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By R. J. Yan

There was a plant equipped with a 32000t Hydraulic Press to be built, under which a box foundation of 22.5m x 15m x 14.25m (depth) with a base slab of, varying thickness was proposed. The subgrade reactions, bending moments and settlements needed to be determined by means of in-situ model test. A model of the same materials as the prototype scaled to l/10 was embedded in-situ with simulated depth in the bedrock. A lot of data obtained from 39 bench marks, 32 elongation measuring points, 30 couples of electric resistance strain gauges and 24 pressure cells attached to the model foundation enables all the quantities required to be found out. Since it was put into operation, the settlements measured has reasonably agreed with the test results and the foundation has been in good condition.

Jan 1, 2010

By Silas C. Nichols

"Abstract Piling and deep foundations are a staple for transportation projects in the United States (US). Driven or bored piles have been used for everything from support of bridge foundations and retaining structures to support of culverts and embankments on soft ground. Deep foundations have been popular in the US transportation market to better handle large axial and lateral loads, extreme event loading, and to better control structure movement. However, there are challenges in the maintenance of design and construction codes in transportation for consistent and reliable structure foundation elements. A significant amount of effort continues in the US to maintain national codes and specifications at a level consistent with the state of practice, and identify and conduct research for providing safe and cost effective highway structures.IntroductionThe transportation sector in the United States has a hierarchy of design and construction codes that are used for the specification of piling and deep foundations. Any highway or bridge project on the National Highway System (NHS) must be designed and constructed in accordance with a national set of standards approved by the State Highway Departments, and that are acceptable to the Federal Highway Administration (FHWA). However, in any jurisdiction, exceptions are permitted with approval. Therefore, design may be governed by the national standard specification, a state standard specification and design manuals, special provisions, or guideline specifications. Any of these standards, or a combination, may be used depending on the needs of the owner agency.The FHWA and the American Association of Highway and Transportation Officials (AASHTO) have worked together in the development and maintenance of geotechnical design and construction guidance and codes that support the surface transportation community. General geotechnical engineering practice in the United States lacks a singular, national design and construction code that addresses all aspects of geotechnical engineering. As a result, the AASHTO specifications provide the most complete geotechnical specifications focusing on structure foundations, retaining walls, and buried structures for surface transportation applications. This includes piling and deep foundation types commonly used for support of bridges and transportation structures.The FHWA National Geotechnical Team has published several technical guidance documents that include guideline specifications for the design and construction of driven and bored deep foundations. Reference documents published by FHWA summarize the state of practice and provide recommended design and construction guidance. These reference documents have long served as a basis for provisions included in the AASHTO specifications. Maintenance of the design code and specification, and related guidance documents for consistent use on US transportation projects requires a collaborative effort between industry, FHWA, and the member state highway departments that make up AASHTO."

Jan 1, 2014

By Jean-Louis Briaud

The following is a summary of a very recent report prepared at Texas A&M University for the National Cooperative Highway Research Program and entitled "Downdrag on Bitumen Coated Piles". Anytime the soil settles more than the pile, downdrag or negative skin friction will develop. The load in the pile increases with depth up to a certain point and then decreases down to the pile point. This phenomenon has been quoted as being the number one culprit for deep foundation failures. In Chapter 1, an introduction to downdrag is given. The most common criterion for downdrag is to consider it in design as soon as the settlement of the soil surface after pile driving exceeds 0.5 in. Coating piles with bitumen is an effective way of reducing downdrag forces and therefore allows to use smaller piles for the same load. This results in cost savings. Coating piles with bitumen increase the cost of piles by about 33% and therefore the decision to use bitumen is generally based on economic considerations.

