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By Dario Libano, Franz-Werner Gerressen

"Diaphragm walls are known as underground structural elements commonly used for retention systems and permanent foundation walls or elements. Of course they can also be used as deep groundwater barriers. This paper will focus on the construction work in an urban area like Sao Paulo. The Line 5 of Metro Sao Paulo is one of four network expansion projects undertaken at the same time. The projects will cover various areas of the city. The Line 5 on São Paulo’s south-side will be extended 7.1mi (11.5km) to serve 770,000 riders per day, stretching a total of 12.4mi (19.9km) along 17 stations. The extension line will facilitate access to the city’s central section and the commercial and hospital districts located along the line. The Brooklin Station, subject of this paper, had to be carried out in a special five shaft shape design, shaft diameter 131ft (40m) each, without using ground anchors. A focus will be taken on the special requirements of the installation of the arrows as well as on the specialties of installation for the shaft shaped layout. Therefore, it was required to install a 3.3ft (1,000mm) diaphragm wall using a specific layout especially in the connecting sections of the shafts, the so called arrows, to provide a bearing area for the struts. Maximum wall depth was about 121ft (37m); the total volume was about 20,060 cubic yard (15,337m³). The paper will describe the construction method and the sequence of activities required for the construction of this diaphragm wall using a combination of hydraulic grab and trench cutter system.INTRODUCTIONThe Line 5 Extension, in the city of Sao Paulo/Brazil, is currently the most important investment in public transport by Sao Paulo state’s 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 extension includes a new parking yard for the trains and 11 new stations. The Brooklin Station is one of the new stations and has a unique geometry of five secant shafts. The station should open and operate in 2016.The original design included constructing five secant shafts stabilized by two plastic slurry walls using conventional grab technology. One of them was to contain the contamination plumes in the neighborhood and the other for temporary support to enable the excavation of the shafts. The final retaining wall design was reviewed and changed to a concrete structural diaphragm wall. The reason of design change was as well the reduction of construction time of the shafts by half to meet the schedule as to avoid dewatering effects in a geological region characterized by Quaternary sediments and environmental contamination plumes. It was the first time that a trench cutter (hydromill) was used in such a situation in Brazil. The cutter increased the quality of the joints by overcutting, and decreased the probability of having seepage into the shafts. The cutter created a seepage barrier and avoided movement of contamination."

Jan 1, 2017

By John D. Thornley

Alaskan villages typically store a one-year supply of fuel to reduce significant delivery costs. Alaska Village Electric Cooperative (AVEC), an electric utility cooperative providing power to 51 Alaska villages, has made a concerted effort to upgrade and improve their undersized and aging facilities. The Village of Stebbins, located south of Nome on Norton Sound is receiving upgrades to its AVEC bulk fuel facilities. Stebbins offered unique challenges from a foundations perspective due to the nature of the soil. The geotechnical investigation found the soil below roughly a third of the footprint of the bulk fuel facility to be thawed with seasonal freezing and the remainder was found to be warm permafrost with ground temperatures of between 30°F and 32°F. This is a unique and challenging arctic engineering design issue because foundations are designed differently for frozen ground conditions. Driven piles were selected because of site constraints, such as the design flood elevation and the change from thawed to frozen ground conditions. The pile design specified that the pile embedment depths would be selected based on the results of pile driving analyzer (PDA) testing during construction in the thawed ground and maintained within the frozen ground portion of the footprint. Difficulties during pile driving in the frozen ground resulted in several piles becoming severely damaged, requiring subsequent removal. This resulted in a reevaluation of the means and methods for pile installation. Additional fieldwork was performed to further characterize the subsurface soils and their frozen nature. Options for installation of piles in difficult areas were evaluated including ground thawing, predrilling, and reducing embedment depths. Presented within this paper are the findings from the initial and subsequent field explorations, discussion of the design methodology, and the decisions that led to successful installation of piles at this challenging remote village.

