Search Documents

By Donald R. McMahon

This paper presents a unique case history that documents the use of a braced secant pile wall to underpin a heavily loaded footing inside of a manufacturing plant. Construction of a pit for a new manufacturing process directly next to the footing necessitated the underpinning. The footing supports an overhead crane that needed to remain operational throughout construction of the pit and therefore, settlement of the footing could not be tolerated. The base of the footing was about 7.7 feet above the base of the 17-foot deep excavation. The footing bears on a silty clay deposit that grades from a stiff consistency beneath the footing to a soft/medium consistency near the base of the pit excavation. This paper describes the design and construction of the secant pile wall and bracing to control wall deformations, ground movements and settlement of the footing. The footing was monitored for settlement throughout construction of the pit and no measurable movement was observed.

Jan 1, 2006

By M. Soranzo

This paper presents a restoration operation of the load-bearing capacities of a deep foundation which did not satisfy the original design conditions. The operation was preceded by a series of tests carried out after construction of the pile foundation. In order to verify the efficacy of the method, both load tests on piles before and after intervention and tests on the material used in underpinning the piles were carried out.

Jan 1, 2010

By Jon “Ike” Isaacson, Frank Perrone, Eric Prantil

"Tunneling through an urban environment carries many inherent risks to the immediate local infrastructure and subsequently to the project stakeholders. On the CQ031 Contract of the East Side Access Project in Queens, New York, twin 22.5’ diameter Herrenknecht Slurry TBMs were mined within close proximity to many infrastructure assets, with cover of less than half a shield diameter at times. Multiple public bridges and critical railroad infrastructure including catenary poles and signal towers supporting the busiest rail interlocking in the United States required underpinning systems. The support program for these structures was refined over the course of the four tunnel drives. It is the intent of this paper to show how the interaction between the temporary structures, instrumentation monitoring plan, and risk assessment program melded to provide a system which the owner, contractor, and designer relied on as a tool to ensure the project success without impacting the public surroundings. PROJECT BACKGROUND The East Side Access (ESA) megaproject located in New York City, N.Y is a multi billion dollar program for the Metropolitan Transit Authority Capital Construction (MTACC) with the main goal of bringing the Long Island Railroad (LIRR) commuter rail to Grand Central Station located in the heart of Midtown Manhattan. When completed, the project will significantly reduce congestion both into and out of Penn Station, the current terminus of the LIRR. In order to accomplish this, multiple contracts of varying scope are required to operate simultaneously in both Queens, N.Y and Manhattan. In 2009, the CQ031 Queens Bored Tunnels Contract was awarded to the joint venture of Granite Construction Northeast, Traylor Bros. Inc., and Frontier Kemper (G.T.F). The main scope of this contract was to excavate four segmentally lined soft ground tunnels underneath the Sunnyside Rail Yard in Queens, New York. Additional scope of work included the construction of a tunnel approach structure, electrical substation, and multipurpose ventilation and egress facility."

Jan 1, 2016

By Clifford J. Wren

A geotechnical foundation solution was required to halt and prevent further structural distress suffered by a residential four storey apartment building in Hamilton, Scotland. Residents of the ten year old building started to notice cracking and signs of distress approximately one year after moving into the property. A detailed intrusive inspection of the structure revealed that the building was moving and had suffered significant settlement and structural distress at the shared party wall between it and an adjoining building. Roger Bullivant Limited (RBL) was appointed Principal Contractor to carry out an agreed remedial works contract which included a complete structural ?strip-out? of the ground floor, underpinning, contiguous bored pile retaining wall and reinstatement. The paper describes how a proprietary pile and needle beam underpinning system was used to prevent further differential movement and provide a new secure foundation for the residential building. The case study illustrates how a flexible problem solving approach can be applied to a difficult and sensitive geotechnical project.