Jan 1, 1989

By Murray Gamble

A new type of groundwater cutoff wall has been developed at the University of Waterloo. The Waterloo Barrier? is a steel sheet piling system that incorporates a sealable cavity at each interlocking joint. In order to prevent leakage through the joints, the sealable cavity is flushed clean and injected with sealant after the installation of the piling. The installation and sealing procedures of the Waterloo Barrier? system allow for a high degree of quality control resulting in a very low permeability cutoff wall. Based upon field installations, the bulk wall hydraulic conductivity of the Waterloo Barrier? ranges from 10-8 to 10-10 cm/sec. Recent case histories are presented in which Waterloo Barrier? vertical cutoff walls have been used to prevent the off-site migration of contaminated groundwater or soil gases. In some instances, the Waterloo Barrier? system was used in combinations of applications such as preventing the migration of contaminants, redirecting the flow of groundwater, providing structural shoring for soil excavation and aiding in site de-watering processes.

Jan 1, 1997

By Roger A. Bullivant

As the UK's foremost domestic foundation underpinning contractor over the last 25 years it has become abundantly clear that the size of the repair market, some £500m per annum is a significant waste of resource and cost. To experience this scale of foundation failure in mainly new construction less than 20 years old is unacceptable. This is being further endorsed by our contracting experience in the USA over the last 10 years. Our foundation repair systems are mainly based upon the use of driven mini piles and it was considered appropriate that this type of pile should be upgraded and used on new build construction where the ground was marginal or bad.

Jan 1, 1995

By Zhang Yaonian

This paper describes full-scale tests on ten large bored piles with grouted end conducted for three projects in the urban area of Fuzhou city. Test program included site investigation, pile installation and end grouting. The piles were instrumented with strain gages and load cells to determine load distribution in the piles. Test results showed that end grouting improves load-settlement performance of bored pile. End grouting significantly increases the shaft resistance near the pile end. The better the end condition, the greater the shaft resistance. The average shaft resistance of the bored piles with grouted end is much higher than that of piles without grouting.

Jan 1, 2004

By Dario Libano, Luis Carlos Tenuta, Juliano Penteado

"Subway Line Number 4 is one of the newest additions to the Rio de Janeiro subway network. Built for the 2016 Olympic Games, the 16 km (10 mi) subway line connects the south of the city, with the famous beaches Copacabana and Ipanema, to Barra da Tijuca, west of the city, where the Olympic Village and Park are located. This new line, which is estimated to cost USD 2.2 billion, is composed of six new stations: Jardim Oceanico, São Conrado, Gavea, Antero de Quintal, Jardim de Alah (JA) and Nossa Senhora da Paz Station.Brasfond participated in the construction of foundations and retaining structures for all the stations, and each presented unique challenges. This is not surprising considering the difficulties present in a highly-dense urban environment including utilities, nearby buildings, traffic limitations and noise.Of all the stations, JA Station was the most challenging to construct. It was located in the middle of an avenue between residential high rises supported on shallow foundations as well as below sea level in sands with high groundwater. The other five stations were located in small parks and squares, with no buildings in the immediate proximity.The interaction between designer, owner, and the general and foundation contractors during execution was key in safely reducing the construction schedule. This was significant given the unforeseen construction delays the client, Linha 4 Sul JV, faced due to permitting, utility and traffic relocation so that the owner could fulfill their final goal: making the line operational by the Olympic Games. The GeologyGeologically, the state of Rio de Janeiro is formed by Pre- Cambrian crystalline basement rock. Its geological formation is very old and comprises two major orogenic cycles, a Mid-Precambrian formation, called “Transamazonian” (Proterozoic Era), and an Upper-Precambrian to Cambrian called “Brasiliano” (Proterozoic-Paleozoic). The soil structure of the city of Rio de Janeiro is represented by a core of crystalline rocks, usually granite-gneiss, covered with a layer of residual soil and/or partially weathered rock.JA Station is located in a Rio de Janeiro neighborhood called Ipanema, between the Atlantic Ocean and Lagoon Rodrigo de Freitas. Local geology is composed of a superficial soil, consisting of medium to coarse grained sands. Top of rock varied significantly from 20 m (66 ft) deep on one side of the station to 33 m (108 ft) on the other. Water is at a depth of 3 m (10 ft)."