Jan 1, 2017

By David Peterson, Terry Tucker, Rafael Serrano

"The Alameda Corridor-East (ACE) Construction Authority awarded a $172.6 million contract to Walsh Construction Company (Walsh) for the construction of a 2.2 mi (3.5 km) long grade separation including a 1.4 mi (2.3 km) long trench that will allow Union Pacific Railroad (UPRR) and Amtrak passenger trains to operate below ground through the city of San Gabriel, Calif. The project is necessary as the ACE trade corridor accommodates approximately 60% of the shipping containers that move from San Pedro Bay, the busiest port facility in the western hemisphere, to the rest of the country via an extensive rail network. Rail traffic is expected to increase by as much as 160% by 2020, and the resultant delays to vehicular traffic is projected to increase by an estimated 300%. The San Gabriel Trench Project is designed to mitigate the effects of this increased train and vehicle traffic throughout the San Gabriel Valley. Malcolm Drilling Company (Malcolm) was selected by Walsh to perform the specialty foundation and ground improvement work for the San Gabriel Trench.This project is part of ACE’s program to create 22 grade separations and safety improvements at 39 grade crossings throughout the San Gabriel Valley. In addition to safety improvements that will eliminate crossing collisions and delays to emergency responders, the project will reduce vehicle congestion and emissions from passenger cars and trucks having to wait for passing trains, and the project will also reduce locomotive horn and crossing bell noise to local residents.Construction of this portion of the project began in late 2012, and it is scheduled to be completed by the end of 2017, having created approximately 9,000 jobs during this period. The project is being funded from Proposition 1B transportation bonds approved by California in 2006, the Metropolitan Transportation Authority (MTA) Measure “R,” and other local and federal funds. The overall project cost is estimated to be $313 million."

Jan 1, 2017

By Evangelia Ieronymaki

Civil engineering education relies on traditional methods of teaching, comprising mostly of deductive instruction by presenting the theory, followed by applications. This paper presents an alternative way for teaching foundation design to senior students, introducing a more inductive approach. The students are presented with a project/game adapted to a real-world problem at the beginning of the course. They are asked to identify the correct steps and methods throughout the lectures, for reaching an appropriate solution that they document and present at the end of the course. To make the project more enjoyable, the project has the format of a game where the students compete with each other on completing the task faster and more efficiently. The goal of this teaching approach is to enhance the ability of the students for problem solving and the engineering way of thinking, while playing a game. In the end, the students were requested to respond to a survey regarding the efficiency of this project/game on their learning. The results showed that students prefer more inductive methods for a design course, feeling that this project made them think more like engineers, while the ‘game’ twist of it made the whole course more fun. INTRODUCTION Most civil engineering courses are taught in 2019 the same way they used to be taught 40 years ago in the 80s. Classic methods are mostly deductive, where the instructor presents the theory first and then applications of that theory follow. Little or no attention is given initially to why the theory was developed or what are the problems it solves. The applications of the theory, and thus the purpose it serves, come only in the end and after methodologies have been presented, leading the students to show low interest in the material. As Albanese and Mitchell (1993) have reported, people are mostly motivated to learn things when they clearly see the need to know them. This explains the students’ little motivation that, if any, comes mainly from the fact that the material may be useful either in other courses or in their future careers. On the other hand, there are alternative inductive methods of teaching, where the role of the students is more active. A lot of researchers have highlighted the benefits of inductive methods in teaching engineering courses. Based on Prince and Fedler (2006), inductive methods include; a) inquiry-learning, b) discovery learning, c) problem and project-based learning (PBL), d) case-based teaching, and e) just-in-time learning. Inquiry-learning is maybe the most traditional method of inductive teaching/learning methods, where the instructor asks questions or poses problems and the students need to apply the theory they have learnt in order to find the solution (Bateman 1990; Prince 2004; Lee 2012). Similar to inquire-learning is the discovery learning, where students have to find the solution to a problem or answer to a question, while the instructor simply provides feedback to the students without guiding their efforts (Leonard 1988; Westbrook and Rogers 1994).

Jan 1, 2019

By H. Yoshida

Jet grouting was first introduced in Japan in the second half of the 1960s, approaching 50 years ago. By the end of the first 40 years, jet grouting from single to triple fluid systems had become a global technology. In the last ten years, progress in the jetting has been remarkable, and operational efficiency has improved. The quantity of carbon dioxide emitted in unit soil improvement has become one-third that of the initial technology. Meanwhile, technologies in waste recycling and horizontal jet grouting are also emerging. This paper discusses developments in the most recent ten years.

Jan 1, 2010

By RavikiranVaidya, Vishal Dhamecha

Low Strain Pile Integrity Testing has been used in India since 1990’s and several have tried to demonstrate the utility and benefits of this method. However, use of this technology was limited till 1998 as not enough data maybe was not available to justify its use and application on major infrastructure and real estate projects. The first author has done significant work in this method resulting in its use in practically all sectors of the industry that use concrete bored pile foundations as a supporting element. The paper explains various signal enhancers or modifiers involved in processing of low strain test data and its implication on the final output. It also describes how the method can lead to abuse or can provide poor interpretation if incorrectly used. The current effort is to demonstrate that data collection and evaluation becomes complex with changes in soil stratum and pile profile. The paper highlights the present testing practices and provides a guideline for classification of pile integrity into few simple categories in Indian context rather than writing complex interpretations.

