and pile to box connections.

Jan 1, 2013

By Carole L. B. Mitchell

The South 180th Street Grade Separation underpass in Tukwila and Renton, Washington, USA, permits vehicular traffic to pass beneath Burlington Northern Santa Fe and Union Pacific railroad tracks. The railroad tracks were temporarily relocated onto a shoofly crossing while the permanent bridges were constructed. The maximum underpass depth is approximately 25 feet (7.6 meters [m]). The majority of the sidewalls are supported using alternating reinforced and unreinforced secant pile walls. Temporary and permanent struts brace the top of the excavation. Because the groundwater is about 15 feet (4.6 m) above the base of the excavation and the subsurface materials are loose to medium dense fill, alluvium, and soft flood plain organics, the base of the excavation was strengthened and sealed using wet cement deep soil mixing (CDSM) methods. During construction, CDSM-treated ground temporarily acted as part of the railroad shoofly shoring while the remainder of the underpass was excavated on either side of active railroad tracks. The combination of secant pile sidewalls and CDSM bottom seal allowed for easy excavation, even during wet conditions. Using a 35-foot-thick (maximum) (10.7-m) CDSM layer both to act as a bottom seal and to resist uplift pressures is a unique, dual-purpose application of CDSM technology in the United States.

Jan 1, 2004

By Robert B. Bittner

The Sutong Bridge across the lower Yangtze River in China will have, when completed, the longest span (1,088 m) and the highest towers (306 m) of any cable stayed span in the world. The foundations for this record setting span will also be record setting. They are located in water depths exceeding 30 m with maximum flows exceeding 3 m/sec. The soil at the site of the main pylons consists of layers of silty sands and silty clays extending to bed rock at 270 m below river elevation. This paper describes the innovative methods used by the team of foundation designers and constructors to support this record setting bridge at this very challenging site. This paper covers three specific topics related to the foundations of the Sutong Bridge: ? Design and construction of the 131 drilled shafts (2.8/2.5 m diameter and 114/117 m long) under each of the two main pylons, including the post-grouting of all drilled shaft tips. ? Design and construction of the scour protection for the two main pylons. ? Construction methods used to construct the waterline pile caps (113.8 m by 48.1 m by 13.3 m deep) under each pylon.

Jan 1, 2007

By Douglas Brittsan

This paper presents pile tension and compression load test results for the Southern Freeway Viaduct (North) pile load test site. The testing program represents a collaboration between California Department of Transportation (Caltrans), Federal Highways Administration (FHWA), and a group of pile manufacturers and construction firms. The participating manufacturers included Fundex, Halliburton, Monotube, and Nicholson, with each firm supplying proprietary pile systems. The field test program measured and will allow the direct comparison of the tensile and compressive capacity of nine common and proprietary pile systems installed in nearly identical soil conditions. Data reported here-in details pile compression and tensile load-deformation measured at the pile head. Cursory data regarding pile installation details are included to aid in data interpretation.

Jan 1, 1993

By G. Sauer

"More Skill is needed to avoid rather than to handle heavy ground loads." This finding, from a tunneling engineer of the nineteenth century, is still relevant today with all advanced sequential excavation and support methods available whether they are applied in the vertical or horizontal direction. Balanced contractual agreements and documents are important since they provide the spirit and climate at the site. This article aims to describe the means and measures for 'hand mined' shaft and tunnel support as they are available today. Some special construction elements and methods with a perspective in recent developments in order to avoid getting stuck in conservatism are presented as well. If we don't allow new methods, means and measures we may end up with the famous quote "Only women who have already proven they are able to give birth to a healthy baby are allowed to become pregnant!"

Jan 1, 2003

By Martin B. Hudson, Daniel Brescia, Zhangwei Ning

Due to the complexity and sensitivity of surrounding environments, instrumentation and monitoring (I&M) is critical for many urban deep excavations. The objects to be monitored include shoring bulkheads, retained embankments, adjacent buildings and roads as well as underground utilities. However, there are also plenty of constraints on the implementation of I&M such as: congested site space, difficult access to instruments, coordination among multiple contractors, and installation permits for private or public properties. Because of these constraints, sometimes the implementation of the initially planned I&M is delayed, its scope is reduced, and/or the continuity of monitoring is interrupted. For these reasons, it is important to implement the I&M with robust and redundant capabilities while providing minimal interference to the project construction and schedule. This paper describes state-of-the-art I&M technologies including automatic motorized total station (AMTS) with camera and automatic leveling device, reflectorless AMTS and IoT- based wireless sensors based on a case study of an on-going deep excavation project. INTRODUCTION In urban environments, deep excavations requiring the construction of temporary shoring bulkheads are becoming increasingly common, with the associated need to provide protection of the surrounding built environment during construction. Protection of the surrounding environment requires planning, engineering, construction, monitoring, and excessive shoring movement mitigation. The I&M is a vital component of the deep shoring implementation. In public projects, geotechnical I&M is often placed within the general contractor’s scope, whereas the majority of deep excavations are privately undertaken. For those private developments, sometimes the developer contracts the geotechnical I&M directly with the project geotechnical engineer or by a geotechnical I&M specialist hired by the project geotechnical engineer. In either the public project or private development case, the effective deployment of the I&M system relies heavily on coordination and collaboration with the project contractor.

