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By Roderic A. Ellman

The new Woodrow Wilson Bridge (WWB) will replace the existing bridge over the Potomac River to connect Alexandria, Virginia to Prince Georges County, Maryland. The new WWB will extend approximately 1.1 miles across the river, with a 367-ft long bascule span in the main river channel where the water depth is about 36 ft. The bridge is primarily comprised of fixed spans in relatively shallow water and a bascule span over the navigation channel. The subsurface soil profile was quite variable along the bridge alignment. In Virginia, there was fill over soft Alluvial deposits underlain by dense Terrace deposits, as well as remnant foundations from a former ship yard. At the bascule span, there was up to 50 ft of a soft organic silty clay layer underlain by a deep deposit of stiff Cretaceous clay. Along the Maryland approach, there were Alluvial deposits over dense Terrace deposits over stiff Cretaceous clays and dense Cretaceous sands. The variation in subsurface conditions led to the selection of alternative deep foundations that suited the specific conditions and were based on the design phase testing program, from which ultimate design capacities were determined. During construction, there were instances of unexpected pile performance, notably different than that experienced during the design phase testing, requiring changes to the contract installation criteria and re-design. This paper will present the types of deep foundations used for the project, the performance criteria assumed during the design, the measured performance and difficulties encountered during construction, and the resulting remedial actions, i.e., changes to contract installation criteria and/or re-design due to the unanticipated field conditions.

Jan 1, 2009

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 Lois G. Schwarz

I did a project (Sungai Piah) as a consultant to your firm in Malaysia, where we were faced with a similar situation as sketched out in your question. The following is what we did for the grouting of the primary holes, which were both located upstream of the plug as well as downstream: We used a hydrophobic MDI based semi-rigid polyurethane prepolymer in the first phase of the grouting operation when grouting under water flow conditions. Then in the second phase and also for the contact grouting we used a two component water compatible polyurethane elastomer. And then for deeper formation grouting, when all the water flow had been stemmed in the vicinity of the plug, we used a regular (balanced stable) cement based grout. So it may not exactly answer your question, but we first used hydrophobic grout because it is very efficient to grout a formation through which water flows. We didn't stop all the leaks day-lighting downstream of the plug or all water running through the formation near the plug, but the flow of water through the rock formation adjacent to the plug was reduced by 99.9%, after completing the urethane grouting. This facilitated the placement of cement based suspension grouts without wash-out.

Feb 10, 2003

By Paul M. C. B. M. Cools, Martin Th. van Staveren

In 2010, the 5-years joint industry programme Geo-Impuls started in the Netherlands. The ambitious goal of this programme is to reduce geotechnical failures in our civil engineering projects by half in 2015. In the Geo-Impuls programme over 40 client organizations, engineering firms, contractors, research institutes, and universities are involved. In a risk-driven way, and based on top risks and dilemmas, the participants defined three central development themes. These themes are (1) contracts, for dealing with legal issues, (2) geo-engineering, for dealing with technical issues, and (3) communication, for paying attention to differences in risk perception by the human factor. In total 12 Working Groups contribute to these themes by producing one or more specific tools. These provide practical solutions for how to deal with contractual, geotechnical, and communication issues. The tools include working processes, guidelines, best practices, as well as some instruments. The development of these tools, as well as the available results, will be presented in this paper. From the start, Geo-Impuls embraced geotechnical risk management (GeoRM) as the risk-driven way of working for geotechnical engineering and construction. Over the past years, GeoRM and its supporting tools were already successfully applied in several projects. Therefore, the paper also describes also the GeoRM implementation process, including the quality assurance and control. Finally, the effectiveness of GeoRM will be discussed, by summarizing an analysis of all published geotechnical failures and accidents in construction projects in the Netherlands, which decreased substantially over the past 4 years.