Jan 1, 2008

By K. Ronald Chapman, Claus Ludwig, Doug Jenevein

"In the spring of 2005 Schnabel Foundation Company completed a $15.2 million Design/Build subcontract to underpin 11 structures, and provide 202,800 square feet of earth retention for the Reno Transportation Rail Access Corridor (ReTRAC) project in Reno, Nevada. Schnabel’s work was part of a Design/Build contract to depress a railroad alignment through downtown Reno. The depressed section was 2.2 miles long, 54 ft wide, and up to 35 ft deep (3.5 km long, 16.5m wide and up to 10.7m deep). The trench structure was required to be watertight. SUBCONTRACT WORK OVERVIEWEleven buildings along the track alignment required underpinning. Three types of underpinning were used, designated Type 1, Type 2 and Type 3.At four buildings the trench retaining walls were to be located directly under the exterior footings. This alignment eliminated traditional underpinning and cut-off wall techniques that could normally be used to support structures. Type 1 underpinning was used at these buildings. This underpinning system consisted of a combination of permeation grouting, hand-dug piers, and permanent tiebacks. This underpinning system became the new watertight trench walls.Five buildings were located a few feet behind the trench walls, and their exterior walls were supported by continuous footings. Type 2 micropile/pile cap underpinning (patent pending) was used to support these buildings.The remaining two buildings were also located a few feet behind the trench walls, but they had column footings along the exterior walls. At these structures traditional micropile underpinning was provided through the existing footings. This is described as Type 3 underpinning.Temporary earth retention was required on both sides of the trench along most of the alignment. This shoring supported frontage roads, private property and surcharge from the temporary railroad shoofly running parallel to one side of the trench.SUBSURFACE CONDITIONSThe soil along the trench alignment consisted of river outwash deposits. The top 2 to 18 feet (0.6m to 5.5m) generally consisted of flood plain silt and sand deposits, or fine-grained fills. These fine-grained soils are underlain by the Tahoe Outwash Formation which consists of interbedded layers of sand; sand and gravel; and sand, gravel, cobbles and boulders. Some of these layers encountered during construction consisted of 30 to 50 percent cobbles and boulders, with some boulders up to eight feet in diameter.A major challenge to the design and construction of the trench structures and the underpinning was the ground water table which was 10 feet (3m) above subgrade in the deepest portions of the trench. Based on specification restrictions, temporary and permanent dewatering was not feasible. As a result, the selected design and construction methods had to consider three water conditions: the anticipated groundwater level during construction (CGW), the groundwater level for permanent design (DGW), and an additional special design condition with water at street grade."

Jan 1, 2006

By Clinton O. Rex, Adam S. Hurley, W. Morgan NeSmith

"Hartsfield-Jackson Atlanta International Airport underwent a $1.2 billion dollar expansion project centered on the construction of the new Maynard H. Jackson International Terminal. Passenger access between the new International Terminal and the domestic airport facilities is primarily via underground Automated People Mover (APM) trains. Prior to this expansion, the APM tunnel terminated beneath Concourse E, which previously served all international flights. The new International Terminal is located approximately ½-mile from the previous terminus of the APM tunnel.A paper describing the general approach to excavation support for construction of the entire APM tunnel extension from under Concourse E to the new International Terminal was published by two of the authors (Hurley and NeSmith, 2014). One of the features of note of the approach involved the intersection of the proposed new alignment of the APM tunnel extension under Concourse E with the old terminus. Specifically, the new tunnel extension conflicted with the location of the existing Auger Pressure Grouted (APG) piles supporting four columns in Concourse E. This paper presents design and installation details of the micropile underpinning approach used to support the existing columns to allow for the proposed excavation including the cutting and removal of the existing APG piles, while allowing Concourse E to remain in service during construction.PROJECT DETAILSGeneralThe construction of the APM extension required an excavation support system for a 450-ft long, 55-ft deep excavation across Taxiway Dixie and a 900-ft long, 30-ft deep excavation beneath the basement of existing Concourse E. The excavation under Concourse E required both excavation support and support of the existing columns over the proposed excavation zone. A general overview of the work area is shown on Figure 1."

Jan 1, 2017

By Goudschaal Mark R.

"The Museum of Science and Industry U-505 Submarine Relocation project in Chicago, IL consisted of building an underground reinforced concrete vault (37' deep) for the Museum's new U-505 exhibit. This WWII submarine was captured in 1944, had been located outdoors at the Museum since 1954 and was lowered into its new exhibit area in 2004. A unique combination of earth retention, water cut-off and underpinning systems allowed a forty-two foot (42') deep excavation underneath th is historic museum. The museum - originally built in 1893 for the Chicago World's Fair - was closely monitored for building movements throughout construction. The underpinning systems, construction activities and monitoring results are presented herein. IntroductionThe historic U-505 German submarine at the Museum of Science & Industry was restored, moved approximately 1,000' and then lowered into its new indoor home (Figures 1, 2 and 3). The new underground exhibit opened this year celebrating the 61st anniversary of the German submarine's capture on June 4, 1944. On this historic day, Captain Daniel V. Gallery, a Chicago native, led the Navy in the siege of this submarine near the coast of Africa. This U-boat was the only German sub captured by the United States Navy in WWII and the Enigma machines, codebooks and publications recovered from the sub helped the war effort."

