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By Eric C. Halpin

"1. Introduction and Backgrounda. In its fundamental form, risk is simply the likelihood of an adverse impact. Expanding on this theme, the Corps of Engineers has broadly defined risk associated with infrastructure as a factor of three distinct elements: a probabilistic assessment of a hazard such as a flood or earthquake; a probabilistic assessment of how the infrastructure performs in the face of this hazard; and a measure of the likely consequences – loss of life, economic damage, environmental impacts – associated with the resulting inundation scenarios.b. The lessons and observations described herein relate to the Corps of Engineers experiences in implementing risk concepts for infrastructure management during the period 2005 through 2013. The Corps of Engineers is a large, decentrally operated and centrally led federal agency that plans, designs, constructs, operates, maintains, and/or manages a portfolio of over 3,000 built dam and levee systems within the United States. The infrastructure in this portfolio is 55 years old on average, and although much of the structures provide for flood risk management benefits, many of the dams deliver multi-purpose benefits. Scale matters – where scale and uncertainty are large, risk concepts provide great opportunity and arrangement for application.c. The amount of organizational change that is demanded for the implementation of risk concepts is considerable and should not be under estimated, but need not be feared if the path others have taken is considered. This paper is, in many ways, an opportunity to step back from the last seven years of implementing risk informed management, check our own azimuth and maturation, and share the purpose and energy behind our own continuing actions. Hopefully, this azimuth check is also beneficial to those that are either considering the use of risk or are in the process of implementing risk concepts.d. Success at managing the massive change related to incorporation of risk concepts will directly affect success of the infrastructure program. The three key organizational elements to consider –human systems such as governance and competencies; policies that outline the who, when, and why of decisions and management; and the processes and technology that outline how work is to be performed - are changed fundamentally. From senior leaders to project team members and all of the people in between, there is a need to discuss, confront, and vet the change and the role people and organizations have in the process. For the Corps of Engineers, with a history of over two centuries, deeply embedded beliefs about infrastructure aren’t transformed over night - the change process is decadal in scope. Given our self imposed “project execution” mantra and corporate objective, risk seemed threatening at first to the cost and schedule of delivering infrastructure projects. In reality, risk concepts have been responsible for savings and cost avoidance of nearly $6 billion over the last three years alone while at the same time justifying increased investment by several fold for the highest risk needs."

Jan 1, 2014

By Chandrasegaran, Tamilmani

"This paper describes a case study of a retaining wall structure using a diaphragm wall to construct a stilling basin at Tanjung Bin T4 power plant in Johor Bahru, Malaysia. The stilling basin is part of the Phase IV (T4) 1x1000MW power plant’s offshore cooling water discharge culverts. The site is located close to the sea with 5m of fill on top of very soft sediments of marine origin up to 20m thick underlain by fluvial clay and metasedimentary rock. Stringent wall deflection criteria and construction program dictated adopting an efficient solution with 800mm thick diaphragm wall supported by permanent top support as the temporary prop and improved horizontal restraint provided by deep mix piles acting as a slab (ground improvement layer) below the final excavation level. The depth of excavation is about 10.12m from the existing ground level. The proposed solution kept the wall deflection below the limit of 0.7% of the depth of bulk excavation and avoided additional props leading to faster completion of the structure. With unsymmetrical loading behind the retaining walls, 2D finite element analysis was carried out to assess the wall deflection and stresses in the wall and the grout layer below. The diaphragm wall is instrumented to monitor the behavior and the findings are discussed in the paper.INTRODUCTIONConstruction in soft marine clay has always been a challenge to the engineer because of its very low shear strength and its sensitivity to disturbance. In the case of excavation projects the problem becomes even more complicated with development of excess pore pressure during excavation. Marine clay with its low shear strength and lesser passive resistance, generally leads to large wall movements and settlement behind the wall. Increased passive resistance coming from increased number of props is useful but has its limits and it is no longer the most effective way in containing or reducing the wall movements or forces in the wall. One of the solutions to these problems is to improve the soil shear strength by means of ground improvement infront of the wall at an elevation most appropriate to maximize wall performance. There are several methods adopted in improving a soil layer including mixing additives to the ground to improve the shear strength to partially replacing the weak soil while others are fully replacing the weak soil. This paper discusses the case study of approximately 10m of excavation in soft marine clay using 800mm thick diaphragm wall supported by Deep Mix Piles (DMP) being used to improve soft marine deposit to form a slab just below the formation level and thus improving passive resistance significantly. The ground improvement layer helped to reduce the wall forces and deflections making it possible to remove the need for additional temporary props leading to significant savings is time and productivity. The paper presents the various options explored before this method is adopted, the design approach, instrumentation data and the monitored results."

