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By Jeffrey A. Schaefer

The Olmsted Locks and Dam project is located on the Ohio River approximately 16.5 miles upstream of its confluence with the Mississippi River. It consists of twin 1200 ft. locks with floating and fixed approach walls, five 110 ft. wide tainter gate bays, a 1400 ft. wide navigable pass boat operated wicket gate section, and a 400-ft. section of fixed weir (Fig. 1). The project will have a total cost over 1.0 billion dollars, and as such is one of the largest civil works project underway in the Corps of Engineers.

Jan 1, 2001

By Jason N. Scott

CFA piling is a ?blind? construction process that relies heavily on the rig instrumentation to produce sound piles. If the data measured and recorded during construction can be made available to engineers and managers within hours after construction then there are many economic and quality control benefits that can be realised. A state of the art CFA instrumentation and data management process has been developed in the UK. The key components of the instrumentation, GSM data service and the central database are described. Many benefits to the business have been realised and, where possible, these are quantified.

Jan 1, 2006

By George Piscsalko

There are numerous methods currently available to assess the integrity of drilled shaft and ACIP piles. Each method has its advantages and limitations. This paper will compare the various available methods as well as introduce a new method for assessing integrity of drilled shafts and ACIP piles. This new method, known as Thermal Integrity Profiling, determines the integrity of the shaft both inside and outside the reinforcing cage by measuring the hydration temperature of the concrete along the length of the shaft. These temperature measurements can be made by either passing a thermal probe through a standard Cross Hole access tube, or from embedding thermal wires within the shaft. This Thermal Integrity Profile method will be described in detail and one case history will be presented. Additional testing methods which will be compared include low strain Pile Integrity Testing and Cross Hole Sonic Logging. Advantages and limitations for each method will be discussed.

Jan 1, 2011

By R. D. Short

Environmental regulations for noise and air pollution are directly affecting the type of equipment and construction techniques being utilized for pile driving construction using diesel hammers in California and elsewhere. Consequently, the cost of construction is increasing and in some cases, the use of diesel pile hammers has been prohibited. Based on the trend in California and elsewhere in the world, environmental constraints are spreading and becoming more restrictive. The City of Tokyo, Japan, for example has banned the use of diesel hammers. Environmental restrictions on diesel hammers can be satisfied by using modern hammers, clean burning fuels, synthetic lubricants and pre-excavation techniques.

Jan 1, 1989

By K. Y. C. Chung

A case study on foundation engineering through organic soils is presented. Located along the west shore of the Hudson River, site soils consist of random brick fill over a thick layer of peat and organic silts or clays. The organic layer is underlain by medium dense to dense sand with varying amounts of silt. Strong artesian pressures were measured in the sand. A pile foundation system was selected to support all structures. To avoid periodic flooding, new fill must be placed on the existing fill. Large total and differential settlements will occur due to consolidation and secondary compression of the organic soils. This settlement will reduce the allowable pile capacity due to the large negative skin friction in the organic layer; and will necessitate long-term maintenance of the final grade elevation. Pile load tests were performed to determine the allowable compression and uplift capacities, long-term capacities and pile driving criteria.

Jan 1, 2010

By David C. Kraft

A major manufacturer and user of machine tools had the need to install a screw press machine at its plant site with the following design load requirements: (1) Vertical Compression Live Load = 2000 kip (8896 kN) and Dead Load = 1000 kip (4448 kN), (2) Rotational Moment = 6600 ft-kip (8950 kN'm). The screw press machine was to be located within an existing manufacturing building. The bottom of the footing base was located 15 ft (4.6 m) below existing floor slab. A geotechnical investigation of the site indicated a 17 ft (5.2 m) thick initial stratum of stiff to very stiff clay underlain by a 14 ft (4.3 m) thick stratum of loose to medium dense sand. Beneath the sand stratum was soft rock described as weathered shale. Obvious concern was raised on the possible effects of the dynamic motion of the screw press and potential resulting settlement within the loose sand stratum. This combination of large loads and dynamic motion resulted in the selection of a helical pile and tieback system to support the concrete foundation. The helical pile foundation system consisted of a group of vertical helical piles installed into the shale rock and a group of inclined helical tiebacks set into the remaining portion of the clay stratum. Four load tests were conducted on the vertical helical piles in order to establish compression load capacity. The results of these load tests as reported herein, led to the addition of a limited number of tubular steel push piles in order to meet the project required Factor of Safety on the design loads. All of the helical piles, push piles and inclined helical tiebacks were successfully installed and the screw press is now installed and operational.