Sep 1, 2022

By Chaz Weaver, James Sheahan, Michael Mo

"The Virginia Department of Transportation (VDOT) undertook a program to replace four bridges along approximately 4 mi (6.4 km) of US 340 in Northwest Virginia. Two of these bridges, which span Compton Creek and the Norfolk Southern Railroad respectively, are the subject of this article. HDR provided roadway and structural design as well as geotechnical engineering services for the Norfolk Southern Railroad Bridge while their subconsultant, Saeed Associates, provided structural engineering services in support of the HDR roadway and geotechnical team for the Compton Creek Bridge.The project is located in the Valley and Ridge Geologic Province of Virginia, on an alignment that is adjacent to the Shenandoah River. The project lies within the Beekmantown Group consisting of limestone and dolostone that are prevalent and prone to karstic activity in a band that passes through the project area and north into Central and Eastern Pennsylvania. This area has been impacted by karst limestone conditions where caves and sinkhole activity is common. Caves at Luray and Front Royal, located to the south and north of the project, respectively, are popular public attractions.Since the potential for variability of subsurface conditions can be, and often is, greater in karst terrain, the need to develop a design that provides as much flexibility as possible during construction, and then to be prepared to efficiently review and respond to construction questions is heightened. Coordination and communication among the design staff, VDOT’s design and construction staff, and the contractor was a key factor in completion of this project.Compton Creek BridgeThe alignment for the new Compton Creek Bridge is located about 125 ft (38 m) west of the existing bridge, placing it between that bridge and the existing Norfolk Southern Railroad Bridge. No information about the foundations was available for the existing bridges. Borings in the Compton Creek valley encountered extensive voids (some clay filled and some open) with numerous boulders, rock ledges and pinnacles, particularly on the north side of the creek. Geophysical and geotechnical investigations indicated that below a poor and variable upper zone of rock was a layer of more competent and consistent limestone, which appeared to contain little or no voids."

Jan 1, 2017

By Matthias Pulsfort, Hanna Nissen, Markus Herten

An insufficient integrity of cast in-situ bored piles can lead to a reduction of the load bearing capacity and may require cost intensive repairs. Reasons for an insufficient pile integrity are linked to the construction process, mainly to poor concrete quality leading to bleeding and segregation of the fresh concrete. Moreover, the entrapment of soil and an insufficient concrete cover can pose a problem. Knowledge about the time-dependent development of the fresh concrete pressure during the construction process of bored piles is needed for a better understanding of the underlying processes causing these defects. Therefore, pressure measurements were carried out on different construction sites with pressure cells being installed at different depths along the reinforcement cage. The measurements revealed the maximum pressure acting on the surrounding soil. The achievement is a better understanding of the effects of the concrete placement specifically and the construction process in general on the surrounding soil to reduce the risk of pile imperfections.

Sep 8, 2021

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which -are 8 to 12 feet in diameter and extending over 200 feet in depth below grade. There are unique challenges associated with constructing such large and deep cast-In-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

May 11, 2007

By Paul J. Sabatini, Robert C. Bachus, Terence P. Holman, Panos Andonyadis

A recent landslide comprising approximately 12 acres (4.86 hectare) and a displaced volume of more than 500,000 cy (382,000 m3) caused the shutdown of a four-lane state highway and two high-capacity freight railway lines. After completion of immediate landslide stabilization activities, various long-term slope stabilization measures were implemented that focused primarily on gradual slope unloading in areas near and upslope from the scarp of the landslide. Near the completion of the upslope excavation, an anchored soldier beam and lagging wall was constructed to allow for the temporary unloading of the toe of the main landslide area to facilitate installation of a permanent underdrain. The design of the anchored wall utilized information collected during the rehabilitation construction and included inclinometer data, site survey results, piezometer data, and field construction observations. Using the history of site-specific movements, results of back-analysis calculations from the landslide, and geometry/performance of the post-construction slope configurations, the fully softened and residual shear strengths along two potentially critical sliding surfaces were calculated. Owing to the high confidence in the values of shear strength as afforded by this information, the confidence in local groundwater conditions, and control of the loads, the designers selected a relatively low, calculated short-term factor of safety (FS) (i.e., FS ˜ 1.1 to 1.2) for the most critical unloading step. Long term calculated FS values on the order of 1.2 to 1.3 were anticipated. This paper describes the detailed evaluation of the landslide slope movement data associated with the shallow and deep potentially critical failure surfaces and selection of the associated values of design shear strength for these potentially critical surfaces. A description is presented of the analyses and design of the anchored wall, measures implemented during construction to minimize slope movements, and post-construction monitoring results during the unloading and subsequent installation of the underdrain.

