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By Adam Hacker

In early 1937, the Ohio River elevated to its highest levels leading to devastating flooding in Louisville, Kentucky. Today, that historical flood, also known as the Great Flood of 1937, is still the flood of record for the area. In an effort to re- duce flooding risk to the population, the Flood Control Act of 1937 was passed to strengthen Louisville's re- silience against future flooding. This triggered the U.S. Army Corps of Engineers (USACE) to construct the Louisville Metro Levee System, which comprises 26.1 mi (42 km) of concrete floodwalls and earthen levees with 16 flood pump stations. One of those flood pump stations was the Paddy's Run Flood Pump Station, which was built in the 1950s, in the western portion of Louisville. That flood pump station was located at an existing stormwater outfall that conveys the stormwater from the western metro- politan area under the levee to the Ohio River. The stormwater flows through the outfall by gravity when the Ohio River is not elevated. When the river is elevated, the flood pump station becomes active after a flood gate at the end of the outfall closes. This is necessary because with- out the flood gate, the Ohio River would backflow into the outfall causing inland flooding. When the flood pump station is active, the stormwater gets pumped over the levee embankment through discharge pipes into the Ohio River. Stormwater can collect in a ponding area and backup during intense rainfall events when the inflow to the flood pump station exceeds the capacity. Recently, Louisville and Jefferson County Metropolitan Sewer District (MSD), which now operates and main- tains the levee system, determined the need to upgrade the existing Paddy's Run Flood Pump Station's capacity to reduce the risk of interior flooding. MSD determined the new flood pump station would need to increase existing capacity from 875 million to 1,900 million gal (4 to 8.6 billion L) a day to account for a 2035 projected storm event, which is a 10-year, 24-hour storm event of 5.0 in (127 mm) in 24 hours. Due to the age and complications associated with up- grading the existing pump station, a new pump station was selected as the preferred approach. In 2021, MSD

Nov 1, 2025

By Marya Gorczyca, Damian Siebert

Air rights projects are inherently challenging as they involve building in the "air space" above an existing structure. From a foundation engineering and installation standpoint there are numerous constraints and additional complexities to consider. This article describes how these issues were overcome for deep foundation design and construction at Lyrik Back Bay - Air Rights Parcel 12, the first successful air rights project over the Massachusetts Turnpike/Interstate I- 90 through this neighborhood in downtown Boston in 40 years. The project is unique in that it is both an infrastructure and commercial development project undertaken as a collaboration between a private development team S&A P-12 Property led by Samuels & Associates, and the state transportation agency, the Massachusetts Department of Transportation (Mass DOT), owner of the land and transportation infrastructure.

Oct 1, 2025

By David Graham

Dedicated by President Franklin Roosevelt in 1940, Chickamauga Lock and Dam is located just upstream of Chattanooga, Tennessee, at Tennessee River Mile 471. The Tennessee Valley Authority (TVA) owns the structure, and the U.S. Army Corps of Engineers (USACE), Nashville District, operates and maintains the navigation lock. Constructed under the direction of the TVA as part of the New Deal, Chicka- mauga Lock and Dam serves the TVA's mandates of flood control, improved navigation and hydroelectric power generation along the Tennessee River and its tributaries. Chickamauga is one of the busiest navigation locks in the country, handling nearly 10 million tons of freight each year. As a critical link in the transportation of goods, particularly bulk commodities like coal, grain and chemicals, its efficiency directly im- pacts the economy. The Chickamauga Lock was designed by the USACE and was based on the design of Guntersville Dam downstream. The Chickamauga Lock is 60 ft (18 m) wide by 360 ft (110m) long. However, the dam was designed to allow a larger 110 by 600 ft (34 by 183 m) lock to be added if needed in the future. That future is now, and the USACE is leading a project to construct a new, larger lock to increase the flow of river freight and address structural issues. Extensive concrete surface cracking was observed soon after the lock and dam was completed in 1940. The cracking is a result of alkali-silica reaction (ASR) and alkali-carbonate reaction (ACR), which cause the concrete to expand. The existing lock suffers from structural deficiencies resulting from ASC and ACR concrete expansion, making a new lock that much more critical. The overall cost of the lock replace- ment project is estimated at $954 million with operational completion estimated in 2028 and final completion estimated in 2031. As part of the project, C.J. Mahan Construction Company was awarded a $61 million contract to con- struct the upstream approach walls that will guide vessels into the new lock. The approach walls were planned to be sup- ported on 28 drilled shafts of 6.5 ft (2 m) diameter. The contract also included a nonproduction technique shaft with a bidirectional load test. The baseline design included four piers, each sup- ported on four drilled shafts, and two nose piers, each supported on six drilled shafts. The drilled shafts included 6 ft (1.8 m) diameter rock sockets ranging in length from 25-45 ft (8-14 m).

