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By Robert B. Bittner

"AbstractLarge diameter tubular piles offer significant advantages in terms of design performance and economy for major marine structures. This is particularly true for foundations of major overwater bridges in regions of high seismicity such as the west coast of North America. The use of large diameter piles in the range of 2 to 3 m diameter means that fewer piles are required, and the size and mass of the pile caps can be significantly reduced, thereby greatly reducing lateral load demand during seismic events. Another advantage of using larger diameter piles is increased pile stiffness that allows the pile caps to be located at or near the waterline rather than being positioned at or below the mud line. This elevating of the pile cap offers significant cost savings by eliminating the need for deep cofferdams. However, relocation of the pile cap creates new problems and opportunities in regard to the means and methods used to construct the pile cap. With the pile cap at depth, conventional steel sheet pile cofferdams with thick tremie seals are typically used to isolated the cap location and allow dewatering for construction of the cap. However with pile caps positioned up off the bottom, conventional bottom founded cofferdams are no longer cost efficient. Float-in or lift-in cofferdams have been developed to address the need for a more cost efficient method for cap construction. This paper describes the key features of the concept and provides three case history examples of its successful implementation.Pier Construction Using Conventional Sheet-Pile CofferdamsCofferdams are temporary structures used in the construction of bridge piers and other marine structures. Their primary purpose is to hold out water and unstable soil from the construction area, and thereby, allow in-the-dry construction of the permanent structure below the water line and quite often below the mud line. Typically, cofferdams consist of long interlocking steel sheet piles driven through water into the bottom of the waterway. The sheet piles form temporary exterior walls which are typically braced internally with wales and struts. The bottom of the cofferdam is typically sealed with tremie concrete or an impervious clay layer if one exists. The depth at which this type of cofferdam can be used is typically limited by the length of steel sheet pile that can be transported and handled by conventional marine equipment."

Jan 1, 2014

By P. H. Derbyshire

The use of continuous flight auger piles has increased significantly in the U.K. to such an extent that it is now the most widely used method of constructing small diameter bored piles. This paper describes the improvements in equipment, techniques and particularly monitoring that have led to this growth. A review of the equipment in use describes how purpose built self erecting machines have been generally adopted. Improvements in ancilliary equipment are described. Concrete has almost completely replaced grout and techniques have been developed to extend the length of reinforcement that can be placed. Leading specialist contractors have developed instrumentation to monitor the construction of the pile (in terms of time, depth, torque, concrete pressure and flow) and keep a record for checking. A further significant development of this monitoring by means of sensors at various levels in the auger stem is described. The results obtained from this monitoring are reviewed and future developments discussed.

Jan 1, 1989

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

By James S. Graham

Foundation pile driving hammers used in New York City in the past 100 years have been drop, steam, compressed air, diesel, and hydraulic. In 1992, the first hydraulic hammer in the New York City area was purchased by Norwalk Marine Contractors, Inc. from Junttan in Finland. It was bought because of its variable energy and ease of mobilization, not because of its higher transferred energy. Heller and Johnsen engineers instrumented hydraulic hammers on nine jobs. The measured transferred energy for the nine jobs was found to average approximately 80 percent. There is no clear consensus regarding the reasons for the hydraulic hammer being more efficient in delivering energy to the pile as compared to single-acting steam/air impact hammers. To minimize pile damage during installation, and to minimize footage overruns, an up-to-date version of the wave equation software that includes an efficiency value of 0.95 for hydraulic hammers is now used.

Jan 1, 2000

By R. Bruce Patterson

The New Tacoma Narrows Bridge is a classic suspension bridge founded on concrete caissons. Caisson construction was complicated by the proximity of the existing bridge piers, only sixty feet away. High capacity plate anchors were used successfully to moor the new caissons in currents as strong as seven knots during construction.