Jan 1, 2017

By Mohammed Faizal, Abdelmalek Bouazza

"The operation of ground source heat pumps combined with foundation piles can have an effect on the thermal behaviour of the pile and the surrounding soil. This paper presents the effects of continuous heating, continuous cooling, and alternate heating and cooling operations on ground and pile temperatures as well as the thermo-mechanical behaviour of a field scale energy pile. The effect of pile operation on the ground temperatures is highest near the pile and reduces with increasing radial distance. The results of the present studies generally showed that the thermal elasticity of the pile is not affected.INTRODUCTIONGeothermal energy piles are foundation piles used as underground heat exchangers to maintain thermal comfort in buildings, via the use of ground source heat pumps (GSHPs). Ground source heat pumps are more economical and environmental friendly compared to conventional heat pumps. Energy piles can be combined with supplemental surface heaters or coolers, known as hybrid systems, for forcefully recharging the ground during non-operational times of the GSHP. Alternative heating and cooling of the GSHP improves geothermal energy usage and alleviates heat build-up in the ground and provides a balance of ground temperatures around the heat exchanger (Jalaluddin and Miyara, 2012).The temperatures induced in the piles during GSHP operation can lead to a complex response of thermal strains and stresses in the pile concrete. An assessment of the thermo-mechanical response of energy piles for various thermal loads may assist engineers in the design process. Furthermore, an assessment of ground temperatures will also highlight any potential thermal interactions with other energy piles in actual building operations.At present, the thermal strain and stress distribution in field scale energy piles has mostly been studied for continuous operation (Laloui et al., 2006; Bourne-Webb et al., 2009; McCartney and Murphy, 2012; Akrouch et al., 2014; Mimouni, 2014; Murphy and McCartney, 2014; Murphy et al., 2014; Wang et al., 2015). These studies have contributed considerably to the understanding of the axial thermal strain and stress distributions in the piles and have shown that pile thermal behaviour is mostly thermo-elastic without inducing major structural concerns.The present paper adds to the current knowledge by assessing the pile thermo-mechanical and ground thermal response for continuous and alternating thermal loads of a field scale energy pile. The operation modes studied are 24 hours continuous cooling (Faizal et al., 2015), 24 hours continuous heating, (Wang et al., 2015) and alternate heating and cooling operation (Faizal and Bouazza, 2016). The forced ground thermal recharging is done during the non-operating times of the cooling unit, simulating a solar hybrid GSHP system for a scheduled intermittent mode of operation."

Jan 1, 1900

By Terrence M. Carroll, Chu E. Ho

"A pile installation and load testing program on driven tapered piles was undertaken at John F. Kennedy International Airport in New York City for the extension of the existing Terminal 4. As part of the program, dynamic testing by means of the Pile Driving Analyzer (PDA) was performed on several preliminary test piles as well as production piles. The results of the dynamic tests and subsequent static load tests were reviewed to develop an understanding of the pile-soil response of a tapered pile during driving and after setup. Pile setup occurred as a result of increase in shaft resistance with virtually no increase in toe resistance. More than 150 tons of additional capacity was gained after the setup time.The capacities measured during driving from the PDA are typically used as the basis for determining the pile driving set criteria, with the required initial driving capacities determined largely by the contractor’s experience. An improved appreciation of the setup phenomenon is required to better refine the driving criteria at the end of initial driving such that the required ultimate capacities can be obtained, with reasonable confidence, after a period of setup.This paper presents interpretation of pile-soil behavior from Case Pile Wave Analysis Program (CAPWAP) analyses and discusses the mechanism of increased capacity as a result of setup effects. Time-dependent capacity gain as a result of setup effects should be based on the extrapolation of the shaft resistance component rather than the total pile capacity as is commonly practiced. Prediction of pile performance using this approach was in good agreement with observed static and dynamic load test results.IntroductionTapered piles have been adopted for various projects at John F. Kennedy International Airport (JFKIA) since the late 1940’s. Initially timber piles were used exclusively, with steel Monotube piles being used from at least the 1980’s (Horvath and Trochalides, 2004). The steel Tapertube pile was developed in the mid-1990’s and has commonly been used in recent construction (Brusey and Yin, 2008). The Tapertube piles used for this project consisted of a 25 foot long tapered section that was 8 inches in diameter at the tip and 18 inches in diameter at the top. An 18 inch diameter straight pipe was welded above the tapered section."