Jan 1, 2015

By Josef K. Alter

Crosshole Sonic Logging (CSL) of drilled shafts requires 1.5-in (38-mm) or 2-in (51-mm) I.D. sonic access tubes to be installed inside the steel reinforcement cage. The sonic access tubes do not contribute to the structural capacity of the drilled shaft. The proposed use of Ischebeck TITAN T73/56 CSL/Hollow Threaded Rebar for Cross Hole Sonic Logging Access Tubes Combined with Longitudinal Concrete Reinforcing in Drilled Shafts (patent pending) is discussed as an alternative method of construction and CSL probe access. The T73/56 hollow threaded rebar/sonic access tube performs as a high strength rebar while at the same time creating a 2.2-in (56-mm) I.D. sonic access tube. The deformed high strength hollow bar provides better adhesion to concrete thus reducing the problem of debonding associated with smooth PVC and steel pipe. A cost comparison using conventional rebar with added sonic access tubes is discussed. The use of T73/56 CSL/Hollow Threaded Rebar as a value engineering alternative can reduce both material and labor costs for drilled shaft construction and can provide an advantage where anchor bolt cages and longitudinal reinforcing create congestion.

Jan 1, 2011

By Yu Zhenquan

At the construction site of Bao Shan Iron &. Steel Mill in Shanghai, lots of RC driven piles with length of 50 to 60m were applied. The most unfavourable distribution of stress along the pile shaft was known by measuring the compressive and tensive stresses. With analysing the test results a phenomenon of impact fatigue of RC pile was discovered, the range of impact fatigue and its critical zone can be distinguished. Finally some countermeasures are presented to avoid the impact fatigue of RC long pile.

Jan 1, 1991

This Workshop was held at the Doubletree Inn, Seattle, Washington from September 26 to 28, 1997. Run under the auspices of the Deep Foundations Institute (DFI), it was co-funded by the newly formed Japanese Association of Micropiles (JAMP), and the Federal Highway Administration (FHWA). The Workshop was jointly organized and facilitated by Fujita Research Corporation and ECO Geosystems, Inc., with close support by Donald B. Murphy Contractors, Inc. DFI kindly consented to publish these Proceedings. As is clear from the list of attendees, 42 specially invited engineers from all aspects of micropile technology were present, representing Japanese, European and American practice. This proved to be a most friendly and interactive group of people, who freely exchanged ideas, views and close comradeship, not only during the technical sessions, but (and especially!) during the numerous social events. Perhaps the best illustration of this came in Day 2 when the attendees were divided into five competing teams, each comprising representatives from the different geographic groupings. These teams had to quickly devise solutions to two technical problems (using standard data previously provided. A team of "referees" (who also acted as "coaches") later determined the most apposite response, based on constructability design concept, cost, schedule and so on. Not only were the winning team very liberal in distributing the prize (vintage California champagne) among themselves, but the whole Workshop soon benefited from their generous division of the spoils of victory.

Jan 1, 1997

By Dan Brown

A method is outlined for computing the contribution of a micropile group to global stability of a sliding mass. The forces in the micropile are computed in a way which accounts for the effect of soil mass movement on the mobilization of axial and shear forces and which maintains compatibility between shear and axial force as a function of displacement. The method provides a rigorous model to incorporate the pile forces into the stability calculations, including the effect of pile forces on the resultant shear and normal forces at the sliding surface. This paper demonstrates the proposed solution using a simple example slope.

Jan 1, 2007

By Richard J. Hartman

This presentation identifies some of the more common problems associated with cofferdam construction. After the various problems are identified, they are briefly explained and possible solutions and preventive measures are noted. Photographic slides used during the seminar illustrate the conditions. This discussion is limited to cofferdams which are braced structures excavated inside to allow access for construction. The common procedure is to drive sheet piling and then alternatively install bracing and excavate. They can be located either on land or in water. Loads are applied by soil, water, surcharge pres-sure, eccentricities, and impact loads. The loads are resisted by the sheet piling, the bracing, and the soil below the bottom of the excavation; each of these three components must be capable of resisting the applied loads.