Jan 1, 2004

By J. Nakayama

Down-the-hole hammer is commonly recognized as the most powerful drilling equipment for weathered to fresh rock formation including boulders. However, its drilling diameter is restricted by reasons of difficulty to actualize large diameter drillhead and to ensure discharging means of cuttings. Cuttings are usually removed by flushing i.e. uprising return air after compressed air actuates hammer, but in case of large diameter drilling, as the clearance between drill rod and surrounding wall of hole become fairly large, necessary up-hole air velocity to transport cuttings can not be maintained. In case of marine or underwater drilling or high groundwater table, orthodox down-the-hole hammer is obstructed its operation by water. This single head hammer drill combined large diameter drillhead with reverse circulation of drilling fluid enables large diameter drilling extending to 1.5 m, i.e. actualized large diameter mechanical drillhead incorporated with ensured cuttings removal means enabled this range of drilling. This paper introduces its features and actual applications to large diameter bored pile drilling for varied sorts of rocks in maritime construction projects.

Jan 1, 1996

By S. Hardy

The paper describes state of the art non-linear analyses of the pile groups that were employed during the raising of the 133m high triumphal arch which forms the centre piece of the new Wembley stadium in North London. The deformation behaviour of these piles groups was critical during the lifting process, due to the slendemess of the arch structure. The issue was made more critical by the high profile nature of the project. The results of Class A (Lambe (1973)) predictions of the pile group movements are compared with observed displacements and rotations which were accurately measured on site. To illustrate the importance of soil non-linearity on pile group behaviour, comparison is also made with pile group analyses which assume a linear soil stiffness.

Jan 1, 2006

By Tomohide Takeyama, Yuki Yoshida, Masaki Kitazume

"Abstract A series of centrifuge model tests was conducted to investigate the failure pattern and stability of cement treated clay ground having an unsupported vertical slope. The model ground was subjected to monotonically increasing centrifugal acceleration until it failed due to the enhanced self-weight. The test results were compared with the numerical analyses in which the treated soil was simulated by the Smoothed Particle Hydrodynamics (SPH) method. In the simulation, the Dracker- Prager model is employed as the constitutive model. In order to simulate the brittle behavior of the cement treated soil, it is assumed that the unconfined strength is gradually reduced to a certain value which corresponds to the residual strength due to accumulated plastic strain. It was found that the simulation by using SPH method can express the brittle failure observed in the centrifuge model tests.IntroductionBecause of economical and environmental concerns it has become more difficult in recent years to obtain enough soil to construct reclaimed land for airports, electric power plants, manufacture plants and so on. On the other hand, it has become difficult to find and construct disposal sites for waste subsoil or dredged soil. These circumstances have encourage geotechnical engineers at present to use these poor quality materials as filling materials more than they were used one or two decades ago. Several soil admixture methods have been developed to improve their properties and to manufacture high quality fill materials.The deformation and strength characteristics of cement treated soils have been investigated in Japan, which have revealed that the treated soil is characterized by a brittle behavior with quite high compressive strength and quite small strain at failure, and the treated soil with relatively high strength shows tensile failure instead of shear failure. Regarding to evaluate the stability of structures adjacent to or buried in the treated ground, Kitazume (1998) and Kitazume et al. (2003) investigated the earth pressure of cement treated ground by the centrifuge model tests. And they emphasized that the failure pattern of the cement treated ground was much different from that of ordinary ground. After the Hyogoken- Nambu earthquake in 1995, many design codes for the seismic stability were revised in Japan, so that seismic stability must be evaluated more precisely. The dynamic earth pressure of ordinary grounds is usually calculated by a pseudo-static limit equilibrium method based on the Mononobe- Okabe’s method (Okabe, 1924; Mononobe and Matsuo, 1929). This calculation method is also applied to the cement treated ground, although its applicability has not been thoroughly clarified."

Jan 1, 2014

By T. Iwanowski

Stress wave measurements and calculations are often used to make a safe determination of the bearing capacity and the integrity of driven piles. Some applications to the restoration of old buildings in the Old Town of Stockholm are referred to and especially analyses of measurements combined with simulations are discussed here.