Jan 1, 2015

By John P. Turner, Steven S. Dapp, Dan A. Brown

"The Goethals Bridge Replacement (GBR) spanning the Arthur Kill Waterway between Elizabeth, NJ and Staten Island, NY is supported on over 200 drilled shaft foundations ranging in diameter from 4.5 ft to 10 ft and socketed into Passaic Formation siltstone. Four drilled shafts, two on each side of the bridge (NJ and NY), were load tested using the bi-directional axial load method. Axial test results demonstrate that RQD, taken by itself, is not necessarily a reliable indicator of side or base resistance. High recovery with low RQD can be a function of horizontally bedded siltstone and shale where the individual pieces of core do not exceed four inches, but may still provide very high side and base resistance. Axial testing was followed by a lateral rapid-load test (Statnamic) on each of the same four shafts. In addition, one of the shafts was subjected to a static lateral load test to validate the rapid-load method as being representative of static loading conditions. Results of the axial load tests provide the basis of unit side and unit base resistances used in the LRFD design of the rock sockets for axial loading, while results of the static and Statnamic lateral load tests were used to calibrate p-y curve parameters used for design under lateral and moment loading. This paper describes implementation of the load testing program and its role in the design process.INTRODUCTIONDesign of drilled shaft foundations for the Goethals Bridge Replacement (GBR) required load testing in order to validate the parameters used for calculating geotechnical axial and lateral resistances. The bridge, including foundations, was designed in accordance with the AASHTO LRFD design specifications, 6th Edition (2012). The bridge owner is the Port Authority of New York and New Jersey (PANYNJ). One of the PANYNJ project requirements was stated as follows:“Perform a minimum of two (2) separate axial compression load tests (one [1] in New York and one [1] in New Jersey) for each demonstration shaft of different size and construction methodology to verify the design assumptions and construction procedures. At a minimum, one (1) demonstration shaft is required to be representative of production shafts with a diameter within one (1) foot above or below the demonstration shaft diameter.Conduct a minimum of two (2) lateral load tests (one [1] in New York and one [1] in New Jersey) for each demonstration shaft of different size and construction methodology. At a minimum, one (1) demonstration shaft is required to be representative of production shafts with a diameter within one (1) foot above or below the demonstration shaft diameter.”"

Jan 1, 2016

By Vijaya Bhushan Rao, Jason Redgers

The typical Vibrocompaction projects undertaken in the UAE are on reclaimed Sands. These Sands which are predominantly the crushable, calcareous, carbonate sands found locally as opposed to the more common quartz or silica sands that are featured in most design literature. The famous reclamations such as the iconic Palm Jumeirah in Dubai, often have specification for mitigation of liquefaction induced settlements, bearing capacity increases and total and differential settlement requirements. Often these performance targets are achieved by the means of achieving a particular relative density that are generally measured by a defined Cone Penetration Test, CPT targeting values of cone resistance (Qc), MPa at respective depth zones. In this paper some case studies are presented, where soil suitability for deep compaction by vibratory methods was firstly assessed for suitability using the Massarsch, 1991 compactability chart prior to the application of vibrocompaction and its subsequent evaluation. One such project named the Island Development required 17 to 23m depth of penetration only to treat the lower 5 to 6m of sand above rockhead as eventually the top 15m of sand will be further excavated to allow for the construction of basement. The paper will present pre and post CPT results, the results of initial site calibration trials and evaluation of the completed works.