Jan 1, 1987

By Timothy C. Siegel

Accurate representation of the geotechnical resistance distribution is critical in evaluating the performance of piles and pile groups for design. A current practice is to infer the geotechnical resistance distribution based on measured changes in strain during conventional top load pile testing. Especially for drilled and bored piles, the residual load is typically assumed to be negligible both during testing and after the application of the structure load. A practical result is that the compressive structural load is anticipated to be opposed primarily by the shaft resistance with little or no mobilized toe resistance. The predicted top deflection is estimated as the combined elastic compression plus the movement necessary to mobilize shaft resistance. The development of residual load (and associated negative skin friction) results in a significantly different design condition. Negative skin friction tends to force the pile into the ground and develops residual load in the pile that contributes to the internal compressive load. Significant toe resistance can be mobilized in order to resist the combination of negative skin friction and the sustained compressive load. The pile movement becomes a function of the toe penetration required to mobilize sufficient resistance to reach a balance of forces. In an effort to study the development of residual load in augered cast-in place (ACIP) piles, the authors installed and monitored strain gages that were embedded in an 18-inch diameter ACIP pile at a site in southeast Georgia. The results of this study indicate that residual load develops over time and reaches a distribution that is consistent with the principles of the unified design of piles. It is concluded that residual load develops in ACIP piles (as well as all drilled and bored piles by the same mechanisms) and that the residual load should be considered in the interpretation of load tests and in the pile design, particularly in the estimation of the single pile and pile group settlement.

Jan 1, 2009

By Anthony L. Reynolds, Clifford J. Wren

"The adoption of a significant pile testing regime, the use of Eurocode 7 as the design standard, the development of lean construction techniques, and lateral thinking in overcoming some considerable construction challenges allowed Stent Foundations to construct the foundations for the new Wembley Stadium, London, on time and within budget. In addition to the piling works for the main stadium, and after significant design development, a large number of extra piles were required to raise the new iconic roof Arch to its final position some 133 metres above the ground. A 1,400m long contiguous bored pile wall was also constructed to allow for excavation and formation of the new pitch. INTRODUCTIONHjstorjcal lntrodyctionWembley Stadium is the 'home of English football'. As long ago as the 1880's, Wembley Park leisure grounds had football pitches and running tracks.In 1918 the British Government began planning a British Empire Exhibition with a stadium as its centrepiece. The Exhibition area covered 219 acres and the area on which a former abandoned tower called Watkins Folly had stood was chosen as the site for the new stadium (http://www.wembleystadium.com).The Empire Stadium, as it was originally known, was designed by architects Sir John Simpson and Maxwell Ayerton and the engineer Sir Owen Williams. It took just 300 days to complete at a cost of £750,000 ($1.4m), and was built using 25,000 tons of ferro concrete, 1,000 tons of steel, and over half a million rivets.The Empire Exhibition was a remarkable event, containing fountains, lakes, gardens, and many pavilions, each representing the architectural style of the countries exhibiting. It was opened on 23rd April 1924 and the final attendance was over 27 million, with 4.5 million admissions to the Empire Stadium alone."

Jan 1, 2005

By Terrence M. Carroll, Chu E. Ho, Dimitrios Niarchos

"Construction of the new extension to Terminal 4 at John F Kennedy International Airport in Queens, New York involved the application of tapered piles for foundation support. Initial design based on past load testing experience had indicated that a pile depth of 65 feet was necessary to achieve a capacity of 394 tons. However, piles with a single length of 62 feet were ordered and installed, which led to marginal performance of the piles. This paper presents the technical considerations for mitigating the situation based on a systematic review of three preliminary pile load tests and dynamic capacity measurements on the shorter piles. Consideration was given to the long term gain in capacity of tapered piles due to set up in the Glacial Sand. The observational approach to the evaluation of piling performance adopted on this project resulted in salvaging many piles which failed to comply with the specified driving criteria. It was acknowledged that a more prudent course of action was for the Contractor to have ordered more appropriate pile lengths that allowed for potential variation in soil conditions across the site. The 4.6% saving in pile material did not warrant the effort that was required to mitigate the 39% of installed piles that did not meet the specified driving criterion.INTRODUCTIONAn expansion project at John F. Kennedy International Airport in Queens, New York involved the Phase 2 extension of Concourse B at Terminal 4. The site consists of 4 to 5 feet of pavement over about 10 feet of hydraulically placed sandy fill. Below this is a layer of marsh deposit, comprising of soft organic clay and peat, up to about 11 feet thick. Beneath the marsh deposits is a deep layer of glacial sand which extends to well over 100 feet below ground. Figure 1 shows the typical subsurface profile at the site. The new structures were supported on 223 steel tapered piles. The piles consisted of a straight steel pipe 18 inches in diameter and 0.375 inches thick, with a 25 feet long tapered bottom section (diameter varying from 18 inches down to 8 inches at the pile toe). The piles were first driven to the founding depth and subsequently in-filled with concrete. The concrete strength (fc) specified was 4,500 psi and the yield strength of the steel piles (fy) was 50 ksi. Initial pile design, based on earlier experience with static pile load testing for Phase 1 development at the same terminal, indicated that a pile length of 65 feet was necessary. However, piles with a single length of 62 feet were ordered and installed by the Contractor, leading to marginal performance of the piles. This paper presents the technical considerations for the adoption of alternative pile driving criteria, based on a systematic review of the preliminary static load test results for the present site and PDA measurements obtained during pile installation, in order to accommodate the capacity of the shorter piles."