Jan 1, 1991

By Maurizio Siepi, Stefano Trevisani, Pagliaccim Federico, Daniele Vanni

"Abstract: The paper describes a large innovative project completed in 2012-20123 by Trevi Group, to develop equipment capable to install ultra-deep diaphragm wall. The project highlights the capacity of SOILMEC to design and build a new hydromill able to reach an unprecedented depth of 250 m, including new devices for monitoring and correct the verticality. The entire project can take advantage of the long and solid experience matured by Trevi and Rodio (now part of Trevi Group), developing in house or, else, select the elements necessary for a high quality product in the ground.The paper describes the results of different systems used to monitor and control the verticality and the twist of panel during excavation, together with the method used to pour concrete. Finally, the results of verification coring and lab tests on concrete samples recovered at various depths are discussed. The test field has been supervised by representatives of three of the major Italian Universities, and lasts almost one year from August 2012 to June 2013.The verification holes made use of an innovative combination of directional drilling and coring, to check the quality of the plastic concrete for the full length of the panel. The data confirmed that the test panel has high quality concrete, meeting or exceeding to the prefixed requirements.With this test, super-deep cut-off walls reaching depths of 250 m have become a reality. This would change the perspectives of dam engineering both for existing dams rehabilitation and for new dams design and construction. With the execution of this test panel, the technology of milled concrete cutoffs has made a ”quantum leap”, pushing the limit of practicable dams."

Jan 1, 2014

By François G. Bernardeau

Cement-bentonite (C-B) slurry walls have been used for ground water cutoff in deep excavations, contamination containment, and other applications. Hydraulic conductivity is of great concern for cement-bentonite slurry walls. The quality control program usually specifies permeability and strength tests to be performed in a laboratory on samples cast in the field and cured for a certain time. Currently there is no widely accepted in-situ test method for the performance of the constructed slurry wall. A recently constructed cement-bentonite slurry wall in South Carolina included a 200-foot-long test section done in advance of the production of an 8,300 foot-long wall. Intensive tests and investigation were conducted during and after the test section construction: Monitoring piezometers were installed using wet insertion method and packer tests were conducted in boreholes drilled in the post-28-day-cure slurry wall. The permeability measured from the packer tests was about two orders of magnitude higher than the design and the laboratory test values. Additional investigation was performed using a video camera to inspect the borehole walls especially the packer test sections. Test pits were excavated to observe both sides of the cement-bentonite slurry wall. A thorough inspection was conducted to evaluate the integrity of the wall. The lessons learned and issues regarding the disturbance effects of in-situ testing of cement bentonite slurry walls is presented and discussed.

Jan 1, 2008

By Swaminathan Srinivasan, Jess A. Schroeder

"Landslide activity along U.S. 50 in Cincinnati, Ohio (USA) has caused roadway damage for decades. After a necessary closure of three lanes due to slope movements, emergency stabilization measures were undertaken to protect the roadway by providing a short-term solution necessitated by The Ohio Department of Transportation budget constraints. The landslide shear plane occurred on a sloping bedrock surface as much as 50 feet below grade. Drilled shafts were installed 40 feet downslope of the roadway shoulder and were heavily reinforced across the shear plane but steel reinforcing did not extend the full length of the shafts and was stopped well short of the ground surface. Instrumentation data has been collected for 11 years after construction has shown these “Stub Piers” have provided much more than a short-term solution and have provided an attractive alternate to conventional deep shafts or tieback drilled shaft options.INTRODUCTIONLandslide activity has occurred along U.S. Route 50 in western Cincinnati, Ohio for many decades. The site is located between North Bend and Addyston, Ohio on the right descending (cutting) bank of the Ohio River. Road distress caused by slope movements required periodic repairs over recent decades. Railroad tracks downslope of the roadway also showed signs of horizontal displacement and periodic repair. Visual evidence in 2005 suggested the shear plane extended below the US 50 roadway and extended out into the Ohio River.A weed and brush-covered slope extended down slope from the roadway at about 3H:1V for a vertical distance of about 20 feet. Above US 50, the hillside continued to rise more than 100 feet. There is a railroad right-of-way at the toe of the slope with the Ohio River bank just downslope of the railroad.In 2005, Terracon Consultants was retained by the Ohio Department of Transportation (ODOT) to perform a geotechnical study that included 17 test borings and inclinometer monitoring at 4 locations. Roadway damage was occurring (see Figure 1). After only a few weeks of monitoring, the inclinometer casings sheared off about 50 feet below grade, near the soil / bedrock interface (see Figure 2). Soon after, the roadway distress worsened, causing ODOT to close 3 of the 4 lanes to traffic and reroute traffic onto the remaining single lane and shoulder. Terracon was asked to develop a stabilization design under emergency repair conditions. However, both limited budget and time-related constraints necessitated a direction by ODOT that the solution be at least “pseudo” short-term (3 to 5 years)."