Jan 1, 2018

By Douglas W. Christie

Deep foundations in Washington, DC have played a role in the city?s development since the 19th century. Designers of government and commercial buildings sought deep foundations initially to minimize settlement of structures. As the western portion of the National Mall was made by filling in portions of the Potomac River, numerous memorials and monuments on the Mall required deep foundations. In recent years deep foundations have been used to allow underground construction for various reasons. Commercial developers have sought to maximize the use of sites by developing below-grade space for parking to meet code requirements and offset the limits on building heights. Underground museum and gallery space has been constructed to expand public space while preserving open space above grade. Access and security concerns have prompted the design of underground visitor centers rather than above-grade structures.

Jan 1, 2006

By Reda M. Bakeer

"Measurements obtained during load testing of two steel H-piles driven at a site in Northeastern Mississippi are discussed. The general site conditions, equipment used, testing procedures and results of the pile load tests are presented. Both piles were tested in compression and one of the piles was subsequently tested in tension. The piles were instrumented with strain gauges and extensometers to measure the mobilized soil resistance and pile movement. Three different “zero strain” conditions were used to determine the mobilized soil resistance and residual loads due to driving or a load cycle. It was concluded that the effect of residual loads on driven piles could be significant. Driving residual loads influenced the magnitude and distribution of the load transfer curves more than those due to a load cycle. Results of the tension test were impacted by the residual loads from the previous compression test performed on the same pile.INTRODUCTIONSeveral factors affect the performance of a deep foundation system including the subsoil conditions, loading settings, pile type and installation method. Residual stresses develop in piles particularly due to pile driving, but they are typically not accounted for in the analysis (Fellenius 2002). Siegel and McGillivray (2009) presented an assessment of residual loads measured during load testing of instrumented auger-cast-in-place (ACIP) piles. The magnitude and distribution of residual stresses along the pile shaft and toe depend on the pile installation method, previous load cycles and time effects. Poulos (1987) reported that residual load due to driving at the pile toe is independent of pile driving equipment and may significantly affect the results of a pile load test. Hunter and Davisson (1969) reported results of pile load tests performed in compression on fully instrumented piles driven in cohesionless soils along with a discussion of the effects of residual loads. Tension loads of about 445 kN (100 kips) were measured at the pile toe after driving. Unloading residual compression load at the toe was detected as “apparent” tension since the instrumentation was zeroed prior to the test. The researchers suggested a graphical approach to obtain the “corrected” load distribution curves considering that residual load will dissipate following the tension test. Holloway et al. (1975) conducted a study on the effect of residual stresses due to pile driving and developed a computer software that accounts for residual loads. Briaud and Tucker (1984) suggested a method to account for residual loads based on the results of 33 pile load tests performed in mostly cohesionless soils."

Jan 1, 2017

By S. Bang

In recent years, suction piles and suction anchors have been used as underwater foundations for various offshore structures. They have been proven very versatile, effective, and environmentally friendly. This paper describes the load resisting mechanism, installation, and design of suction piles and suction anchors. Also included are brief descriptions of three offshore structures that have recently been constructed using suction piles and suction anchors. They include: a new breakwater system utilizing gravity-type concrete caisson superstructure on top of concrete suction piles; a floating breakwater system utilizing embedded suction anchors; and a foundation system utilizing suction piles for temporary mooring of underwater tunnel elements.

Jan 1, 2009

By Nabil F. Ismael

The axial capacity of step tapered bored piles in sand was examined by field tests at one site in Kuwait. Two straight piles, and two step tapered piles were load tested in compression to failure. All four piles were 3 m deep. The straight piles were 0.2 m in diameter. The step tapered piles had a diameter of 0.3 m for the upper segment which extended up to 40% of the pile length changing to 0.2 m diameter for the lower section. The soil profile consists of medium to dense sand with minor cementation and no groundwater was encountered. Both the ultimate bearing capacity and the settlement at working loads were examined. The axial capacity of the step tapered piles was greater, and the settlement at working loads was less, compared with the straight shaft piles. The increase in capacity is mainly attributed to the added side friction along the larger diameter top segment of the shaft.