Jan 1, 2017

By Kazuyoshi Kamimura, Masaya Kawata

"It has been 30 years since the cement deep mixing (CDM) method developed in Japan. CDM method has been applied to many structures. While various technical improvements have been implemented in the meantime, the single-axial and double-axial technologies used at the time of its initial development are still prevalent.In response to the recent trend of reducing construction costs, we developed a triple-axial CDM method called the “Lemni 2/3 Method.” This method uses two lemniscate motions caused by newly developed auxiliary stirring devices and employs a double-axial injection method in which the cement slurry injection takes place only from the outer two axes. In this way, it is possible to create a stabilized body around the three axes. Moreover, this method does not require substantial equipment investment as conventional construction machine and facilities can be used without modification and large volume work is possible.With these technologies, this method can achieve a substantial reduction in the construction period and cost, while ensuring the same level of improvement quality as conventional methods. As a result, this method is being applied to ground improvement work in a variety of places.Lemni 2/3 Method was first put to practical use in 2004. Since then, the method has been used for ten projects. In this paper, we show some application examples of this method.OUTLINE OF TRIPLE-AXIAL CDM METHOD (LEMNI 2/3 METHOD)In the newly developed CDM method (Lemni 2/3 Method), work efficiency is improved by employing triple-axial stirring blades instead of the conventional single- or double-axial type. Existing conventional construction facilities for double-axial type can be used with only minor equipment additions, because the cement slurry injection takes place only from the outer two axes.Construction Machine and Construction MethodThe combination of major construction machines of the Lemni 2/3 Method differs little from the standard specifications of the double-axial type as shown in Fig. 1. Existing work control equipment can be used without modification, which is further evidence of the simplicity, convenience, and economy of the new method. The Fig. 2 photo shows a full view of the construction machine, and the Fig. 3 photo shows the stirring blades and the auxiliary stirring devices. The work procedure for the Lemni 2/3 Method is shown in Fig. 4."

Jan 1, 2015

By Gust Van Lysebetten, Monika de Vos

The objectives of monitoring geotechnical structures can be very diverse, including optimisation of the design, quality control, long term performance assessment, and approval of innovative execution techniques. In this context, new measurement techniques, based on optical fibres, offer the possibility of accurate strain and temperature monitoring with very small sensors and limited numbers of cables. This paper briefly presents optical fibre sensing techniques and illustrates their application to geotechnical structures by means of some projects, carried out by the Belgian Building Research Institute (BBRI).

May 1, 2022

By William (Bill) H. Walton

"I arrived in Chicago in 1993 with Dr. Ralph Peck’s University of Illinois bulletin titled Engineering Properties of Chicago Subsoils (Bulletin 429), which he published in 1954 with William Reed. Being an outsider, I wanted to learn from Chicago geotechnical practice leaders that included Clyde Baker, Jr., John Gnaedinger, Charles Pfingsten, Dr. Safdar Gill, Robert Lukas and Dr. Jorj Osterberg, who have influenced foundation designs for the structures that make up the contemporary Chicago skyline. One of my immediate goals was to get the Illinois Structural Engineering license to be on par with the likes of Eli Cohen, Mike Tylk, Stan Korista, Bob Halverson, Joe Burns, Ron Johnson, Bill Baker, Bob Sinn, Chuck Anderson and Dave Eckmann, who have led their structural firms in the design of the skeletal core and frames of many of Chicago’s iconic buildings (and for many other buildings around the world). From my time with GEI Consultants (GEI), then on with STS Consultants (STS, and now AECOM), and now back with GEI, I have had the opportunity to analyze and design foundations and, with the help of many skilled foundations and building constructors, to verify that predicted foundation performance matches actual movement data. The theme of Chicago’s foundation design practice is to assume and verify. In 1948, Peck published the History of Building Foundations in Chicago (Bulletin 373) that was updated in 1998 by Baker, Pfingsten and Gnaedinger, who meticulously documented hundreds of Chicago’s foundations, and have shown the value of advanced analyses and testing to advance the deep foundation design practice that includes a variety of high-capacity driven and drilled deep foundations. Mehmet Uyanik, Peck and Baker have made Chicago’s subsurface into a full-scale foundation test laboratory. They confirmed soil mechanics principles like Terzaghi’s 1-D consolidation theory when early foundations bearing on sand-clay crust over soft to medium silty clays (e.g., Auditorium, Masonic Temple, Monadnock Block and Old Board of Trade buildings) took 40 to 60 years to consolidate clay 1 to 2 ft (0.3 to 0.6 m). They also confirmed proven increases in bearing pressures based on measured performance of deep foundations bearing on the glacially derived hardpan clay till and in solid dolomite that underlies Chicago."