May 1, 2025

By Matthew Conte

Overgrown vegetation. Little to no effective drainage. Three or four different construction methods over the years. Live loads from above. Property line to navigate. Buildings on either side. I drove by this site for years wondering when someone was going to have to deal with it. That day came, and it turned out to be us. This particular project had typical attributes: limited space and restrictive conditions. This retaining wall system supported the neighbor's parking lot above, roughly 14 ft (4 m) in elevation change. At a length of 92 ft (28 m), both ends of the wall abut an active building in the lower property. Only a small parking area of roughly 50 ft (15 m) in depth lies before the heavily traveled state route in Westport, Connecticut. Roughly two-thirds of the existing wall was tiered, and the other third was taller, with a concrete masonry unit (CMU) wall that appeared to be part of a former structure. The existing wall was failing and leaning over the parking spaces. The drainage system showed signs of failure, and the vegetation was clearly retaining moisture and frost was heaving the walls a little more each year. During the initial kick-off of the project, it was decided we would immediately shore up this taller portion of the existing wall. That shoring would stay in place through construction. With active tenants and neighbors, the property owner needed a solution that would allow businesses to stay open and limit any disturbance to the above property. Very little documentation existed showing the construction of the walls or the soil conditions. Above, the neighboring property had added a small retaining wall when its parking lot was constructed. Soil borings were found, but nothing showing details on that newer retaining wall. The borings indicated structural fill was compacted in lifts beneath the lot, but nothing indicating any geotechnical measures beneath the wall, at the property line. We were forced to design a new wall considering the 'worst case' conditions. This new wall also required construction methods that would allow all aspects of the surrounding area to remain intact.

May 1, 2025

By Jason Reinhardt, Devon Switser, Nick Strater, Bob Stier, Joseph Reed

Originally constructed from 1828-1850, the Chesapeake & Ohio (C&O) Canal was one of the first largescale civil works projects funded by the U.S. Government, with supplemental funds from Mary- land and Virginia. The canal's navi- gational system stretched along the Potomac River for 184.5 mi (296 km) from Washington, D.C., to Cumberland, Maryland. The C&O Canal's navigational system was primarily comprised of locally sourced materials such as stone, earth, timber, mortar and brick. The Paw Paw Tunnel was con- structed by the C&O Canal Company in lieu of building 6.7 mi (11 km) of canal along the Potomac River (referred to as the Paw Paw Bends). The tunnel is approximately 3,118 ft (950 m) long, 25 ft (8m) wide, lined with six million bricks, and included open cuts through the interbedded shale and siltstone on both sides of the approaches to the tunnel en- trances. The excavation passed through the Tunnel Hill Ridge and the Valley of Mill Run (a stream that still conveys water through the cut in the form of waterfalls). After the full section of canal through the project area was opened in 1850, it remained in commercial oper- ation for 74 years until 1924. Today, the Paw Paw Slope Stabiliza- tion Project is located in one of the most remote portions of the Chesapeake & Ohio Canal National Historical Park, approximately 155 river miles (250 km) upstream of Washington, D.C., and under the management of the National Park Service. There is a rich history of rock fall and slope instability within the cut on the downstream approach to the tunnel. This is due to a combination of