Jan 1, 2008

By Jean R. Garcia, Paulo J. R. Albuquerque, Renato P. Cunha, Osvaldo Freitas Neto

"Abstract Results obtained from in-situ load tests carried out on drilled displacement piles sunk in a porous, lateritic and unsaturated soil deposit, are analyzed in this paper. Three slow-maintained load tests were performed on deep instrumented piles with a diameter of 0.37 m and around 12 m long. The soil deposit consists of a superficial, silty clay “porous” layer 6 m thick, with an average standard penetration blow count (NSPT) of 4 and cone tip resistance and sleeve friction (qc and fs) of 1.5 MPa and 48 kPa, respectively. Under this layer there is a residual stratum 10 m thick, geotechnically consisting of a “porous” clayey silt with an average NSPT of 7 and qc and fs of 2.4 MPa and 202 kPa, respectively. The water table was reached at a depth of 17 m below ground level. The results of the field load tests yielded a maximum pile load (average for the tests) of 1428 kN, which is twice as high as corresponding experimental values from standard bored piles with similar geometric conditions. Exhumation of one of the tested piles was carried out after the test, in order to check integrity and shaft conditions. Numerical finite element analyses, using the commercially available French Code LCPC Cesar®, were performed in order to back-analyze the geotechnical soil parameters for a post execution pile condition. The results permitted a better understanding of the improvement of the subsoil given the intrinsic execution characteristics of this particular pile. It was also possible to note that drilled displacement piles have great potential to become an economically viable solution in tropical soils, given the enhanced behavior of such piles when compared to alternative (cheaper) techniques. In fact, it has several advantages which should make it a key foundation type in the Brazilian market in the future.IntroductionMost buildings in tropical soils use, as the main type of foundation, deep bored or auger type piles. These types of foundations can be performed in various ways, for example with or without soil extraction, with or without bentonite mud and so on. Two main processes maybe formulated: the first execution process is typified by bored pile types, continuous flight auger piles etc., which do not cause excessive soil displacement during excavation. With respect to the second process, one could mention, amongst others, driven piles (precast concrete or steel), Franki piles and drilled displacement piles, which do displace the soil during excavation by pushing the soil laterally around the hole in order to allow either the penetration of the pile or the excavator auger."

Jan 1, 2014

By Sridhar Krishnan

This paper presents the results of a comprehensive pre-production pile testing programme for the US$ 800 million 1400MW Coal-Fired Jimah Power Plant Project in Negeri Sembilan, Malaysia. The testing programme included high-strain dynamic testing and fully instrumented static axial and lateral load testing of driven prestressed concrete piles and bored cast-in-place piles. A highlight of the testing programme was the pioneering use of the Global Strain Extensometer (GloStrExt) Method, a deformation monitoring system that uses advanced pneumatically- or hydraulically-anchored extensometers and a novel analytical technique to monitor loads and displacements down the shaft and at the toe of driven prestressed concrete piles. The experience with the testing programme for the Jimah Project also demonstrates the possibility of achieving notable breakthroughs, not only in the monitoring, evaluation and reporting of pile foundation behaviour dynamics but also in our understanding of the mechanisms that underpin such behaviour. These significant gains are undeniably a direct result of the committed and co-operative relationship among the project owner, design/builder, specialist piling subcontractors, pile suppliers and pile instrumentation and testing specialists.

Jan 1, 2006

By Ekhlaq A. Khan

"The new third Bridge over Narmada River at Bharuch which was recently completed is characterized by some aesthetically appealing elevations of the pylon and large size of the deck. This paper gives an insight to design and construction technique adopted for foundation construction of Extra-dosed span - 3 rd Narmada Bridge at Bharuch over river Narmada, Gujarat. Site being located in intertidal zone had its unique geological characteristics and own set of difficulties during construction.INTRODUCTIONThe Indian subcontinent offers diverse subsoil conditions. With current modern and future trend of long span bridges the substructure design often demands large size foundations. The foundation of theses bridges are usually deep and large in size. The execution of such foundations in maritime environments often involves important temporary works, in order to provide a safe workplace, comply with environmental requirements and achieve high quality standards.Often Pile foundations are preferred solution now a days, but due to various statutory and environmental regulations their construction poses a challenge. With better equipment and corresponding quality control, construction of large diameter pile foundation has emerged as a faster and reliable option.OVER VIEW OF THE PROJECTThe first two lane bridge on NH-8 (Vadodra – Mumbai) known as Sardar Bridge was constructed in 1977, subsequently an additional two lane bridge was constructed in 1999-2000, 29 m downstream of the first. In view of rising volume of traffic and as part of upgradation of NH8, National Highways Authority of India (NHAI) proposed to construct 3rd new 4 Lane Bridge 100 m downstream of 2nd Narmada Bridge, based on Central Water and Power research Institute (CWPRS) study and recommendation.The general layout (fig. 1) of the 3rd Narmada bridge has 8 spans of 144 m and 2 spans of 96 m with total length of 1344 m, supported by132 nos. of 1.5 m diameter piles of about 50 m depth. The substructure has leaning “Y” shaped lower pylon of height 30 m together with cast in situ pier diaphragm. The piles are of M40 and superstructure & pylon of M50 grade of concrete."

Jan 1, 2017