Jan 1, 2016

Jan 1, 2001

Jan 1, 1994

By D. M. Holloway

As a part of the 1-15 Reconstruction Project, static and dynamic (high-strain) testing methods formed the basis to estimate long-term axial capacities, and to assess the magnitudes of bearing capacity gains (setup) from the end of installation to the time of static/dynamic tests weeks later. This paper summarizes the results of nine full scale pile load tests to failure in compression, and how the designers used these data to finalize pile selection and penetration criteria bridge-by-bridge in the final design stages. Soil conditions along the project alignment ranged from deep, lightly over-consolidated Lake Bonneville clays interbedded with granular strata of varying consistency, to sites dominated by dense alluvial deposits of cohesionless soils well above the water table. The test sites were selected to bracket the conditions that are expected. Twelve-, 16-, and 24-inch-OD pipe piles are to be used to support the new bridges. The team plans to impact-drive all piles closed-end to final penetrations. The test piles varied from 35-ft-long pipes driven to refusal in the shallow dense sands at some sites, to 115-ft-long pipes stopping at 3 blows per foot in predominantly cohesive deposits. The capacities gained with time proved to be reasonably predictable, and significant setup was noted both in the cohesive and cohesionless strata. The test program objectives included providing the means to estimate long-term capacities from short-term (24- to 48-hour) restrikes following installation of foundation piles during production driving operations.

Jan 1, 1998

By J. -L. Briaud

This presentation shows the results of laboratory and field tests to date for the NCHRP project entitled "Downdrag on Bitumen-coated Piles". This project required to test a variety of bitumens in the laboratory to determine their properties and then to establish a field testing program to verify the bitumens effectiveness. Figure 1 shows an organizational chart that gives an overview of the agencies involved in the project. The first part describes the laboratory testing program in which bitumen samples of various types were obtained from a variety of manufacturers. Initially, classification tests were performed to verify the manufacturers' specifications. Additional tests were then developed and performed to determine the bitumens behavior under the various conditions that they may be exposed to in the field. The test results were analyzed and their usefulness for design purposes were determined. The test results are presented in either graphical or tabular form. The second part describes the field testing program which was designed to test the effectiveness of various bitumens under a wide range of soil, temperature, and construction conditions. The first site was in Edmonton, Alberta, Canada, where a construction project was to take place in the winter of 1989-90. This was ideal for the cold temperature extreme that was needed. The soil conditions were conducive to downdrag problems: an embankment placed over soft clay underlain by dense sand resulting in end-bearing piles. The other site was in New Orleans, Louisiana. The part of the project involving this downdrag study was to be carried out in the summer of 1990. The hot summer temperatures and extremely soft soil conditions (resulting in friction piles) gave the other extreme needed for this study. Each site is discussed in

Jan 1, 1991

By Rick Ellman, Ian Chaney

"The Hampton Roads area encompassing the Norfolk, Virginia Beach and Newport News metropolitan region experiences some of the worst traffic congestion in Virginia. With continued growth of the ports and increasing demand, the Virginia Department of Transportation (VDOT) initiated the Downtown Tunnel/Midtown Tunnel/MLK Expressway Project, a complex undertaking critical to addressing the Hampton Roads area’s transportation needs. The project is a $2.1 billion Design/Build/Finance/Operate (DBFO) endeavor most notably involving the construction of a new two-lane vehicular tunnel utilizing the Immersed Tube Tunnel (ITT) method. The tunnel will pass under the Elizabeth River parallel to the existing Midtown Tunnel between Norfolk and Portsmouth, Va. It will be the largest design-build project constructed in the history of the Hampton Roads District.The New Midtown Tunnel will extend approximately 6,450 ft (1,966 m) along the north side of the existing tunnel where it ties into the existing Midtown Tunnel approaches in Norfolk and Portsmouth. It is being installed in a pre-excavated trench of which approximately 2,250 ft (686 m) required bracing on the Portsmouth side and approximately 1,000 ft (305 m) required bracing on the Norfolk side. The remaining 3,200 ft (975 m) of trench excavation was open cut dredging with laid back side slopes, optimized to reduce dredging, disposal and backfill quantities while also reducing the risk to the existing tunnel. The braced excavation portions of the tunnel alignment were divided into distinct segments which include: Portsmouth Approach Boat Section, Portsmouth Approach Cut-and-Cover Section, Portsmouth Dredge Section, Norfolk Dredge Section, Norfolk Approach Cut-and- Cover Section and the Norfolk Approach Boat Section. All “approach” excavations were performed in the dry and all “dredge” excavations were performed in the wet. Eleven ITT segments are being fabricated in the Sparrows Point Dry Dock facility in Baltimore, Md., and each 14,000 ton (12,700 tonne) segment is being towed approximately 220 mi (354 km) to the site. The ITT segments will extend under the Elizabeth River, with the deepest crossing 90 ft (27 m) at the Federal Navigation Channel. Once beyond the channel limits the ITT rises at an approximate 4.5% slope. Controlled screeding and element lowering operations will be performed primarily from floating barges."