Apr 1, 2025

By Abdul Amir Alhelu

The Cardinal Hill slope movement repair was an urgent project, and a high priority, time-sensitive project for the Louisville Water Company. Cardinal Hill is a critical water distribution facility that serves a majority of Jefferson and Bullitt Counties, and parts of Hardin and Nelson County, Kentucky. On March 14, 2019, the Louisville Water Company issued a certificate of emergency based on evidence of impending slope failure, which could cause a catastrophic break in a 60 in (1.5 m) diameter transmission line and loss of a 30 million gal (114 million L) reservoir. The reservoir would fail due to the pipe failure. The subsurface conditions generally consisted of a stiff silty clay extending to about 27 ft (8 m) below the shoulder of the road, where a weathered siltstone was encountered. The siltstone was about 3 ft (1 m) thick and underlain by shale. The earth auger sampling tools encountered refusal material (shale) at about 30 ft (9 m) deep. The boring was extended about 5 ft (1.5 m) into competent shale using a roller bit. Two borings were drilled on the slope on the south side of the fence in the neighbor's yard, encountering refusal material at 11 ft (3 m) near the driveway and at 4.5 ft (1.3 m) on the upper plateau.

Jan 1, 2025

By Bengt Fellenius

I remember the 1983 conference and this "DFI News" note with its summary of my lecture - and how I cringed on seeing the heading of the note, claiming that I had "released the wave equation." The WEAP (wave equation analysis of pile driving) had been "released" about a decade earlier by the founders of GRL Engineers and Pile Dynamics, George Goble and Frank Rausche, marking the beginning of their great contributions to the geotechnical engineering practice "the quantum leap." I appreciate the opportunity, now 40 years later, to correct the heading implication. Several typos in the note, then irritating, are now more amusing, such as, "dull complex" instead of "full" and "restriction" instead of "restrike." My lecture tried to introduce some of the then recently developed dynamic monitoring and analysis state of the practice: the WEAP and PDA/CAPWAP (Pile Driving Analyzer/CAse Pile Wave Analysis Program). The lecture and the notes should be read in the light of how they were operated in early years. The mainframe computer and input was by means of punch cards. The field testing using the PDA was by lugging the analyzer, a bulky tape recorder, an oscilloscope, and power-cable and gage-chord bundles to the site. If travel was by air, the analyzer sat on the seat next to the engineer. For assessing the pile in the field, the measurements were printed out on a paper roll. In the mid-1980s, a screen was added to the analyzer, it became digital, and data were stored and accessible electroni- cally also in the field. No more tape recorder and oscilloscope. At about the same time, the PC arrived and the WEAP became available for running on the office machine. Process was slow; while the PC ran a WEAP, it was time for a cigarette and a cup of coffee. To think through the input to the analysis, there- fore, became an important time-saving effort. Soon thereafter, the CAPWAP also became available for use on a PC. The first International Stress Wave Conference in Stockholm in 1980 (it continued every fourth year, thereafter) started the international acceptance of monitoring. At the third conference, in Ottawa in 1988, the number of indi- viduals outside of GRL performing CAPWAP analysis amounted to 17, with 14 from outside the U.S. Today, the high-strain dynamic monitoring is routine wherever piles are driven, and its use has been extended to testing non-driven piles. The wave equation and high-strain dynamic method, then and now, is for assessing pile-soil response in terms of pile capacity and hammer perfor- mance. Over the years since, it has been extended to low-strain integrity testing and current advancement of tech- nology has been incorporated. For example, the connection between pile gages is now wireless and the analyzer is a tablet. The pile monitoring data can be sent to the "cloud" and enable remote testing. The process is so fast that an automatic signal matching can be made in real time on every blow. At some sites, every pile is tested, thus, the method is used for continuous quality control of the hammer-pile-soil system.

Jan 1, 2025

By Peter Faust, Mike Muchard

The I-205 improvements in Oregon include the seismic retrofit and widening of the Abernethy Bridge to withstand major earthquakes. When completed it will be the first earthquake-ready bridge that crosses the Willamette River in the Portland metropolitan area; establishing it as the regional north-south lifeline route after a disaster. To meet seismic performance goals, critical bridge piers were retrofitted with very large and deep nonredundant (single) drilled shafts with "outrigger" bents. New drilled shafts and columns were constructed on both sides of these piers supporting a new post tensioned "super beam." While the drHled shaft scope of the project is now finished, construction is still underway for the project, which is due for completion in 2025. Once the load is transferred to the new outrigger bents, the existing columns will be removed. Drilled shaft diameters for the river crossing ranged from 8.2-12.25 ft (2.5-3.7 m), with the largest shafts extending over 240 ft (73 m) in length. This size drilled shaft surpasses the typical dimensions used for transportation structures. Given the enormity of these shafts, combined with the complex geology and site constraints, the Oregon Department of Transportation required a prequalification process to select the foundation contractor, Malcolm Drilling.