Jan 1, 2003

By Roy A. Bell

A 200-foot diameter, 72-foot high petroleum storage tank was built in a hillside ravine where a portion of the site contained soft clay fill. Soil-cement piles, 40 inches in diameter and up to 38 feet long, were installed to support the tank shell and ringwall, and a portion of the tank floor by drilling into the stiff to hard underlying soils and weathered bedrock. The goal was to provide a strong enough foundation to resist the seismic tank shell loading and to minimize differential settlement of the tank shell to avoid out-of-round clearance problems between the shell and floating-roof. A cantilevered retaining wall up to 8 feet high was constructed around a portion of the tank perimeter by inserting steel H-beams into soil-cement piles. The cantilever soldier piles for the retaining wall were installed from a temporary earth embankment on the hillside directly over the top of the wall. The temporary embankment was then removed and the tank pad was cut to grade in front of the soldier piles. Some of the soil-cement piles for both the tank foundation and retaining wall could not be advanced to design depth because the drill/mixing tools could not penetrate to the required depth in the hard soils/bedrock. Smaller diameter borings (22 inches in diameter) were drilled through the centers of the short-of-design soil-cement piles to the design depth and then backfilled with concrete.

Jan 1, 1997

By Tai Luu, Maxim C. Schisler, Yaser Taheri

The Stevens Gateway Project is an expansion of the Stevens Institute campus overlooking the Hudson River in Hoboken, NJ. The plans call for 90,000 ft2 (8360 m2) of new classroom, research, and student life facilities in new, 4-story buildings. The excavations for the building footprints were bounded by city streets and existing buildings, including the historic Carnegie Laboratory of Engineering, built in 1902. Pit underpinning was originally specified for the Carnegie building. However, given the depth of cut, construction time required for the 13 ft (4.9 m) deep pits would be substantial. The geotechnical contractor retained for the support of excavation work therefore offered an innovative active soil nail wall design that would meet project requirements in a shorter timeframe. Unlike the passive soil nail systems common in the industry that are chiefly used for soil slope stabilization, active soil nail walls contain pre-stressed anchor components to resist soil movement and limit settlement of soil and structures being contained. In addition to a discussion of the overall design approach of the active soil nail wall system, this paper will include a detailed description of its constructability and effectiveness. This project’s use of a conventional slope stabilization technique for an unconventional purpose may have positive implications going forward. INTRODUCTION Stevens Institute of Technology is a private university in Hoboken, New Jersey that sits on the cliffs of the City of Hoboken overlooking the Hudson River and Manhattan Island to the east of the campus. In recent years, the university has executed numerous plans to expand and upgrade its campus academic, student life, and residential facilities. One such project is the Academic Gateway Complex. The plan adds 90,000 ft2 (8360 m2) of new classroom, research, and residential facilities while also enhancing community connections by building a park to serve as a green corridor for the city. The proposed construction took place on the north and south side of 6th Street between Hudson Street and River Street. The project included the demolition of an existing university building followed by the construction of two, 4-story buildings on the north and south property lots. The north and south buildings will be connected by a second floor bridge spanning 6th Street. The buildings each contain a full basement extending from the proposed ground floor at approximately El. 41ft (12.5 m) to the basement subgrade at El. 26 ft (7.9 m). Each building will be constructed on respective mat foundations. Figure 1 presents an overview of the project area.