Jan 1, 2014

Jan 1, 1998

Jan 1, 1986

By Brian FitzPatrick, Michael J. Weaver

Everyone has a role in site safety, even consultants. This paper presents a summary of how a geotechnical and environmental consulting firm, with field staff on construction and subsurface explorations sites, engaged their staff and leveraged relationships with contractors to assess the construction related risks to which its staff members are exposed. These findings were then integrated into their technical training materials for both new staff and those needing a refresher, so that safety is discussed at the same time as the technical work and not treated as a separate topic. The paper outlines the process of identifying and evaluating the construction related risks that staff members face and presents examples of how the consultant can engage contractors in the process. By doing this, knowledge can be shared and there is a better mutual understanding of the risks associated with common construction and exploration related field tasks. The work resulted in an increase in staff engagement in safety, a better understanding of the true risks that staff face in the field, better relationships with contractors, and lower safety metrics. HISTORY At Haley & Aldrich, Inc., we renewed our safety journey in May 2012. Like many others, we had concerns over injuries our staff experienced in the three previous years, and a potentially significant utility strike we experienced while excavating a trench. In 2009, 2010 and 2011 we experienced an increase in recordable injuries, including two significant injuries, which caused our Experience Modification Rate (EMR) (see note below), Total Recordable Incident Rate (TRIR), and Days Away-Restricted, and Transferred Rate (DART) to rise significantly. See Fig. 1 for details. This caused us to step back and review our approach to safety, and our “safety culture”. The rise in reportable incidents and injuries also corresponded to the beginning of a growth period for the company.

Jan 1, 2019

Jan 1, 2005

By Timothy C. Siegel

Given that piles are composed of different materials and installed using a variety of methods, ASTM D 1143/D 1143M-07 Standard Test Methods for Deep Foundations Under Static Axial Compression is justifiably general so that it has as many applications as reasonably possible. There are aspects of the test setup, the test procedures, and data interpretation for instrumented piles (some of which are specific to augered cast-in-place piles) that are either not discussed in detail in this ASTM standard or are not addressed at all. Specifically, the use of variable time hold times can obscure the shape of the conventional load-deflection curve, as well as, influence the interpretation of the ultimate pile capacity. Unload-reload cycles induce additional non-uniform internal axial loads within the pile which complicate interpretation of the strain gage data and increase the potential for errors. Attempts to maintain a constant top load during the hold period can lead to operational difficulties in taking measurements and are technically unnecessary. Residual load has been shown to develop in cast-in-place piles and can significantly influence the axial load distribution as interpreted from strain gage data. The stiffness of cast-in-place piles has been observed to vary with the measured strain, and a constant modulus, as provided by correlation with the unconfined compressive strength of the grout, may lead to a significantly different interpretation of the axial load distribution.