Jan 1, 2025

By Emad Farouz, Ali Albatal, Ehab Shatnawi

Drilled shafts are deep foundations that can carry heavy loads by transferring them to deeper and stronger soil or rock layers.  The paper focuses on the drilled shafts installed in the Potomac Clayey Formation in the northern part of Virginia. The paper shares the lessons learned from using steel casing during drilling. Two load tests were done on drilled shafts with 75-centimeter diameter and 21-meter length. The first load test failed to reach the loading capacity, while the second load test succeeded after changing the installation method. The paper explains the subsurface conditions and the design methods used to estimate the axial capacity of the drilled shafts. The paper gives details about the installation methods and the reasons for not reaching the axial capacity with a standard installation method. The paper offers useful insights into how the construction method affects the axial capacity of drilled shafts.

Oct 7, 2024

By Mriganabh Choudhury, Sanjoy Bhowmik, Sampat Raj, Vijay Panwar

Tanks play a vital role in Petroleum refineries and Petrochemical complexes by storing Petroleum substances at various stages. The performance of the foundation system of tanks significantly influences their overall performance, which is evaluated during hydro-testing and operational phases. This study focuses on assessing the performance of a large-diameter floating roof tank measuring 92 m in diameter and 20 m in height, which exhibited excessive settlements during hydro-testing due to the presence of organic soil patches. The maximum total settlement observed was 238 mm, surpassing the permissible limit of 150 mm. Additionally, differential settlements at specific locations exceeded the acceptable limit of 1 in 500. A comprehensive performance analysis of the tank's foundation system was conducted, leading to the tank's approval for utilization at 100% capacity. Furthermore, remedial measures were proposed to address the uneven levels at the tank periphery and prevent settlements in the future. This paper highlights the significance of location-specific soil investigation data, critical parameters for tank foundation system selection, detailed performance analysis of tank foundations, and suggested remedial measures for distressed foundations. By addressing these crucial factors, the study enhances the understanding of tank foundation systems, ultimately improving the overall performance and reliability of tanks in Petroleum refineries and Petrochemical complexes. Keywords: Storage tanks, Performance analysis, Hydro-test, settlement, Ground improvement

Oct 7, 2024

By Mark Dowling, Robert Holdway, Bill Baillie

Extending the utility of materials through reuse, repurpose and recycling to minimize waste, pollution, water, and the consumption of finite resources, reduce environmental impacts and cut GHG emissions (CO2) are key tenants of the Circular Economy. John Lawrie Tubulars USA conducted a Life Cycle Assessment to calculate the environmental impacts of the repurposing of John Lawrie Tubulars steel pipe products sourced from pipe mill secondary and oil field surplus stockpiles to compare repurposed steel tubulars to those made from prime (new mill) steel throughout their lifecycle. The analysis includes multiple environmental characterization indicators associated with the material processing, on-site operations, supply chain, distribution, and installation of the pipe for foundations. The benefits of repurposed tubulars are consistently beneficial across all environmental indicators when compared to prime steel tubulars. The life cycle analysis results show that for every tonne of steel tubular repurposed there is a 71% - 80% saving of carbon emissions over the use of a prime steel equivalent from cradle to installation. The methodology used in this study will be described, demonstrating the rigor and 3rd party verification process involved in calculating the CO2 emission savings, one of the first of its kind for secondary steel suppliers in North America. With growing pressure on the construction industry to be more resource efficient, and to lower embodied carbon, material reuse strategies are critical to meet targets. This data can be used to demonstrate, and quantify, the environmental impacts and benefits of repurposed tubulars and supports the efficacy of environmental claims and contribution to a circular economy.