Jan 1, 2017

By Timothy C. Siegel

A piled raft refers to a shallow foundation that is structurally connected to the piles, while composite ground refers to a soil-pile matrix where the piles are not structurally connected. The design objectives for both a piled raft and composite ground are (excluding special considerations such as expansive soil): (1) to provide a sufficient ultimate resistance and (2) to distribute the load into the soil-pile matrix so that the settlement experienced by the shallow foundation is within tolerable limits. A simplified model is proposed for a shallow foundation on composite ground where the foundation settlement is estimated as the sum of the downward movement of the piles plus the downward movement of the shallow foundation relative to the pile head. The proposed simplified model is applied using conventional geotechnical analyses for two hypothetical examples of shallow foundations undergoing compression settlement.

Jan 1, 2011

By Jom Gentry

Acrylamide chemical grout (C3H2NO) has been successfully used for over 50 years to control groundwater and stop infiltration. This paper will address three unique projects involving the control of groundwater with each study providing special circumstances and geological conditions: encapsulation of radioactive hazardous waste in the United States, a tailings dam for a large copper/gold mine in Argentina and 27 miles of leaking subway in Canada. The primary reasons for selecting acrylamide grout were based on the following characteristics: thinnest chemical grout on the market, a true solution grout which contains no suspended solids in the blended product, flexible gel set times, and a 362 year half-life in soil as determined by the U.S. Department of Energy.

By Michal Topolnicki

"Discussed is the use of wet Deep Soil Mixing, generally executed with single mixing tools 0.8 to 1.6m in diameter, employed in the foundation of viaduct supports. The applications involve economical patterns of ground improvement, covering in average about 40% of the foundation area or less, which contribute to the competitiveness of DSM solutions when compared to traditional piling. The focus is on selected aspects of the geotechnical design, applicable for geo-composite systems in which the interaction between the stabilised and the native soil should also be considered. Evaluation of settlement can be carried out with simplified methods, accounting for punching effects, or with more advanced FE models in case foundation tilt or differential settlements become important. Potential bending of DSM columns should be considered when evaluating column stresses, especially when dealing with deep deposits of soft soil and/or foundations loaded with overturning moments and/or high horizontal forces. Statistical evaluation of UCS data using lognormal distribution is recommended, and a new classification system for DSM application is proposed. Field investigations and monitoring data from completed projects are also presented.INTRODUCTIONThe first applications of wet Deep Soil Mixing in foundation of road viaducts constructed across and along the newly built A2-highway in Poland took place in 2002. Following detailed analyses, it was concluded that 39 viaducts, originally designed to rest upon large diameter piles in order to reduce excessive settlement of individual supports, could also be founded directly on the ground improved with DSM columns, fulfilling all relevant requirements of serviceability and ultimate limit states (SLS and ULS, respectively). It was also noticed that shorter construction times and lower costs of ground improvement with DSM contributed to substantial economical savings as compared to classical piling. Since then, more than 250 road and railway viaducts have been successfully founded on DSM treated ground in Poland, and wet soil mixing is now seen as a reliable and widely accepted technology for this purpose. These applications, together with a parallel use of wet DSM for foundation of buildings, industrial halls and wind turbines, have drawn international attention to the state of practice of wet DSM in Poland for foundation of engineering objects. What follows is an attempt to summarise experience gained during planning and execution of DSM works for foundation of the majority of road and railway viaducts constructed in the last 13 years, with emphasis on selected design aspects and evaluation of collected data and observed performance.The design process of DSM treatment is iterative, as described e.g. in Annex B of EN 14679, and typically involves two main steps, i.e., the selection of the design strength of cemented soil, called soil-mix design, and the adoption of suitable column pattern, referred to as geotechnical design. Soil-mix design was initially based on purposely arranged simple laboratory tests, involving mixing of soil specimen with different cement types and dosages and subsequent strength testing. However, with a growing number of completed projects the accumulated field strength data of different stabilised soils have been more and more frequently used, reducing the need for preceding laboratory testing of soil-mix to special projects only. Information on cement factors utilised in Poland and the range of recommended compressive strengths for different stabilised soils, as well as on mixing tools and characteristics of the wet method applied, can be found in Topolnicki (2008). Consequently, soil-mix design is not further discussed herein. Selected aspects of the geotechnical design are the main focus."