Jan 1, 2010

By Chris L. Powell, Russell J. Denny

"The remotely located Cockatoo Island iron ore mine off the Kimberley coast in the northwest of Western Australia has been in operation since 1951. The mine was recently expanded up to about 50 m (165 ft) below sea level using staged construction to create a rockfill seawall around the open cut mining operation. Late in 2013, to allow expansion of subsea iron ore mining operations, Wagstaff Piling was engaged to install a seepage barrier through the rockfill seawall and into the underlying seabed sediments.Earlier stages of seawall construction had used a variety of different construction techniques with varied success, and the history of subsea mining on the island had been plagued with failures, including failures in the slope of the seawall itself, hanging wall failure underneath and inside the seawall, and footwall failures as the ore was mined leaving the rock face inclined at 55 degrees, parallel to the bedding. The current expansion, known as the Stage 4 expansion, was more tightly constrained by the pit geometry and available materials than previous seawall expansions that adopted clay core and sheet pile seepage barrier solutions. In Stage 4, an innovative seepage barrier solution using a grout curtain was selected to provide the necessary cutoff to allow access to high-grade ore, while protecting the mine from inundation by the sea.Seawall ConceptThe open cut subsea mining operation consisted of a 3 km (1.9 mi) long narrow pit along the south side of Cockatoo Island that extended to depths of about 50 m (165 ft) below sea level, and were exposed to the open sea on the south side of the pit. Massive tidal variations of more than 10.5 m (34.5 ft) required a seawall founded on the seabed, extending upwards to RL+13, to safely protect the pit from the high tide level rising to above RL+10."

Jan 1, 2017

By Chris L. Powell, Russell J. Denny

"The remotely located Cockatoo Island iron ore mine off the Kimberley coast in the northwest of Western Australia has been in operation since 1951. The mine was recently expanded up to about 50 m (165 ft) below sea level using staged construction to create a rockfill seawall around the open cut mining operation. Late in 2013, to allow expansion of subsea iron ore mining operations, Wagstaff Piling was engaged to install a seepage barrier through the rockfill seawall and into the underlying seabed sediments.Earlier stages of seawall construction had used a variety of different construction techniques with varied success, and the history of subsea mining on the island had been plagued with failures, including failures in the slope of the seawall itself, hanging wall failure underneath and inside the seawall, and footwall failures as the ore was mined leaving the rock face inclined at 55 degrees, parallel to the bedding. The current expansion, known as the Stage 4 expansion, was more tightly constrained by the pit geometry and available materials than previous seawall expansions that adopted clay core and sheet pile seepage barrier solutions. In Stage 4, an innovative seepage barrier solution using a grout curtain was selected to provide the necessary cutoff to allow access to highgrade ore, while protecting the mine from inundation by the sea.Seawall ConceptThe open cut subsea mining operation consisted of a 3 km (1.9 mi) long narrow pit along the south side of Cockatoo Island that extended to depths of about 50 m (165 ft) below sea level, and were exposed to the open sea on the south side of the pit. Massive tidal variations of more than 10.5 m (34.5 ft) required a seawall founded on the seabed, extending upwards to RL+13, to safely protect the pit from the high tide level rising to above RL+10."

Jan 1, 2017

By Frédéric Rocher-Lacoste

On July 2nd, 2007, LCPC and LOADTEST performed a static loading test with an Osterberg-cell on a bored pile of 1600 mm diameter. The 56.50 meters deep test pile constructed by Trevi Spa for Soares da Costa group, was near the Cacheu river in Guinea Bissau. This test was conducted to validate the design of the foundations of the Sao Vicente bridge; a project undertaken by the Ministry of Public Works of the Republic of Guinea Bissau and funded by the European Development Fund. Sub-surface conditions at the test pile location consist primarily of layers of weak sands and clays. The piles were loaded statically using the O-cell® bi-directional method 25 days after concreting. The maximum sustained bi-directional load applied to the pile was 11.7 MN. At the maximum load, the displacements above and below the O-cell assembly were 6.6 mm and 81.9 mm, respectively. The resulting pile head behavior has been calculated for a combined skin friction and end-bearing load of 29.3 MN. The piles were also instrumented using LCPC removable extensometers, which made it possible to measure the mobilization of shaft friction and toe resistance. The adjusted test data indicated that this pile would settle approximately 12.2 mm for the service load of 12MN applied at the head of the pile. This paper provides a very brief presentation of the bridge project and the test pile instrumentation: LCPC removable extensometers and O-cell® instrumentation. The results are detailed and analyzed herein and the combined use of these two instrumentation systems is a world première.

Jan 1, 2008