Jan 1, 2019

By Qi Wang, Zengzhu Kang, Jianguo Liu, Guanglei Liu

"Due to the increase of automotive vehicles, available parking spaces become a new type of limited resource in central cities of China, especially in those old districts without visionary urban planning. Additional mechanical parking in underground space is an efficient solution to provide parking spaces under the situation where the urban space is constrained. Shichahai district is an old protected zone in Beijing which is close to the Forbidden City and there are many Hutong (alleyway) and Quadrangles (courtyard house). No spaces are available for car parking on the ground and all vehicles are parking in Hutong without order currently. The local government plan to do renovation work for this district and improve the residential environment. Several innovative solutions are studied including parking in deep shafts, parking under existing buildings by under-pinned method, parking under buildings by covered excavation method, parking under roads built together with utility tunnel etc. 5000 difference types underground parking spaces are planned to be constructed in the following three years. Project examples are also introduced in this paper. INTRODUCTIONCar parking resources are very limited in central cities, especially in old districts without planning for increasing automotive vehicle volume. Traffic get worse when cars park on the side of the roads or move slowly to find parking spaces. Investigation shows the normal (parking space/ automotive vehicle volume) ratio is about 1.2 in most big cities such as New York, Tokyo and Hong Kong, while this ratio is only 0.5 in Beijing. One solution is to move cars out of central cities. But there are still huge parking requirements for the citizens living in central cities. Shichahai district is an historic protected zone in Beijing which is close to the Forbidden City and there are many Hutong and Quadrangles (refer to Figure 1 for project location). No spaces are available for car parking on ground and all vehicles are parked in Hutong without order currently. The local government had a plan to do renovation work of this district and improve the residence environment. 5000 different types of underground parking spaces are planned to be constructed in the following three years. One project designed and to be constructed by Zhongyan Technology will be introduced in this paper. Other innovative solutions will be introduced briefly as well."

Jan 1, 2017

By Bauduin C. Besix

The Eurocode 7 "Geotechnical Design" is based on "Limit State Design", tackling the uncertainties as much as possible at their source through: - selection of characteristic values of variables (loads, soil properties, pile resistance,...); - partial factors applied on the characteristic values; - model factors to account explicitly for uncertainties of the calculation rule if necessary. Eurocode 7 will propose three "design approaches". The selection of one of them will be by National Determination. For pile design, the approaches are: - approach 1 is a "material factoring approach" at load side and a "resistance factoring approach" at resistance side. The structural and geotechnical design are checked for both of two separate sets of partial factors. - approach 2 is a "load and resistance factoring approach" and is in several aspects close to a deterministic approach. The design is checked for one set of partial factors. - approach 3 is a material factoring approach, at load as well as at resistance side. The design is checked for one set of factors. The aim of this paper is to introduce to the design of pile foundations based on pile load tests and on ground test results (semi-empirical and analytical methods) in the frame-work of the three design approaches. Detailed attention is devoted to: - the selection of the characteristic value of the pile resistance, accounting for spatial variability and stiffness of the structure; - the reliability of the prediction of the pile resistance using analytical or semi-empirical methods which may be accounted for through a "model factor". The results of a large test campaign on screw piles in OC Clay and a calculation example illustrate the proposed procedure when calculation rules using CPT results are used.

Jan 1, 2002

By Wolfgang G. Brunner

The closing of the gap in the European waterway- net is one of the big and challenging traffic projects following the German reunification. The water canals in the North German plain connect the Rhine river, the border between Germany and France, with the Oder, the German border river to Poland. As early as in the 30's of the 19th century the planning and construction of a ship- lift and a canal bridge started, in order to close this last big gap in the system between the Mittelland Canal and the Elbe- Havel Canal near Magdeburg. This main waterway connects the West of Germany, known for its coal mines and steel mills, with the capital Berlin, and from there it goes on into Poland. The building activities started in 1934 but came to a complete stop in 1942 because of the war. The communist government in East Germany was not interested in continuing this huge project, including the ship lock Rothensee, the canal bridge crossing the river Elbe, the former border river between West and East Germany, and the lock Hohenwarthe due to lack of political backing along with low construction capacity. Now this important project is in progress and this report describes the special foundation techniques used on the great ship lock Hohenwarthe. Hohenwarthe is a double- bay ship lock of considerable scale, which is notable for recirculating water rather than letting it flow. It includes 44 800 m2 ( 481 720 sq. ft) of up to 55 m ( 180 ft) deep cut- off walls, ground water control, 1248 bored piles with a depth of 22 m ( 72 ft ) serving as foundation and 28 000 m ( 91 864 ft) of soil densification with vibroflotation equipment for ground improvement. In the year 2003 the project shall be completed and all ships can travel from the West to the East through Germany without expensive and time- consuming detours through other canals and locks.