Jan 1, 2005

By Kenneth R. Ware

I INTRODUCTION The Washington Metropolitan Area Transit Authorities (WMATA) rapid transit system (METRO), currently under construction, will have a total length of 98 miles. Forty-eight of these miles are underground and require either open cut excavations or tunnels. Despite stringent construction controls, it is inevitable that some ground settlement will occur adjacent to the deep open cut earth excavations and large diameter earth tunnels. It is therefore essential to underpin nearby important structures to prevent excessive differential settlements and Fig. 1 presents the METRO criteria for this underpinning. This paper describes the underpinning methods currently used on METRO and evaluates the effectiveness of each method. II DESCRIPTION OF SUBSURFACE STRATA The foundation materials in the Washington, D.C. area are extremely variable. Fig. 2 presents an idealized profile showing typical subsurface strata. The engineering properties of each stratum have been determined by extensive exploration and testing programs. Fill: Washington, D.C. fills consist of every variety of soil and rubble. They are not important to this study because no underpinning is founded on fill material. Terrace Deposits: Formed in outwash plains during the glacier period, these deposits are composed of random layers of either sand 1 The writings and opinions expressed herein are solely those of the author and do not necessarily reflect those of WMATA.

Jan 1, 1974

By Michel Bustamante

The original Cistercian Lure abbey situated in eastern France and built in the second half of the 16th century, has become nowadays an administrative building. Because it has been founded on poor ground conditions and inadequate foundation scheme, the abbey has suffered severe structural distortion. In 1992 an inspection revealed new extensive damages which led to a general refection together with a foundation underpinning. Micropiling was the selected method. Movements recorded over a period of 6 years after underpinning completion are presented.

Jan 1, 2002

By Thomas Schwind, Elmar Feigl, Gerald Skalla, Angelos Gakis

Cedarvale station was constructed as part of the Eglinton Crosstown Light Rail Line, under the operational Yonge-University Line Subway box of Toronto Transit Commission (TTC). The station was constructed as an open-cut, which necessitated the underpinning of the existing TTC box to minimize the impact on the Subway and allow its unhindered operation. Six mined galleries, 4 m wide by 2.75 m high, were excavated sequentially (SEM) immediately under the existing box, to provide the required space for the installation of the main underpinning beams. This novel solution was executed successfully providing quick access for the main excavation works to commence.

Dec 1, 2022

By John A. Dal Pino

This paper describes two independent building underpinning projects during the construction of the Los Angeles Metro Rail System. The first project involves pinpile underpinning of a building along the Red Line which is the main heavy-rail portion of the system. Vertical and inclined friction pinpiles were constructed, using drilling equipment in a low-overhead height space, to support underpinning grade beams. This underpinning permitted the demolition of the building caissons so that the subway tunnels could pass beneath the building unimpeded. One of the piles was statically tested in compression. The second project involves the use of traditional pit piers for the underpinning of historic buildings along the Pasadena Blue Line, which is one of the light-rail branches from the Red Line. The piers were designed for various loading conditions and to minimize differential settlement of adjacent foundations. The piers will be internally braced with steel struts to be designed by the contractor.

Jan 1, 1996

By Brian Isherwood

TransCanada Pipelines, Calgary (TCPL) is one of North America's leading transporters of natural gas through its energy transmission business. TransCanada also operates significant complementary businesses in energy marketing and energy processing in North America and internationally. The main trunk pipeline crossing Canada comprises as many as six pipes, 30" to 48" diameter delivering up to 7.8 trillion cubic feet of natural gas per day. To maintain the maximum operating pressure of 1000 psi, it is necessary to provide compressor stations at 60 to 100 km spacing. One such station is located at Potter, in northern Ontario, some 80 km north of Timmins, referred to as Station 102. The station contains two compressor plants, 'A' and 'B' Each incorporates a gas turbine driven centrifugal compressor unit. 'A' Plant uses an aero-derived gas generator (jet engine) rated at 15 MW (19,000 HP).