Jan 1, 2015

By A. Boominathan

The behaviour of single piles under lateral dynamic loading is very critical and the study is still a current field of research since 1950's. Though many methods have been developed analytically to estimate the dynamic lateral stiffness, very limited dynamic testing on full scale piles were carried out to study the response of piles under lateral dynamic loading. Hence, field lateral dynamic vibration tests are conducted on driven precast concrete square pile of 400mm size and driven cast in-situ concrete piles of 400mm and 500 mm diameter at a petrochemical complexes site at Haldia (India). The results of steady state and free vibrations tests are discussed herein and compared with the response of the piles estimated from PILAY.

Jan 1, 2002

By Dario Libano

"The Line 5 Extension, in Sao Paulo, Brazil, is currently the most important investment in public transportation by Sao Paulo’s state government. It will connect the south part of the city to the city center, crossing through four other major Metro lines and stations; all currently in operation. The total extension of the line is 11 km (6.8 mi), and includes a new parking yard for the trains and 11 new stations. The Brooklin Station, one of the new stations due to be open and operating in 2016, has a unique geometry of five secant shafts.The original design included constructing five secant shafts stabilized by two plastic slurry walls using conventional grab technology. One slurry wall, along the Santo Amaro Avenue, was to contain the contamination plumes, and another was for temporary support to enable the excavation of the shafts. The final retaining wall design was changed to a concrete structural diaphragm wall that reduced the construction time of the shafts by half, allowing the contractor to meet the construction schedule. This solution also avoided dewatering effects in a geological region characterized by Quaternary sediments and environmental contamination plumes. It was the first time that a hydromill was used in such a situation in Brazil. The hydromill, by overcutting the panels, increased the quality of the joints, and decreased the probability of having seepage into the shafts. The hydromill also created a seepage barrier and avoided movement of the contaminated plumes.The GeologyLocal geology is composed of a superficial Quaternary soil, basically soft organic clays and sands and gravels. From the depth of 8 m (26 ft) until 18 m (59 ft), geology is composed by tertiary medium compact sand with thin silt-clay layers. From 18 m (59 ft) down, there are alternations between compact silt-sands layers with very hard clays layers. Each is approximately 5 to 10 m (16.4 ft to 33 ft) thick.The Initial Basic DesignThe original basic design of the Brooklin Station was to be constructed from five 40 m (131 ft) diameter intersecting circular shafts, all in a line along the axis of the Metro tunnel, in 555 days. In the excavation sequence, the odd shafts were first excavated, waterproofed and had part of their inside cast-in-place structure built before the even shafts were excavated. During the excavation of the even shafts, part of the odd shaft’s support was demolished and connected with the even support. A 0.8 m (2.6 ft) thick plastic slurry wall, acting together with the wire mesh reinforced shotcrete support, ensured the excavation stability around the five shafts."

Jan 1, 2014

By Jon Sinnreich

Ensuring the accuracy of collected data during deep foundation static load tests is of paramount importance. Typically, pile head displacements are measured relative to a purpose-built reference system, which is assumed to be fixed. This study presents a simplified error analysis of this assumption, illustrates the potential magnitude of these errors, and proposes an improved method of pile head displacement monitoring.