Jan 1, 2000

By Bryan C. Field

The proposed construction schedule for the St. Anthony Falls I-35W Bride challenged the abilities of the design-build teams to utilize the best and most efficient methods to meet Minnesota Department of Transportation?s deadlines and design requirements to restore traffic to the Interstate 35W crossing of the Mississippi River, along with a sense of normalcy, following the bridge collapse. The project team ultimately designed and constructed two foundation systems at various substructures for bridge support. Steel H-section piles were driven to bedrock for south bridge abutment support and drilled shafts were used for the north bridge abutment and piers for the Mississippi River Bridge. Drilled shafts we also used for the abutments for the three single span bridges carrying I-35W over 2nd Street. The design-build team used high-strain dynamic pile testing with a Pile Driving Analyzer (PDA) to verify H-Pile capacities and performed drilled shaft inspection on a 24-hour basis during installation over the winter months. The drilled shaft inspection process was a vital part of the project quality control program to maintain the necessary methods for proper drilled shaft installation. Ultimately, with an efficient design, quality construction methods and operation, and a rigorous inspection and quality control plan; the I-35W Bridge was opened to traffic 3 months ahead of the already accelerated schedule.

Jan 1, 2009

By Kanchan K. Sen

The North Shore Connector (NSC) project will extend the Allegheny County Port Authority?s Light Rail Transit System from downtown Pittsburgh below the Allegheny River to the North Shore via twin bore tunnels. Jet grouting, diaphragm walls, and soil mixing were selected as cost-effective technically viable ground improvement and support of excavation techniques. Jet grouting was specified to provide break-out (egress) and break-in (ingress) block sections at the tunnel boring machine (TBM) launching and receiving pits. Jet grout treatment was also used adjacent to buildings with shallow foundations and below retaining walls along the tunnel alignment. A new method for measuring jet grout column diameter based on electrical resistivity was employed on the project. New equipment was introduced in the U.S for constructing soil mix temporary support of excavation using a soil-mix technique termed Cutter Soil Mixing (CSM) due to the use of two vertical cutting wheels that have evolved from diaphragm wall trench cutter technology. The system allows for continuous water tight soil mix panel construction including steel beams. This paper highlights some applications of jet grouting and various support of excavation systems (e.g. slurry walls, cement bentonite walls and CSM walls), including new innovative techniques (e.g. Cyljet and CSM) used under the constraints of an urban environment.

Jan 1, 2010

By Jacques Moraille

The public is asking for more aesthetic designs if they can be proven cost-effective at providing an appealing element to new dams. Lake Lenexa was designed and built around the idea of providing for basic dam functions such as flood control, enhanced water quality, recreation but also to provide an inviting community focal point for the residents to visit and enjoy; truly interact with the dam. The architecturally unique dam and ?one of a kind? spillway were designed to symbolize the water cycle as water moves from nature into the urban environment and the back to nature. A pedestrian bridge that spans the spillway offers visitors a good view of cascading pools and a fountain. The original Lake Lenexa dam layout incorporated relatively high, cast-in-place concrete retaining walls to form the spillway structure. The Black & Veatch project team performed a Value Engineering (VE) study to determine cost-effective means for implementing architectural features within the spillway, which resulted in innovative uses of construction materials not typically used in dam and reservoir construction. The VE study concluded that mechanically stabilized earth (MSE) retaining walls that are normally used for transportation projects would be a cost-effective alternative to the originally planned cast-in-place wall systems for the main spillway and stilling basins. The Black & Veatch study added value by mixing cement-kiln dust (CKD) with on-site clay soils to produce a stabilized material for use under the spillway. The CKD stabilized material properties include low compressibility, high strength and low permeability, which reduced seepage and uplift pressures under the spillway slabs. The cost savings provided by the VE alternatives reduced total costs and enabled architectural elements. The award winning dam design also used drilled caissons, expanded polystyrene (EPS) block forms, customized steel forms and external concrete vibrators to build the pedestrian bridge and upper spillway structures.