Oct 7, 2024

By Jim Glider, Peter Faust, David Joyner, Michael Muchard

The existing, century-old Portal Bridge over the Hackensack River in New Jersey is a two-track moveable swing span bridge that is nearing the end of its functional life. A new fixed bridge with spans of approximately 400 feet will replace the existing bridge. The new Portal North Bridge will continue service to both Amtrak and NJ Transit rail passengers along the Northeast Corridor to an average of 200,000 passengers per day. Each of the four main span piers will be supported by eight, 8-foot diameter drilled shafts. Malcolm Drilling installed all shafts with permanent steel casing through the Soft Clay and Glacial Till layers with a short embedment into competent bedrock using the Oscillator method. Rock sockets below the casing were drilled with conventional drilling tools. Quality assurance included inspection of the shaft base using a MiniSID shaft inspection, the rock socket side walls using a Down-The-Hole Camera and the verticality using Sonic Caliper. In addition, specifications called for integrity testing using Thermal Integrity Profiling (TIP) and Crosshole Sonic Logging (CSL) on each shaft. Tomography analyses of CSL test data and destructive testing by means of concrete coring had also to be employed on the majority of shafts. This paper will highlight the surprises experienced by the project team when the concrete core specimens were evaluated in relation to the non-destructive testing data.

Oct 7, 2024

By Joe Heinisch, Trevor Quayle, Brian Huber

Helical piles have often been characterized as handy little tools in the toolbox of solutions for structural support of foundations. They have provided options to construct foundations and anchorage in very challenging locations where more common methods were impractical. The stigma of being efficient for lightly loaded foundations has limited their use as highly loaded deep foundations. This paper will dispel the notion that helical piles are not a deep foundation option for large structures by presenting the case study of a 32-storey building in London, Ontario supported on helical piles. The building was constructed in a downtown location where all the problems associated with deep foundations were present – high water table, vibrations, compressible soil layers, limited access, logistics of soil removal, seismic considerations. These issues all had costs associated with them that helical piles and their installation process would limit or eliminate. This paper will present the detailed solution that helical piles offered the constructor of the new building. The solution included pre-design load testing and analysis of the results. The advantages of using helical piles in this case will also be presented from technical and constructability viewpoints to demonstrate why they should be considered for large structures.

Oct 7, 2024

By Max Ho, Hiu Lee

The Port Lands in Downtown Toronto is a vast waterfront area that has been long remained undeveloped. This is due to the dual challenges of soil contamination resulting from decades of industrial activities and high flooding potential from the nearby Don River. The Port Lands Flood Protection and Enabling Infrastructure Project (PLFP) seeks to unlock the development potential of this strategic downtown land. This initiative also simultaneously mitigating flood risks for the Port Lands and surrounding areas. The project involves the creation of a new river channel through the existing Port Lands to redirect floodwaters into the inner harbor and Lake Ontario. This new river channel excavation is protected by three dam liked plug walls which isolate the lake water from entering the excavation. Given the industrial contamination in the soil, the installation of a permanent cut-off wall along the new river alignment is also imperative to isolate contaminants from migrating into the future river channel. The west plug wall is positioned at the westernmost point of the river channel excavation and directly adjacent to Lake Ontario. The innovative use of a diaphragm wall technique to construct the west plug wall allow the wall to serve as a dock wall, dam, excavation support, cut-off wall, and load-bearing element throughout the different stages of the river excavation. This paper provides a comprehensive overview of the design and installation of the west plug wall. It provides valuable insights into the practical application of diaphragm walls and how it helps deliver this complex urban flood protection and infrastructure projects.

Oct 7, 2024

By Marcel Martineau, Vincent Landry, Simon Didone Arseneau, Ali Fallah Yeznabad, Damien Lamblot, Mathieu Cattone, Habib Akande, Marion Bouet