Jan 1, 2017

By Philip Bonanno

The first major project in Boston's new access to Logan Airport was an Immersed Tube Tunnel which extended 3,600 ft. from South Boston to East Boston across Boston Harbor. Twelve tube sections, 300 ft. long x 80 ft. wide x 40 ft. high, were lowered into an excavated trench which was then backfilled. The depth of the trench at mid-channel was approximately 100 ft. below mean high tide. At the East Boston end the tube terminated close to the present shoreline. At the South Boston end the tube terminated approximately 600 ft. inland from the shore line where a ventilation building was required. The depth to subgrade from existing ground at the ventilation structure was approximately 85 ft. The soil profile at this location consisted of 50 ft. of miscellaneous rubble fill, 25 ft. of Boston blue clay, and 10 ft. of glacial till. A small amount of weathered argellite existed at the north end of the structure. Part of the Morrison Knudsen, Interbeton, J.F. White, Joint Venture contract to construct the Immersed Tube Tunnel (ITT) was the construction of a cofferdam at the tube/ventilation building interface. The ventilation building was to be built as part of another contract. The construction of the cofferdam and the excavation to the building subgrade was the responsibility of J.F. White Contracting Company.

Jan 1, 1994

By Kazimierz Gwizdala

In recent years, in Poland the ATLAS piles have been successfully applied for some constructions near Gdansk. The piles have been used as foundations for housing and another areas of civil engineering, in delta Vistula geotechnical region, characterized by weak, highly compressible soils represented by mud and peat, lying in sub-surface layers, several meters thick. Usually below are dense sandy soils or gravel. In all cases, the base of ATLAS piles rested on sandy soils. The analysis of pile bearing capacity has been discussed and verified by static pile load tests (SPLT). The load-settlements characteristics obtained were satisfactory. In the paper, the results of geotechnical investigations as well as calculations and load tests are shown. The ecological aspects of ATLAS piles application within highly urban areas of the cities and complex geotechnical conditions are emphasized.

Jan 1, 2006

GENERAL CONTRACTOR: ALEXANDER CONSTRUCTORS, INC. STRUCTURAL ENGINEER: CAGLEY & ASSOCIATES, INC. GEOTECHNICAL ENGINEER: F.T. KITLINSKI & ASSOCIATES, INC. PILE FOUNDATION CONTRACTOR: L.G. BARCUS AND SONS, INC. PROJECT PROFILE: 108-10 in. diameter AugerPiles installed to an approximate depth of 32 ft. Piles were installed through Stiff Clayey Fill and Medium-Dense Sands to Decomposed Shale. Piles were drilled to a refusal criteria of 1 ft. / 3 min. Piles were installed using a Barcus Mantis AugerPile rig which is large enough to install piles 25 to 50 ft. long outdoors. The Mantis is also ideal for indoor and low overhead installations. On top of being extremely versatile, the Mantis is also very economical to mobilize. The existing structure is supported on H-Piles. The AugerPiles were furnished and installed for less than the material price of the H-Piles. Design loads were under 40 tons which eliminated the need for a load test. AugerPiles were selected for minimal vibration, limited noise, and economy.