Jan 1, 2009

By N. V. Nayak

Konkan Railway Project is one of the most ambitious railway construction projects in India, involving construction of a 760.km long, Broad Gauge (1676 mm), single track railway line, connecting Roha in Maharashtra State with Mangalore in Kamataka State. The railway line travels along the Western Coast of Indian subcontinent, through states of Maharashtra (382 km), Goa (105 km) and Karnataka (273 km) (Fig.1). The project alignment traverses through one of the most formidable terrains ever encountered, in the history of railway construction in India. In the State of Goa only, railway alignment is crossing 6 major rivers Terekhol, Chapora, Mandovi, Zuari, Sal and Talpona. Zuari Railway Bridge (1305.6 m), Mandovi Railway Bridges (I and II) (1182.7 m) rank as 2nd and 3rd long bridges, (first longest bridge being Sharavati Bridge (2.2 km} at Honavar) which have been constructed on Konkan Railway. All these three bridges have been constructed by M/s.Asia Foundations and Constructions Ltd. (AFCONS). This paper presents, case history of construction of pile/caisson foundations for Zuari and Mandovi Bridges.

Jan 1, 1996

By Peter White

A bridge reconstruction project involved driving pipe piles for the new foundations. Disturbances within soil layers at depth caused sinkholes to open up within the construction site. After a near fatal accident, the pile driving installations were suspended. The solution involved ground im­provement through cement grouting with sleeve pipes and special grout additives to minimize migration of cement grout.

Jan 1, 1997

By J. Wennerstrand

Slender steel piles have found an increased use in Sweden in resent years. These piles are often driven throw soft normally consolidated clay to refusal in till or at the rock surface. In contrast to most other piles the bearing capacity with regard to failure of the shaft is in many cases smaller than the bearing capacity with regard to failure of the soil or rock at the lower end of the pile. Imperfections such as deviations from a straight line of the pile centerline and residual stresses in rolled and welded profiles are important for the capacity of the pile shaft. Even thow the second order moment caused by initial deviations in piles is only half of that in a column with the same slenderness, imperfections can and should be accounted for in much the same way as for columns.

Jan 1, 1989

By Antti J. Perala, Teemu J. Yli-Kovero

"Efficient use of land is constantly requiring more underground construction. Minimized execution time and disturbance to surroundings and nearby structures are essential benefits for all construction techniques. To meet the demands of a modern construction project, suppliers have to be able to provide high-quality and tailor-made products just on time. RD pile wall is a retaining wall based on drilled steel pipe piles which are connected to each other with special interlocking profiles. RD pile wall is a solution which enables penetration of overburden soil, dense fill layers including stones and boulders, and embedding into the bedrock in one single operation. Several test installations and laboratory tests have been made to develop the system and to test and improve the water tightness of the wall. Beside these tests, RD pile wall has also proven its reliability in almost 70 projects. Largest project so far has been Pasila Tripla project in Helsinki, Finland. A permanent retaining wall with surface area of 18,000 m2 (193,750 ft2), excavation depth of 21 m (68 ft) and over 17 m (56 ft) of water pressure was made with 711 mm (28”) and 406.4 mm (16”) pile sizes. Piles were delivered to site in one piece with lengths up to 33.5 m (110 ft).INTRODUCTIONExcavations in cramped city centers and in between of existing buildings and other structures are facing more and more challenges. Installation of sheet pile walls is often problematic or even impossible due to obstacles in ground from old structures and due to demand to extend the excavations to even deeper and harder soil layers. Also installations of secant pile walls are facing difficulties due to cramped construction sites and constantly tightening execution times.On the other hand, an efficient and reliable piling technique suitable for the demanding soil conditions described above, percussion drilling, has been developed since the 1960’s, and especially from the mid- 1990’s, when the concentric drilling method with the ring bit and pilot was introduced. A new retaining wall application, the RD pile wall, was developed by combining that drilling method with the widely used retaining wall solution based on steel pipe piles and welded interlocks (a pipe pile wall normally installed with vibratory or impact hammers).PRINCIPLE AND MAIN BENEFITS OF THE METHODRD pile walls can be used in all soil conditions. Most beneficial the system is in extremely demanding soil conditions where the installation of traditional retaining walls is challenging or even impossible. The RD pile wall is a combination of drilled steel pipe piles and interlocking sections as shown in Fig. 1.Individual RD piles are connected to each other with interlocks welded to the piles on the automated welding line at the workshop. The matching dimensions of the drilling system and interlocking sections allow the installation of RD piles through stones and boulders and even into the bedrock, if necessary, in a single operation. Installation is done by a down-the-hole (DTH) hammer using the centric drilling system and oversized ring bits or a drilling system consisting of a pilot bit and reamer wings shown in Fig. 2."