Jan 1, 2017

By Filippo Leoni, Wesley Schmutzler

"The LPV-111 East Back Levee Improvement Project lies along the Gulf Intracoastal Waterway (GIWW) in Orleans Parish of New Orleans, La., and is an essential component of the New Orleans Hurricane Protection System. The Hurricane Protection Office of the U.S. Army Corps of Engineers (USACE) attributed failure of the New Orleans East levees system to overtopping, erosion and subsequent breaching of LPV-111 along the GIWW, as well as other sections of flood protection during Hurricane Katrina in 2005. The existing levee suffered extensive damages from Hurricane Katrina, such that the USACE elected to provide earth stabilization and to rebuild the levee sections. Due to the adverse geotechnical properties of the foundation soils, the Corps deemed ground improvement necessary to stabilize the new levee and to limit its footprint. Wet Deep Mixing Method (DMM) was selected as the most suitable technology for this task.ChallengesDesign: This reach specifically protects East New Orleans and the Bayou Savage National Wildlife Refuge, the largest urban wildlife refuge in the U.S. and home to several threatened or endangered species of birds as well as many reptiles, amphibians and small mammals. The Corps chose DMM due to the sensitivity of the protected marshlands and because the method limits the footprint of the raised levees. The increase in the load bearing capacity of the treated soil significantly decreases the footprint necessary to attain the required height increase. This limitation required the new levee to have steep slopes, drastically increasing the surcharge on foundation soils characterized by overall poor geotechnical properties (soft clays and peats). The design also considered the increased horizontal stresses on the levees due to the extreme storm surges during a hurricane.The design of the 1.6 m diameter (5.25 ft) DMM elements called for overlapping them to form a double auger element that formed buttresses perpendicular to the levee alignment. The contractor installed the buttresses at a maximum on center spacing of 4.7 m (15.5 ft). One additional double auger DMM element was midway between consecutive buttresses at the centerline of the levee to further help prevent settlement (Figure 1)."

Jan 1, 2013

By Alice Arana, David M. Cacoilo, Joel L. Volterra

"To make space for the new South Ferry Station in lower Manhattan, engineers and contractors carved out a new tunnel beneath three operating subway tunnels and tangentially to yet another tunnel. Creating the space required the design and construction of complex temporary excavation support and underpinning systems and the design and installation of real-time monitoring systems. Construction for the new station and tunnel was mainly cut-and cover in a mixed-face area of soil and rock approximately 2,000 linear ft long, 60 ft wide and up to 70 ft deep. Close coordination between the design/build team and the project owner, the Metropolitan Transportation Authority (MTA), was critical.With the construction of this $400 million project, the MTA and New York City Transit (NYCT) are correcting the numerous physical and operational deficiencies of the existing station and improving the lives of millions of commuters. Built in 1905, the original South Ferry Station is on the IRT Broadway–Seventh Avenue Line of the New York City Subway and is the southern terminal of the #1 subway service, which forms a loop to return uptown. The station has a sharply curved single platform on the outside of the outer track of a two track loop. This platform is short and does not allow the rear five cars of a normal 10-car subway train to load or unload. In addition, once the train stops at the station, commuters wait while retractable floor grates bridge the gap created between the platform and the subway car doors, and then they have only one exit from the station. Spray nozzles keep the tracks lubricated to reduce the train wheels’ friction caused by the tight curve. The sharp curvature of the loop and the inability to use half of the subway car doors slow train operation. With the new ADA-accessible station, 10-car trains will be able to open all doors, and additional entrances, escalators and elevators will greatly reduce travel times."