Vaudreuil-Soulanges Hospital Center in Greater Montreal area is a substantially large construction project with challenging schedule and geological conditions. The foundation consisted of 519 piles with an average overburden of 15 m and 4.5 rock sockets that were constructed in a tight schedule of 9 months. Special Geotechnical considerations were required and adopted for design and construction of this large-scale foundation. In this Design and Build contract, the strong cooperation between the designer and the contractor resulted in a substantial optimization of the quantities through in-situ full-scale vertical static and lateral cyclic pile-load tests, seismic simulations in design of the piles, and orienting the design to fit the planned drilling method. To maintain a challenging schedule in a cost-effective manner, seven drilling rigs fitted with temporary casings were used, operating in two shifts up to seven days a week. For drilling of the piles, cluster drilling was used by contractor due to uncommon abrasiveness and high strength (> 200 MPa) of the encountered sandstone bedrock. To further assist the construction of the piles, a new concrete mix was developed specifically for this project for the purpose of tremie pours. The concrete mix design is based on optimizing its rheology, maintaining its workability up to 6 hours and its durability more than 75 years design life in a particularly aggressive environment in chloride, sulfate, and others aggressive ions. An effective quality control and assurance program made it possible to find optimal solutions during construction.

Oct 7, 2024

By Blaise Fettig

Santa Cruz Mountains, Ben Lomond, CA Vortex Project Sponsor- Blaise Fettig Vortex PM- Peter Dworetzky Obayashi Corp (Prime Contractor) PM- Kenji Yamauchi ABSTRACT: The City of Santa Cruz Water Department in California replaced the existing Newell Creek Dam inlet/outlet works. The existing inlet/outlet works included a deteriorated 36-inch diameter pipeline under the dam and other components that did not meet current California DSOD dam safety reservoir drawdown requirements. To maintain the reservoir, the City’s engineer designed a new inlet/outlet works that could be constructed under full reservoir conditions, in water up to 115 feet deep. The underwater work began with the dredging of an “amphitheater” on the native 2:1 rock slope. After dredging, three large, critically located benches were excavated into the rock slope with a heavy digging bucket and specialty designed underwater tools. A marine rail was constructed, on which three large concrete donuts were precast and lowered into the water before picking with a crane. These donuts were then installed and grouted in place on the excavated benches. Six foot diameter shafts were drilled through the hole at each inlet foundation donut to the tunnel intersect elevation, and steel casings were installed and grouted into each shaft. Divers installed the three intake structures at design elevations. These 30” intake structures were 30-inch standpipes with 30” diameter hydraulic valves and 48” diameter by 56” tall drum screens. The piping was connected to a 20” diameter air vent line which is designed to prevent vacuum conditions and plumbing to provide a minimum downstream flow. Once the shafts and intakes were in place, a new tunnel was advanced by the general contractor from the downstream right abutment to intercept the shafts. 30” CISS piles were installed to support the 20” vent line from the intake locations to the dam crest. These piles were drilled from barges. Divers then installed Vortex designed articulating pipe supports on the piles, and finally the vent pipe to shore.

Oct 7, 2024

By Seth Hamblin, Bill Oder, Les Chernauskas

Thermal Integrity Profiling is a non-destructive test method used on cast-in-place concrete deep foundation elements such as drilled shafts.  The method has progress steadily over the last 15 years with improvements to the equipment, data acquisition and analysis of the data. Current analysis of TIP data incorporates temperature vs depth and temperature vs. time. The current acceptance criteria for TIP includes using reductions in effective shaft radius and concrete cover (Piscsalko, et al. 2016).   However, these criteria are heavily based on knowledge of concrete volume and can be significantly affected by the lack of good concrete volume data.  An additional criterion using temperature is proposed for potential use in the industry, which can supplement the existing effective radius/cover criteria and will be less dependent on volume knowledge. However, the relationship between temperature reductions and defect size and position are not well known for various reasons.  The major reasons for this include; not a lot of studies/data available, variations in mix designs, variations in shaft sizes, and variation in defect types. Research was recently performed by the Authors on three drilled shafts with manufactured defects under grants from DFI and ADSC.  The study included running theoretical simulations to predict the sensitivity of temperature reductions to the defect size and location. Data was collected and the temperature with depth was compiled for various defects. The results show a promising relationship between temperature reduction and defect cross sectional area.  When considering local temperatures and average temperature changes, the criteria can consider location and size.   When including data from other recent research studies for similar size shafts and defects, we found the relationship to be consistent with our data.  The findings of this research provided a better understanding of the relationship between temperature reductions and defect size and location and provide the basis of the proposed temperature criteria.  