Oct 1, 2022

By Rajarshi Pramanik, Nirjhar Dhang, Dilip K. Baidya

"This paper performs the reliability evaluation of pile foundation under vertical loading condition using the concept of fuzzy set theory. The uncertain parameters are expressed as fuzzy numbers. Monte Carlo simulation technique in conjunction with fuzzy set theory and fuzzy reliability index approach are implemented in evaluation of the probability of failure of pile foundations. The results are validated through some well established methods such as, First Order Reliability Method (FORM), Second Order Reliability Method (SORM), and direct Monte Carlo Simulation (MCS). Response surface method (RSM) is used to approximate the original limit state equation through second order polynomial. The effect of the position of the water table is also highlighted. Finally, the effect of the variation of applied load is examined and it is observed that the fuzzy reliability analysis gives more conservative estimate of failure probability than the other methods.INTRODUCTIONCivil engineering structures, such as high rise buildings, bridges, offshore platforms etc. are always subjected to vertical as well as horizontal loads. To support these structures, pile foundations are generally the solution in most of the situation. It transmits load from the superstructure to soil at a reasonably great depth. This transfer may be by vertical distribution of the load along the pile shaft or a direct application of load to a lower stratum through the pile tip. Different methods are available to estimate the capacity of piles embedded in different types of soil and under the application of vertical and horizontal loading. To consider the variability in soil and other unforeseen able situation, generally a reasonable value of factor of safety is used to estimate the designed capacity of the pile. Recent developments have shown a trend to place the treatment of uncertainty on a more formal basis, in particular by applying the results of reliability theory to geotechnical engineering. Keeping in mind the importance of pile foundation in the engineering structures it is essential to maintain a high structural safety which result in increase in reliability. The probability theory has been proved to be a powerful tool for representing variability in mathematical models. The variability associated with soil parameters and the modeling uncertainties are needed to be considered for the reliability assessment purpose.Recent development (Zhang et al. 2005; Misra and Roberts 2006; Haldar and Babu 2008; Basu and Salgado 2012; Teixeira et al. 2012; Pula and Rozanski 2012; and Chan and Low 2012) showed that the reliability analysis of pile foundations subjected to axial as well as lateral load has been one of the important current research topic in geotechnical field. Probabilistic based performance criteria were quantified for a single pile and pile groups in cohesionless soil by Eloseily et al. (2002). A p-multiplier approach was incorporated into the analysis to modify the p-y curve for a single pile to obtain the p-y curve for individual piles in a pile group. A statistical analysis of set up capacity of pile was carried out from the database of a large number of pile testing data in clay by Yang and Liang (2006). Load and resistance factor design (LRFD) using FORM was used for examining the different load and resistance factor for different target reliability index. Limit state analysis of drilled shaft was performed by Misra and Roberts (2006) in probabilistic framework. The fuzzy based reliability analysis (Dodagoudar and Venkatachalam 2000; and Park et al. 2012) of the earth slope was reported in the literature. Dodagoudar and Venkatachalam (2000) presented a new approach, called fuzzy point estimate method (FPEM) for reliability evaluation of earth slope. Park et al. (2012) reported a hybrid approach, fuzzy set theory in conjunction with Monte Carlo simulation technique, to determine the failure probability of earth slope. Second Order Reliability Method"

Jan 1, 2015

By Rae Mackay, Kaveh Ranjbar Pouya, Ali Tolooiyan

"A major part of Melbourne’s central business district is underlain by a very soft silty clay deposit known as Coode Island Silt (CIS). Due to the low strength of CIS, most construction in the region is based on pile foundation systems. Traditionally, the design of pile foundations is mostly based on empirical and analytical methods. However, numerical methods such as Finite Element Methods (FEM) can be utilised for more accurate estimation of the bearing capacity and deformation of pile foundation systems, especially in complex loading scenarios. Unfortunately, no systematic effort is made yet to calibrate a realistic nonlinear constitutive model to describe the geomechanical behaviour of CIS in a numerically based solution. Among the nonlinear constitutive models, the Hardening Soil (HS) model is an advanced hyperbolic model which accounts for the nonlinearity of stress-strain relationship as well as the stress dependency of the soil stiffness. In this study, the HS model is calibrated based on laboratory tests performed on CIS. Also, to validate the accuracy of the calibration, the wellknown cavity expansion theory is employed to model the CPT cone tip resistance (qc) in CIS, and results are compared against the measured CPT qc profile at the field.INTRODUCTIONA large percentage of world’s coastal areas are covered with soft marine clay deposits. Having very low shear strength and high compressibility, the alluvial deposits are known as one of the most problematic soil layers for the design and construction of infrastructure facilities. A major part of Melbourne’s central business district is underlain by a very soft silty clay deposit known as Coode Island Silt (CIS). Basically, there are two main solutions for construction in such weak soil conditions. One is the use of pile foundations transferring the applied load to deeper and stronger soil layers, and the second one is to employ ground improvement techniques such as using deep soil mixing columns to improve the bearing capacity of the soil. In both cases, a practical geotechnical design should incorporate both stability analysis and deformation analysis to achieve a cost-effective and reliable solution. Most of the classic solutions for stability analyses such as limit equilibrium analysis disregard the stress-strain relationship of the soil for the sake of the simplicity (Chen, 2007; Sokoloviskii, 1965). In a similar simple approach, most of the past studies of deformation analysis have been established on the basis of linear elasticity. However, it is well recognised that the soil stress-strain behaviour is highly nonlinear even at very small strains (Burland, 1989). Hence, for a precise deformation analysis of the foundation of important geotechnical structures, the application of advanced nonlinear constitutive models is extremely beneficial. Precise deformation analysis is essential as geotechnical designers have to predict the displacement of geotechnical structure and the adjacent soil as well as the induced displacement and forces to adjacent structures. This issue is more highlighted recently in the analysis, and design of highly important infrastructures as geotechnical engineers are facing new challenges in the analysis and design of infrastructures in congested areas. Rapid population growth, especially in the major cities all around the world necessitates the design and construction of more integrated infrastructure facilities. Consequently, geotechnical engineers should employ more advanced design approaches to address the new challenges in geotechnical engineering practice. Complicated geometries, different loading scenarios and the application of nonlinear deformation models which is believed to be essential for a precise deformation analysis, necessitate the application of numerical methods to satisfy most of the design requirements."