Jan 1, 2008

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 Arash Saeidi-Rashk-Olia, Dunja Peric

Energy piles are gaining increased popularity due to a growing demand for clean energy. To further advance the understanding of soil-structure interaction in energy piles, recently-derived analytical solutions have been implemented to investigate the impact of stratigraphy on the soil-structure interaction. This was accomplished by comparing the measured and predicted head displacements, axial strains and stresses in an energy pile embedded in the actual homogeneous and layered soil profiles, as well as into synthetic homogeneous soil profiles. The analytical solutions for homogeneous soil profile captured the smooth experimentally observed response versus depth very well. In the case of a layered soil profile, the corresponding analytical model was capable of capturing nuances in trends of axial stress and strain versus depth at the interface of different layers. The analytical predictions for the layered profile appear to be slightly less accurate than for the homogenous profile. The experimental data obtained from the layered profile appear to be a bit more scattered than those from the homogeneous profile. In the former case, the interplay of the individual soil layers with the pile occurs while maintaining the continuity of the pile stress and displacement at the interface of different layers. The response throughout each layer of the layered profile is quantitatively different than the corresponding homogeneous response. Nevertheless, qualitatively the response throughout each layer of the layered profile is similar to the response of the pile embedded in the corresponding homogeneous layer.

Sep 8, 2021

By Gerald Verbeek, Erick Baziw

Stone columns are used in geotechnical site remediation to increase load-bearing capacity and reduce settlement of foundations. Stone columns also improve slope stability and increase the shear strength of a soil. A very challenging problem is to characterize the in-situ shear wave velocities from data acquired from Downhole Seismic Testing (DST) after the insertion of stone columns. DST is an important geotechnical testing tool for site characterization that provides low strain (<10-5) in-situ interval compression and shear wave velocity estimates, but the postanalysis of seismic data acquired from DST in the presence of stone columns is very challenging due to the resulting complicated in-situ soil conditions. To obtain the right results it is necessary to use an algorithm that incorporates source wave raypath refraction. Starting with the Normal Moveout Seismic Cone Tomographic Testing (NMO-SCTT) algorithm developed some years ago, this paper outlines the modifications and additions made to this NMO-SCTT algorithm to facilitate stone column site characterization. To dramatically reduce the optimal solution space for the estimated interval velocities the paper also described a priori conditions that are applied based on the unique nature of the stone column site conditions.

By Schmitz Stefan, Stephan Jee-Sun

"Due to the reunion of Western and Eastern Germany in the late 80’s, a multitude of infrastructure projects had to be executed. A good portion of these projects required improvement of the motorway system. In the southern region of Leipzig, in the eastern part of Germany, it was required to connect two existing motorways. Parts of the new motorway pass old strip mining areas. These strip mining areas consist of up to 70m thick backfill material. Especially the upper 20m are very inhomogeneous soil material with a very low bearing capacity. In order to increase the bearing capacity, to decrease the differential settlements and to homogenize the soil parameters, soil improvement using sand-gravel columns was required. Bauer Spezialtiefbau GmbH executed the installation of approx. 711,000 linear meters of columns with a length from 5 m to 25 m. For the project, 11 rigs with frame leads up to 40m were used to install the 43,000 columns with a diameter of 0.8m in 27 weeks.1. INTRODUCTION1.1 Site LocationThe construction site is located in the south-eastern part of Germany, in the south west of the city Leipzig.The area to be treated had a size of approx. 500,000 m² to allow the construction of dam/embankments and a highway bridge.1.2 Required WorkIn addition to the general earthworks and the installation of geogrids and fibre mats, a total amount of more than 710,000 linm of Gravel-Sand Columns with different lengths due to the given soil conditions had to be installed:•nos. 4,206 Columns length 5m ? 21,030 linm•nos. 4,581 Columns length 10m ? 45,810 linm•nos. 10,820 Columns length 15m ? 162,300 linm•nos. 19,634 Columns length 20m ? 392,680 linm•nos. 3,574 Columns length 25m ? 89,350 linmFor the installation of the columns Gravel-Sand with the grain size of 0/32mm was used. The total amount of Material was 580,000mt"