Oct 7, 2024

By Tony Sangiuliano, Jason Weck, Ryan Regier, Alper Turan

Cast-in-place concrete piles socketed in rock are a commonly used foundation solution in the province of Ontario. Although cast-in-place concrete piles are common, limited pile load testing has been undertaken on these foundations to confirm shaft friction (side shear) and end bearing parameters. Particularly, the large diameter piles bearing on rock makes conventional pile loads tests impractical and costly due to large capacities that need to be mobilized during testing. Performance of piles loads test come with the advantage of confirming the assumed geotechnical design parameters and permitting the use the larger strength reduction factor as per LRFD design. This paper presents the preparation, execution, and result interpretation of a pile load test carried out on two Cast-in-place concrete piles with diameters of 1.5m and 1.8m for Garden City Skyway Project in the City of St Catherines Ontario, Canada. The 1.5m and 1.8m diameter test piles were socketed 4m and 6m into shale bedrock. Osterberg cells were used in both load tests to provide end bearing and shaft friction parameters for the shale bedrock as well as overlying layers of till and soft clay. The results of the load test provided valuable insight into the load settlement performance exhibited by these piles. The results are also compared with the analytical estimates of the pile capacities presented in geotechnical report as well as the results of a number of other analytical socket design approaches.

Oct 7, 2024

By Rajni Saggu

This study presents the cyclic load-displacement response of thermal piles in a pile group consisting of thermal and mechanical piles. To investigate the effect of different (i) layouts of thermal piles and mechanical piles, (ii) pile spacing, and (iii) soil type on the pile displacements and axial stresses, numerical analyses were performed over 50 cycles of thermal loading and unloading of the thermal piles. The analysis outcomes show that the thermal changes in the load-displacement characteristics of the piles become complex during cyclic thermal loading and unloading of the thermal piles. The mechanical piles also exhibit uplift after thermal loading of the thermal piles, and significant differential displacements occur at the pile cap, head and base for all the piles. Higher pile spacing imposes a positive effect in terms of lower thermo-mechanical stresses in the piles compared to the case of closely spaced piles. Axial stresses in each pile are notably non-uniform after the thermal loading cycles applied on the thermal piles. Cyclic alterations in the load-displacement of thermal piles also impose alterations in load-displacement of the mechanical piles. Further, the layout of thermal piles, pile spacing, and soil type control the long-term cyclic thermo-mechanical response of the pile group.

Oct 7, 2024

By Seth Robertson, Alex Ciccone, Lawrence Johnsen, James Davis

The most sustainable foundation is the one that is already in place. That doesn’t mean it is the easiest to RE-use. This was realized when replacing a multi‑story hospital parking garage in Hartford, Connecticut. The previous garage was constructed in the 1980s and was supported on grade beams with 3.0‑ and 4.5‑foot‑diameter drilled shafts that extended through 100+ feet of problematic soft Connecticut Valley varved clay, glacial till, and end‑bearing in or on arkose bedrock. The proposed garage consisted of relatively high loading demands, was susceptible to excessive settlements, and was also located adjacent to an active hospital with sensitivity to vibrations, thereby limiting many foundation design options. An innovative solution was proposed to re-use many of the existing drilled shafts, supplemented with a combination of micropiles and composite piles. Composite piles were comprised of 3.0‑foot‑diameter drilled shafts with a central, 11.75‑inch‑diameter micropile to transfer structural loads to bedrock. Installation information on the existing drilled shafts was heavily limited. Dynamic load tests were therefore performed on 12 existing shafts spread across the garage footprint, confirming geotechnical resistances up to 4,500 kips and significantly improving quality assurance of the existing foundation construction. Additionally, two micropile load tests were performed in tension to 900 kips, confirming design loads could be resisted by the bond strength in rock. The foundation re‑use methodology saved over 3 million dollars in installation costs, weeks of construction schedule, and resulted in a significant carbon reduction compared to conventional, and inherently more substantial, foundation replacement strategies. Critical aspects of the foundation re‑use design strategy and limitations of alternatives will be discussed. Implementation of innovative load testing techniques are addressed, focusing on optimizing quality assurance for utilizing existing deep foundations in modern construction. Lessons learned and recommendations for future practice are presented.

Oct 7, 2024