Jan 1, 2009

By Patrick J. Hannigan

The pile foundation designer typically performs a subsurface exploration program and static pile capacity calculations before selecting a pile foundation type, length, and capacity. During construction, a pile installation criterion must be established to meet these design requirements. This installation criterion usually consists of a minimum penetration resistance or blow count to confirm pile capacity and may also include a minimum embedment requirement. This text will focus on use of wave equation analysis and dynamic measurements to meet design requirements. BEFORE THE WAVE EQUATION Since the mid-1800s, over 450 dynamic formulas for pile driving control have proliferated. In their simplest form, these formulas relate hammer energy to the work of soil resistance, or simply: W ? h = R ? s (1) Where W = ram weight h = ram drop height or stroke R = pile capacity s = pile penetration per blow

Jan 1, 1990

Jan 1, 1989

By Robert E. Schock, Eric J. Risberg

"Less than 20,000 years ago, the last of the glaciers retreated from the Chicago region. They left behind sheets of glacial clay till underlain by dense, over-consolidated till (“hardpan”) below which is the limestone bedrock, found about 100 ft (30.5 m) below street level. The most notable feature in this profile is the unusually soft clay till that has historically been called “Chicago Blue Clay.”But the founding fathers of Chicago really didn’t care about what was under the ground. They recognized the importance of the city’s location as a potential trade and transportation hub. With access to the East through the Great Lakes and access to the West through the Mississippi River system, the viability of the city was evident. Chicago’s population grew rapidly. The city continued to grow through the Civil War years, but was dealt a devastating blow in 1871 by the Great Chicago Fire, leaving the city in ruins. The Birth of the SkyscraperAfter the cleanup of the Great Fire came the first real building boom in Chicago’s history. During this era, buildings were generally founded on shallow footings bearing on sand or clay. Many multistory buildings were constructed between 1880 and 1890 on spread footings. The first tall buildings were constructed with load bearing masonry walls. These early tall buildings suffered significant settlement as the soft clay underwent consolidation.The Home Insurance Building, built in 1885, was 12-stories tall and is generally acknowledged to be the first “skyscraper” in the U.S. It was the first building constructed with an iron skeleton frame instead of load bearing masonry walls. Spread footings were used under the interior columns in an effort to better distribute the loads, but the building still experienced large settlements.Construction began for the Monadnock Building in 1891. The 17-story building was built using load bearing walls 7 ft (2.1 m) thick, supported on rail-grillage footing foundations. When completed in 1893, the Monadnock Building boasted the title “World’s Largest Office Building.” The total building settlement over the past 125 years has been measured at over 20 in (0.51 m). The engineering community in the late 19th century observed settlement, but did not yet understand the process of consolidation of the soft clay beneath the city. During this time, many of the new buildings required structural repairs during and after construction; the problem was especially acute in buildings where highrise towers joined lower podium structures."

Jan 1, 2016

By Maria Flessas, Justin Ray, Danielle Steinmetz, Brian Zuckerman

"The Ventura County Medical Center Hospital Replacement Wing project consists of the construction of a 2- to 3-story building with a basement encompassing the entire footprint and two corridors connecting the new hospital wing to existing buildings. The site is located in the Ventura Basin where strong ground shaking has been observed during moderate to large earthquakes on nearby faults. The upper 90 feet of the soil consists of loose to medium dense finegrained sands and low plasticity silts that are potentially susceptible to liquefaction, seismic densification, and hydroconsolidation. Ground settlement associated with a large seismic event on a nearby fault is estimated at 20 to 26 inches. To account for the anticipated ground settlement, auger pressure grouted (APG) piles gaining support below the potentially liquefiable soil were selected for the support of the proposed structure. Challenges for pile design included the anticipated earthquake-induced ground settlement, high downdrag loads, low soil lateral capacity during strong ground shaking, and the effect of pile installation on the performance of the existing adjacent buildings and the installed shoring system. The replacement hospital is supported on over 600 APG piles, with lengths varying between 120 and 140 feet. Axial pile capacities were verified with an extensive indicator pile installation program and dynamic pile load testing.INTRODUCTIONThe Hospital Replacement Wing (HRW) project is at the Ventura County Medical Center (VCMC) in Ventura County, Southern California (Figure 1). The VCMC consists of three interconnected hospital buildings (Buildings 303, 304, and Fainer Building), the Medical Laboratory/Cafeteria Building, two mental health buildings, a medical office building, an emergency generator building, and surface parking lots. The HRW is near the center of the campus, adjacent to several existing buildings.The HRW is a 2- to 3-story structure, with a 15- to 20-foot-deep basement beneath the entire 95,000-square-foot building footprint. The HRW project includes a Loading Dock, a four-level corridor to the Fainer Building (Fainer connector), and a two-level corridor to the Medical Laboratory/Cafeteria Building (Café connector). The corridors are structurally separated from the existing buildings. Typical dead plus live load column loads for the HRW range from about 635 kips to 935 kips and total loads range from about 860 kips to 1,295 kips."

Jan 1, 2016