Jan 1, 1997

By Wolfram Groh

New underground floors comprising the complete footprint area of the building structure, were constructed under an existing building in sand, located in the Verdun district of Beirut / Lebanon. The works for the rehabilitation and extension of the Verdun 528 building were carried out between December 1999 and August 2000. A restriction of differential vertical movement of existing load bearing walls and columns had to be respected throughout the construction phase of the new basements. Support measures for the building were taken based on a underpinning system with Bauer SVV preloaded micropiles. The specialty of this underpinning job was that the building loads at the time of preloading and excavation of new basements was substantially less than at final stage. The design of the preloading system was particularly challenging in view of the transition from temporary to final load transfer under variable load conditions. Load transfer was based on the Bauer SVV micropile head system applied in several technical variants. Monitoring of levels of structural elements performed throughout the construction works confirmed that the differential movements of adjacent load bearing columns and walls were maintained within the specified limits.

Jan 1, 2002

By Richard Crockford

The World Trade Center (WTC) is located on the west side of Manhattan in New York City, approximately 0.5 miles north of Wall Street, and is owned and operated by the Port Authority of New York and New Jersey (PA). As part of the WTC site redevelopment the New York City Transit Authority?s No. 1 subway line which runs through the site below grade, was underpinned so that the soil beneath it could be removed along with the rest of the new east basement excavation. Consequently a scheme comprising micropile installation through and around the existing subway box was designed. The subway had to remain in use throughout save for planned weekend outages to allow a portion of the underpinning to be fitted through or on to the existing structure. At times this involved accessing and drilling from within the subway tunnel under short General Order (GO) Subway shutdown periods. At either end of the subway passage through the WTC site jet grout underpinning was designed to provide support and to complete the excavation and construction of the east basement wall in the areas beneath the subway where it was impossible to install a slurry wall. The jet grout blocks thus formed had to be largely installed around the clock during 53 hour long GO weekend outages and had to overcome severe logistical constraints in and over the tunnel. The jet grout blocks had to provide strengths of at least 500 psi at 3 days and 700 psi at 28 days. The jet grouted soil mass also had to have a level of permeability less than 0.03 feet/day (1 x 10-7 m/s). After an extensive trial program and then production testing it was concluded that the glacial till above the rock proved to be a particularly difficult soil strata to collect test data from and hence the level of observational monitoring was increased to progress the excavation works. Throughout the installation of micropiles and jet grout columns extensive monitoring was in place and prompted a variety of working method changes. The work described in this paper was performed by the Nicholson Construction Company/EE Cruz Joint Venture.

Jan 1, 2008

By Eric Lindquist, Scott Chambers, Rob Jameson

The Salt Lake Temple is undergoing its most significant renovation since its dedication in 1893. The renovation includes a seismic retrofit of the historic stone structure’s foundations using base isolation. This paper focuses on the temporary underpinning of the 16 to 35 feet thick unreinforced masonry perimeter walls of this massive structure. Conventional needle beam or direct structural underpinning approaches to support the Temple in place during base isolator installation were precluded by its immense weight and extremely thick walls. The design-build team instead developed a unique temporary support of excavation (SOE) program to allow the 19-foot-deep excavations for the new base isolator foundations. The SOE scheme allowed the massive structure to be supported on confined soil “columns” located directly below the masonry wall footings while excavation to construct the new foundations was advanced concurrently along the Temple’s outer perimeter and inside the building. Shoring system stiffness was critical to mitigate settlement risk for this historic building and construction methods were selected to minimize detrimental installation effects.    The structural engineer’s permanent design required sequentially jacked steel pipes immediately below the walls, which were filled with post-tensioned reinforced concrete to create transfer beams. After completion of the foundation excavation, two new grade beams separated vertically by base isolators were constructed along both the interior and exterior sides of the perimeter walls. The concrete filled steel pipe transfer beams were structurally connected into the upper grade beams above the isolators. After load transfer is completed, the soil directly below the walls will be excavated to allow free movement of the structure and grade beams above the base isolators in the event of a future earthquake. The historic temple SOE and underpinning system employed multiple construction methods, including micropiles, secant piles, tieback anchors, tensioned tie-rods, temporary attachments to the jacked permanent steel pipes, hand-dug underpinning piers, permeation grouting and steel structural headers supporting interior walls. Design and construction of the historic retrofit SOE system is detailed in this paper.