Jan 1, 1900

By Jun Ohbayashi, Yoshiyuki Yagiura, Hiroaki Miyatake, Masuo Kondoh, Naotoshi Shinkawa

"Reducing the improvement ratio of ground improvement is an extremely efficient way to reduce the construction cost and construction period of mitigation measures for soft ground. The Arch Action Low Improvement Ratio Cement Column (ALiCC Method) is one method for this, and it is being increasingly applied to sites. This method enables us to rationally evaluate the embankment loads that are acting on cement improved soil columns and unimproved ground, by considering the arch action generated in the embankments and from there thusly allocate improved soil columns in spans of a greater distance than those needed for conventional methods. As a result, it serves to reduce construction costs and the construction period, while also minimizing the settling of the embankment and differential settlement, by placing numerous improved soil columns in the ground immediately beneath the embankment at equidistant intervals. In this report, we give a basic overview of the ALiCC Method, report typical construction results from real life cases that have been carried out, and make comparisons with other construction methods in order to report on the effectiveness of this design method.OVERVIEW OF ARCH ACTION LOW IMPROVEMENT RATIO CEMENT COLUMN (ALiCC) METHODIn the area of mitigation measures for soft ground, a significant role is played by ground improvements using improved materials such as cement. For this reason, a reduction in construction costs and construction period required for ground improvements has become of greater importance. The Public Works Research Institute carried out joint research with Kiso-Jiban Consultants Co. Ltd., Kitac Co. Ltd., and Fudo Tetra Co. Ltd. over a period from 1998 through 2002, and, from that, developed the ""Arch Action Low Improvement Ratio Cement Column Method"" (hereinafter referred to as the ""ALiCC Method"") that enables ground improvement with a lower improvement ratio (the improved area ratio is approx. 10% to 30%) than is required for conventional methods, while also ensuring stabilization and minimizing the settling of embankments.In the area of mitigation methods for soft ground by deep mixing, the dominant method until now has been that (50% or more of improvement ratio) shown in Fig. 1. This method comprehensively improves the area under the face of the slopes of both sides of the embankment. This is based on the calculated stability against rotational slip, which states, ""the most effective way to ensure the stabilization of the embankment environment is to carry out improvements of the area under the face of the slope."" Therefore, for the area under the face of the slope, ground improvement by deep mixing was done, and for the soft ground in the area under the middle part of the embankment, accelerated consolidation methods (hereinafter referred to as ""conventional method"") such as sand draining method and paper draining method were used. Mitigation measures that combine these improvement methods have also been mainstream for a long period of time and are used to prevent side deformation around the embankment. However, there have been some problems that have occurred, such as a situation where consolidation settling occurs in the center area under the embankment where no improvement had been carried out. This phenomenon leads to a situation in which the improved soil columns in the area under the face the of slope are pushed to the outside, which results in side deformation occurring around the area of the embankment, and additionally the occurrence of a step due to a situation of differential settlement between the improved ground and the consolidation advancing part, which results in cracks in the embankment."

Jan 1, 2015

By James G. Ulinski, Sebastian Lobo-Guerrero, Vishal B. Patel

"Recently modified design equations used in the transportation industry to calculate side friction and end bearing capacity for drilled shafts are now providing more realistic estimations of capacities than did previous methods. Using multiple case studies and test results from various projects, a more realistic design approach was formulated by the Federal Highway Administration (FHWA), which resulted in greater values of ultimate capacity for side friction and end bearing and in a more efficient design overall.In 2010, the FHWA published GEC-10 – Drilled Shafts: Construction Procedures and LRFD Design Methods, which illustrates a different method of calculating side friction and end bearing resistance and results in greater values for design. In 2014, the Association of State Highway and Transportation Officials (AASHTO) adopted the method put forth by FHWA, which was included in its LRFD Bridge Design th Specifications, 7 Edition. The Pennsylvania Department of Transportation (PennDOT) recently adopted and incorporated the similar methodology as AASHTO for calculating side friction and end bearing for drilled shafts in rock, and these changes are reflected in the 2015 edition of the PennDOT Design Manual, Part 4 (DM-4). This article discusses the past and current design methodology along with a project case study with results from Osterberg Cell (O-cell) load testing, which presents a comparison between the design resistances of ultimate side friction and end bearing and the measured capacities at failure.The Old and the NewEditions of the AASHTO LRFD Bridge Design Manual from 2012 and earlier estimated ultimate side resistance, qs, in rock using the following equation (modified from Horvath and Kenney, 1979):qs=0.65aEpa(qu/pa)0.5 < 7.8pa(f ’c/pa)0.5 where: qu is the uniaxial compressive strength of the rock in ksf; pa is the atmospheric pressure in ksf; aE is the reduction factor to account for jointing in rock; and f ’c is the compressive strength of the concrete in ksi. For intact rock, previous versions of the AASHTO manual required that the ultimate end bearing resistance, qp, was calculated using the following equation: qp=2.5qu."