Jan 1, 2015

By Walid El Kamash, Sadik Oztoprak

"Soft soil presents a challenge against multistory buildings in some cities of Egypt such as Port Said due to the consolidation settlement. Deep mixed (DM) columns are used to improve the soft foundation soil in order to reduce the total and differential settlements. Latest research revealed that this improvement technique also increases the rate of mechanical consolidation due to column yielding caused by stress concentration from the soft soil. In this study, extended poly-styrene (EPS) Geofoam is used to replace the soft soil over DM columns in order to control the stress concentration and settlement. To understand the effect of EPS geofoam on the degree of consolidation, stress concentration and settlement, a parametric study was carried out through a mechanically and hydraulically-coupled numerical method. A unit cell model is used, in which the soil was considered linear elastic; DM column and EPS Geofoam are elasticplastic materials. Results reveal that EPS geofoam is helpful for reducing the settlements and accelerating the consolidation. Increasing the length of the column of the deep mixed foundation with EPS geofoam has a significant effect on accelerating the consolidation.INTRODUCTIONExpanded polystyrene (EPS) geofoam is a lightweight polymeric material which is made by expansion of raw plastic beads. The expansion of the EPS beads are spherical-shaped particles containing closed hollow cells. EPS which plays an important role as an innovative lightweight construction material is now well recognized due to its low density in addition to high compressive and rupture strength. Inglis (1996) reported the first use of EPS geofoam as a seismic buffer to reduce potential seismic loads against a nonyielding basement wall. Gaskin (2000) and Bathurst et al. (2007) carried out reduced-scale shaking table test on a rigid retaining wall protected by EPS geofoam. The test data showed that the peak lateral loads acting on compressible model walls were reduced below values measured for nominally identical structure but with no compressible inclusion. Abdelrahman and El Kamash (2014) investigated the behavior of EPS Geofoam beneath raft foundation on soft soil of Port Said. They showed the ability of EPS to control vertical displacements. The investigation of the behavior of EPS geofoam with DM column has not attracted more attention of previous researchers. In this paper, the behavior of replacing the soft soil by EPS geofoam was examined in the presence of DM column."

Jan 1, 2015

By Nick O’Riordan, Kaitlyn L. Fleming, Michael Riemer, Youssef M. A. Hashash, Stephen McLandrich, Mohamad Jammoul, Pierre Gouvin, Andrew Yeskoo

"To accommodate urbanization, cities are developing more underground space as a means to house public transportation systems and other entities. Underground developments often require construction of deep excavations in an environment dense with infrastructure. The success of such a project is related to the amount of impact imposed on adjacent structures and economic activity; impact should be limited to insignificant amounts in order to mitigate damage and disruption. Thus, large-scale urban construction projects require extensive monitoring of ground movements and installed support performance to facilitate informed decisions for adjustment of construction activities and support design when necessary.In downtown San Francisco, a unique large-scale excavation in saturated soft soils was constructed for the Transbay Transit Center (TTC). Construction of the excavation began in April 2012 and was completed almost two years later in February 2014. To monitor ground and structure response to construction, the project team used an extensive instrumentation network that included automatic inclinometers, piezometers, strain gages and total stations paired with survey markers. Innovative imaging techniques developed a record of construction in order to relate measured deformations to construction activity.Transbay Transit CenterThe Transbay Transit Center (TTC) is being constructed as a modern day transportation hub in downtown San Francisco to replace the former Transbay Terminal. The project is located in the South of Market area, less than half a mile from the San Francisco Bay. The final center will connect eight counties in the Bay Area through 11 different transportation systems, some of which will be housed in the TTC including Caltrain, Golden Gate Transit and California High Speed Rail. The aboveground structure will consist of two levels for retail and a third level with a bus terminal beneath a rooftop garden. There will be two subgrade levels to serve as a lower concourse and the train platforms. This structure required construction of a deep excavation closely surrounded by buildings and roads in an area thriving with economic activity."