Oct 7, 2024

By Mohamad H. Hussein

A minipile system was employed in underpinning a historical structure in Florida. The existing structure is founded on shallow foundations. Subsurface conditions at the project site consist of deep organic deposits interbedded with loose sand and silty sand. A minipile foundation system was deemed the most appropriate underpinning corrective measure for the already badly cracked structure. A total of 68 minipiles, 3.5 inch OD and 0.25 inch wall thickness closed-ended concrete-filled steel pipes, were installed to depths varying from 55 to 175 feet. Installation was accomplished with a pile driving hammer having a rated energy of 1 kip-ft. Highest required pile design load was 15 kips. Conventional static and wave equation analyses were performed to establish preliminary pile lengths, to assess pile drivability and establish driving resistance criteria. Dynamic pile testing using the Pile Driving Analyzer was conducted on six of the production piles. This paper describes geotechnical design considerations, installation procedures, and dynamic field monitoring. This case represents unique applications of pile dynamic testing and such slender, very long minipiles in compressible soils.

Jan 1, 1993

By Pasi Korkeakoski

There are about 400 multi-storey buildings founded on wooden piles in the city centre of Turku in Finland. Soil conditions are variable from hard rock to very soft clay. Due to the soil conditions and ground water lowering there are basically four different types of underpinning projects. Under dimensioned cohesion piles in a deep clay layer, decaying cohesion piles, a combination of these two reasons and decaying end bearing piles in a thin clay layer area. Many different execution methods have been used such as impact driving, jacking and drilling and combinations of these.

Jan 1, 2000

By Pieter Barendsen

INTRODUCTION One of the main problems in tunneling without the use of explosives lies in the development of tools which, at an economically acceptable level, are capable of continuous breakage of the rock, resulting in a fragmentation suitable for a smooth, uninterrupted transportation of the muck away from the tunnel face. Tools employed on tunneling machines have, so far, always been of the mechanical kind which break up the rock by a crushing and shearing action. Other methods of rock breaking are possible but, even if some of them have reached the laboratory testing stage, nearly all of them are still too "exotic" to be of any practical use in the immediate future. One must admit, however, that some highly interesting results are beginning to be reported from the USA on the use of high pressure water jets for the destruction of rock through erosion, a field pioneered in Europe(USSR and Great Britain). Mechanical breakage of the rock is effected by inducing stresses exceeding its compressive/shear strength, by loading it with a wedge of cone shaped tool, until cracks are formed and chips loosened. In order to allow the tools to act upon the rock face continuously, they are commonly shaped as rotating bodies, "roller bits" or "disc cutters", spinning freely and mounted on a revolving boring head of tunnel diameter. The thrust of the tools against the face is generally exerted in a direction which is parallel to the tunnel axis.

Jan 1, 1997

The Sydney Coalfield, Nova Scotia contains extensive undersea longwall mining operations which are expected to continue well into the 21st Century. A long term research program has been initiated by the Cape Breton Coal Research Laboratory to investigate the full spectrum of problems associated with undersea mining and develop specific guidelines for use by the mine operator. At present, research is centred on the detailed evaluation of existing undersea sub- sidence guidelines, the identification and development of instrumentation capable of moni- toring seafloor subsidence profiles and the effective sealing of offshore exploration boreholes. In addition, work is also planned to examine in situ strata permeability changes occurring between the mining horizon and seabed and the feasibility of using artificial islands.

Jan 1, 1986

By John E. Crawford

A year ago, if I had the pleasure of addressing you, I would have discussed ocean mineral resources from a promotional standpoint. I would have described exciting indications of mammoth tonnages of sea-floor industrial minerals. I would have attempted to fire your imaginations as to the potential of a nation having the technologic know-how to exploit its submerged boundaries. As a first step toward this capability, I would have solicited your support for a Bureau of Mines? program aimed at determining the industrial worth of marine minerals and devising techniques and hard- ware for their recovery. We still need your support, but recently we have ventured out of the realm of planning and into your Government's first program in marine mineral engineering. Today, I wish to describe what we have done within the framework of existing research problems and our possible goals. I will be brief so as to allow ample time for questions, and I can do this with confidence because our program is so new that I need not be chagrined at not having all the answers.

Jan 1, 1965