Jan 1, 2017

By Mohamad Hussein

Low strain dynamic tests are performed to evaluate the structural integrity of driven or cast-in-place concrete piles. This type of testing requires minimal pile preparation, and is simply performed by attaching an accelerometer to the pile head and striking the pile head with a hand held hammer. The measured data is processed by a dedicated system, inspected for wave reflections, and interpreted based on one dimensional wave propagation theory. Piles are normally tested shortly after installation so that problems can be identified early and corrective measures taken before construction of the superstructure. However, evaluation of existing foundations is occasionally required. Often, pile installation records are not available rendering impossible any rational foundation reanalysis. This paper discusses three case histories where low strain dynamic measurements allowed determination of pile lengths and structural integrity under existing structures where pile heads were not accessible.

Jan 1, 1992

By Yeruva Ramanareddy, Sohail Wajid, Ahmed Shaz, K. Bhavani

"CP-06 is an NATM cross passage which connects up-line and down-line metro tunnels near Kilpauk Medical College, Chennai. It lies completely in loose silty sand to dense sand with water table almost touching the ground surface after Chennai floods. Pre-grouting was done before excavation to seal the area and to ensure no-loose pockets. The heading was excavated successfully but while benching excavation huge water ingress started seeping out. Sand also permeated along with water which became unstoppable due to cavity formation and caused the up-line tunnel to sink considerably. A large grouting exercise was carried out with different grout materials and techniques both from the ground surface and inside of tunnel to stop the water ingress and stabilize the tunnel. This paper describes the chronology of events that occurred in the tunnel during CP-06 issue. It elaborates all the different grouting techniques involved in the whole process of the tunnel stabilization. It includes a finite element analysis using Rocscience RS2 9.0 software showing the possible cause of sand incursion with water from the CP invert which lead to the tunnel settlement. This paper also describes the after effects and the lesson learnt from the whole incident.INTRODUCTIONConstruction of Metro Rails has become the latest alternative to cope up with the transportation demand of the growing urban cities population. L&T SUCG JV constructed Chennai Rail Metro Phase II Contract UAA-04 which included design and construction of approximately 4 km of route length of underground mass transit railway including 3 underground stations. This package also includes 12 cross passages which are NATM tunnels connecting upline and down-line side of TBM tunnel for safe evacuation of passengers in case of emergency. As per NFPA guidelines, this is a mandatory structure and there should be atleast one cross passage in 244m tunnel length.CP-06 is a cross passage connecting upline and downline tunnel between Pachiyappa College Station and KMC Station, in Chennai Metro. During the construction of CP-06, heavy water seepage of around 450 liters per minute was encountered during second round of benching excavation after full heading was excavated. An inflow of around 12-15 cum of sand and silt was also observed inside the tunnel along with the seepage water, which created piping inside the TBM tunnel causing it to settle continuously with time. A huge effort was made to stop the water ingress along with loose sand which was causing the running tunnel to settle, involving all possible grouting methods and temporary support installation."

Jan 1, 2017