Jan 1, 2001

By Scott A. Walker, Roberto A. Lopez, Lori A. Simpson, David A. Shook

500 Folsom Street is part of the new Transbay neighborhood in San Francisco, which is being redeveloped after the 1989 Loma Prieta Earthquake damaged a freeway viaduct; removal of the viaduct created parcels of land available for development. The development consists of a 42-story residential tower with a six-level basement. The slender, core-only structure was designed using performance-based seismic design. Subsurface conditions include undocumented fill, Dune sand, marsh deposits, sand, and clay, all overlying sloping bedrock of the Franciscan Formation. The building is supported on a 10-foot-thick mat foundation approximately 62 to 72 feet below street grades; clay, sand, and bedrock are all present at mat subgrade. Under a portion of the mat, sand susceptible to liquefaction was present. The variable subgrade conditions and potential for ground failure, along with the depth of mat subgrade below street grade, created a challenge for the design and construction team to solve. The ground below mat subgrade needed to be improved to mitigate the liquefaction potential and provide more uniform support. The areal extent and depth of ground improvement necessary to support the mat with an acceptable amount of deformation was determined. Settlement was analyzed and subgrade moduli were provided for design of the mat, with multiple iterations performed to converge between the geotechnical and structural models. Based on the project schedule and logistics, it was beneficial to work from street grade to improve the ground. In order to target the depths below the mat and minimize wasted effort and materials within the depth of excavation, grids of jet grouting were determined to be the most economical ground improvement method; however, it was challenging to install the columns from 65 feet above the top of the target zone. During installation, QA/QC was performed to check that the jet-grouted columns were installed to the design depth and diameter and developed the design strength.

Jan 1, 2018

By Abdul Aziz Hanifah

A novel instrumentation and analysis technique, called GLOSTREXT method has recently been introduced for bored pile load tests in Malaysia. This technique provides an innovative and improved alternative for conventional bored pile instrumentation methods commonly practiced for the past few decades. Results for five case histories involving full scale static load tests for high capacity bored piles with both new and conventional instrumentation details placed in within the same instrumented piles are presented to demonstrate the advantages of this novel technique. Results show good agreement between the new and conventional instrumentation.

Jan 1, 2006

By David A. Hart, Barry P. Osborn, Richard J. Totty, Ana T. Carvalho, Max B. Elliott

This paper addresses the experience designing and installing bored piles for the King’s Cross area. This includes continuous flight auger and rotary bored piles, with a range of diameters between 600 mm and 1200 mm, reaching a maximum depth of 56 m below ground level. Existing Network Rail Thameslink twin bored running tunnels are located directly beneath the subject plots. These tunnels have an external diameter of 6.6 m and the crowns of the tunnels are very shallow, in some cases just 10 m below the existing ground level. Some plots needed piles to be installed in close proximity to the tunnels, which required additional control measures and contingency plans. Pile verticality was monitored as the tip of each pile advanced and in-tunnel monitoring readings were verified and are presented. Lessons learned from designing, installing and testing the piles and monitoring the tunnels are addressed in this paper.

May 1, 2022

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

By Tracy Brettmann

A new method for estimating ground vibrations caused by pile driving was developed as a result of a vibration monitoring program performed for a large pile driving project. The method is accurate, rational and theoretically based starting with energy actually transmitted to the pile (not the rated or operating hammer energy). This energy is then assumed to be transmitted to the soil in the form of surface waves that attenuate from both geometric and material damping. The main input parameters for this method include the energy transmitted to the pile and the dynamic properties of the soil (wave velocity, material damping, and unit weight). In this study we concurrently measured both: (1) pile driving of 14-in.-square, 65-ft-long precast concrete piles with a Pile Driving Analyzer?, and (2) vibration levels at various distances away from the piles during driving. A geotechnical study for the site was also performed that included measurement of the dynamic soil properties using both crosshole and seismic cone testing. This paper presents the data obtained from the study and compares the results to the values estimated using this new method. Vibrations from pile driving is a serious matter that impacts virtually every pile driving project. It is important that accurate methods for estimating ground vibrations be available to engineers and contractors.

Jan 1, 1999