Jan 1, 2017

By William G. Ryan, David S. Graham, Dan A. Brown, Rich A. Lamb, Paul J. Axtell

"The St. Croix River Crossing project on the Minnesota-Wisconsin border has been in the process of planning and public debate for two decades, with several changes in alignment. During the course of the earlier planning process in 1995, a drilled shaft load test was performed to obtain preliminary design information. There were some difficulties in maintaining stability within the weak sandstone bearing formation, and the measured axial resistance was relatively low. Subsequent experience by the Minnesota Department of Transportation with similar weak sandstones on the I-35W project suggests that improved construction techniques using modern drilling fluids may offer opportunities for improved performance. During final design in 2012 a second load test program was performed of a full scale test shaft constructed using polymer drilling fluids. The stability of the socket excavation in the weak sandstone appeared to be greatly improved and the measured axial resistance significantly higher.This case history illustrates the excellent performance that drilled shafts can provide in even relatively weak sandstone bedrock as well as the profound influence on axial resistance associated with the construction techniques used. The improved resistance values obtained by the new load test with more recent construction technology allowed the foundation scheme to be substantially optimized with respect to the number and size of required drilled shafts, reducing the size, cost, and risk of the coffercells and footings.IntroductionThe Minnesota Department of Transportation (MnDOT) has awarded the first phase of a bridge construction project that will cross the St. Croix River between Oak Park Heights, MN and St Joseph, WI. The first phase construction contract involves building the river pier substructures including groups of drilled shafts beneath each tower leg. A general location of the bridge project is provided in Figure 1.Prior to award of the construction contract, two separate design-phase axial load tests were performed on non-production drilled shafts with rock sockets. Both tests were static, bottom-up tests using the Osterberg Cell (O-cell). The first test was performed in 1995 when final design and construction was thought to be imminent. After years of public debate and literally, an act of Congress, design of the project was finally restarted and a second load test performed in 2012. The 1995 test was conducted on the Minnesota bank approximately 900 ft southwest of the St. Croix River bank. The 2012 test was conducted in the river about 2,100 ft northeast of the1995 test location. A plan-view of the project indicating the test program locations relative to the bridge alignment is provided in Figure 2."

Jan 1, 2015

By Cheng Lin, Guoming Lin

"This paper presents a case history for the design, construction and long-term performance monitoring of a driven prestressed concrete (PSC) piled foundation supporting a large liquefied natural gas (LNG) tank in Savannah, Georgia, USA. Following a geotechnical investigation, a design stage pile test program was performed with three objectives: to study the densification effect from pile driving on the liquefaction resistance, to test axial and lateral pile capacities, and pile behavior under lateral loads. The test program comprised five piles driven on a test pad constructed adjacent to the tank foundation. Cone penetration testing (CPT) was performed before and after pile installation to test soil densification effects from the pile driving and liquefaction potential was re-evaluated based on the soil densities after pile installation. The axial load tests involved static load testing, high strain dynamic testing, and Statnamic testing. This paper presents the findings of the densification effects, compares results from different axial testing methods and discusses the procedures to use the load test results in the pile design. The paper also comments on the construction issues and presents performance data with 10 years of monitoring.1. IntroductionThe project site is located at the Kinder Morgan’s Elba Island LNG Terminal on the Savannah River which is three miles downstream of the downtown Savannah, Georgia. This LNG terminal was initially developed in the 1970s as an LNG import terminal. The facility includes five LNG storage tanks with two larger tanks which were constructed in 2003 and 2006, respectively. The terminal is currently being converted into a liquefaction and export facility. This paper discusses pile foundations for Tank D4 which is a double walled insulated steel tank built to hold one million barrels of LNG in 2003. This tank has an outer tank diameter of 258 feet, an inner diameter of 252 feet, and liquid height of 113 feet. A number of geotechnical challenges were present in the foundation design and construction.??The site is a typical coastal deposit site featuring a thick layer of very soft under-consolidated clay (up to 40 feet in thickness);??The bedrock is a couple of thousand feet deep;??There is a sand layer that is liquefiable under a high seismic design category (0.5% possibility of exceedance in 50 years)."

Jan 1, 1900