Jan 1, 2015

By Cem Altuntas

This paper is the second in a series of two describing the design and construction of a foundation for a major high-rise real estate development on the west side of Manhattan, N.Y. The foundation members consist of large-diameter rock-socketed caissons, driven closed-end steel pipe piles bearing on rock, and a secant-pile retaining wall surrounding the entire site. This paper focuses on the Osterberg cell (O-Cell) load test completed for determining the allowable side-shear resistance between the concrete and the sides of the rock socket. Different qualities of mica schist bedrock, demonstrated by the penetration of rock with the soil auger or drill casing, were encountered. Accordingly, an additional subsurface investigation consisting of test borings at each caisson location was completed. Unconfined compressive strength tests were performed on representative rock samples. The ?soft? mica schist was observed to have vertical foliations and high mica content. For the first time in Manhattan, an O-Cell load test was performed to determine the allowable side shear resistance for both the soft and hard mica schist bedrock. The side shear resistance obtained from the O-Cell load test is compared with the side shear resistance allowed by the New York City Building Code and empirical correlations using unconfined compressive strength values for rock. The rock socket design for the caissons was refined based on the O-Cell load test results.

Jan 1, 2008

By J. G. La Fonta

The rapid development of real-time monitoring technology for the construction of large underground structures in urban areas can be attributed to: the zero-risk objective, the need for transparency between all parties involved and the control of real cost within the budget. Real-time monitoring can be an integral part of the construction contract (for example when compensation grouting is required) or independent, in particular when measurements of existing structures and buildings bordering the project are to be taken before construction starts. Three examples of extensive field instrumentation schemes are described: a large road tunnel in the Moscow suburbs, a new metro line in Amsterdam and major redevelopment works at a busy Central London rail interchange.

Jan 1, 2006

"Full time inspection of drilled shafts by qualified personnel is a necessary part of construction. Detailed inspection procedures for routine inspection are provided in the Drilled Shaft Inspector’s Manual, published jointly by the DFI and ADSC: the International Association of Drilled Shaft Contractors.The use of NDT methods or other observation methods, such as probes, video camera inspection, remote shaft wall inspection devices or various calipers are not suitable substitutes for routine "topside" construction inspection as described in the Drilled Shaft Inspector’s Manual. However, these NDT and other "remote" or indirect observation methods are valuable alternatives to direct entry of personnel into drilled shaft excavations. They should be considered whenever appropriate to reduce the risks of direct entry of personnel into drilled shaft excavations.As described in the Drilled Shaft Inspector’s Manual, observations made during construction are essential for quality construction of drilled shafts. The shaft depth, diameter, plumbness, bottom conditions, reinforcement, concrete continuity, and bearing conditions are most easily checked during construction. Some of these observation methods include excavation around the shaft for relatively shallow inspection, down-hole inspection for end bearing conditions or rock sockets, and video camera devices for remote inspection. In rare circumstances, a drilled shaft can be extracted for inspection. Before concrete placement, the bottom of the shaft can also be probed by drilling or coring to determine if there are voids or soft zones in the material at the base of the shaft.The Drilled Shaft Inspector’s Manual focuses on traditional "topside" inspection for routine drilled shaft construction."

Jan 1, 2004

By David Pierce

The Port of Seattle, one of the largest on the west coast of North America, made a strong statement regarding their support for reusing existing structures when a decision was made to rehabilitate Pier 69, on Seattle&apos;s downtown waterfront, for their new headquarters. Because of its age and location, the pier provided an unusual challenge to the Port and its consultants. The Port hired Peratrovich, Nottingham, and Drage Inc. to design the seismic strengthening of the pier itself. To remedy the lack of seismic resistance in the 70-year-old pier, PN&D designed a new steel-pipe-pile supported concrete apron next to it. The structure relied on a development by PN&D, the "spin-fin pile", to achieve the tension capacities required of the batter piles. The construction of this apron was completed in October of 1991. Another team of consultants performed the superstructure renovation design, which is now under construction.

Jan 1, 1992

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