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By Kul Bhushan

This paper presents the results of lateral load tests on 0.61-m to 1.27-m (24 to 50-inch) diameter drilled and cast-in-place piers in San Diego area residual/formational soils. The test piers were installed and tested in the following soils: Decomposed Granitic Rock (Ktd), Stadium Conglomerate (Tst), and Friars Formation (Tf). Lateral loads of up to 845 KN (190 kip) were applied to the piers in residual granitic soils, and loads up to 1780 KN (400 kip) were applied to the piers in Stadium Conglomerate and Friars Formation. The tests were conducted by jacking against adjacent piers and monitoring the lateral load and lateral deflection at the ground line. Test results indicate that ultimate lateral pile capacities of up to 1800 KN (400 kip) can be obtained for 0.61 m (24-inch) drilled piers with penetration of 3 to 6 m (10 to 20 ft) in the residual/formational soils tested. Lateral load analyses using p-y curves for very dense sand significantly overestimate the observed lateral deflections. For lateral load analyses using dense sand p-y curves, p-multipliers that increase the lateral soil stiffness (p-y curves) by 2 to 8 times are required to match the load-deflection behavior measured in the test piles. When applied to the dense sand p-y curves, the p-multipliers provide a more accurate prediction of load-deflection behavior in the residual/formational soils, and can result in shorter required pier penetration and significant savings in foundation cost.

Jan 1, 2002

By A. Daugiala, D. Coleman

In 2014 the New York State Department of Transportation (NYSDOT) awarded a Design-Build contract to the joint venture team consisting of Skanska which is the managing partner; Kiewit Corporation and Ecco III (SKE) and HNTB as the lead design firm. The design build team employed methods to provide schedule savings and commercial benefits to the owner NYSDOT. This paper presents the design approach and construction methods used to accelerate drilled shaft installation supporting the main span foundation for the cable stayed bridge. The drilled foundation contractor Underpinning and Foundation Skanska, a division of Skanska was responsible for assisting with design, budgeting and construction of the drilled shaft foundation construction. As part of the Request for Proposal (RFP) bid process, Alternate Technical Concepts (ATC) was encouraged by the NYSDOT. The JV team proposed an ATC which involved a scaled production shaft testing method to simulate the ultimate load level, commonly referred to as the “Chicago Method” was used in the rock socket employing the Osterberg Cell (O-Cell) testing procedures. To the authors knowledge this was the first NYSDOT project where this approach was utilized on a Demonstration/Production installation to validate construction procedures and load bearing capacities. Construction procedures, challenges and solutions are discussed in detail. Upon completion of successful drilled shaft construction, concrete integrity is verified using two methods – Cross Hole Sonic Logging (CSL) and Thermal Integrity Profiling (TIP). A comparison from the contractor’s perspective is provided. Finally the drilled shaft rock socket is tested to ultimate end bearing values while rock socket side shear stresses are not exceeding the service level loading. Lateral load test was also a RFP requirement; the test arrangement and performance are discussed in detail as well. The Kosciuszko Bridge location poised unique geotechnical challenges on many levels shifting towards an extreme boundary of parameters encountered in New York City Area for drilled shaft construction. The JV team and specialty drilled shaft contractor actively participating in the shaft design and construction practice coordination and working with NYSDOT yielded a successful foundation solution which provided cost and schedule savings to the project.

Jan 1, 2016

By Khamis Y. Haramy

Quality assurance and quality control of drilled shafts has become a concern due to difficulties in accurately locating construction anomalies and determining load bearing capacity of defected drilled shafts. Various non-destructive evaluation techniques have been developed to estimate the integrity of the concrete in drilled shafts. While these techniques have been widely accepted, variables and unknowns can affect the measurement results. Results are typically difficult to interpret, leading to unnecessary construction delays and possible litigation over shaft integrity. In addition, influences of surrounding ground materials, stress states under different load conditions, and crack and residual stress development during concrete curing further complicate determination of shaft performance. This paper focuses on the evaluation of load bearing capacity of defected drilled shafts under various conditions by numerical analysis and modeling.

Jan 1, 2007

By Ingemar Hermansson, Thomas Bjerendal, Mattias Grävare, Carl-John Grävare

"AbstractHigh strain dynamic pile tests (HSDPT) on driven piles have been carried out on a routine basis in Sweden for more than 30 years. The Swedish Commission on Pile research established, in the early 1980s, safety factors based on the percentage of piles tested. The safety factors could then be reduced, creating economic incentives for the contractor to carry out testing.Energy formulas adopted by our neighbour countries, Norway and Denmark, were not accepted in Sweden as a reliable method since the dynamic testing method was considered to be a more scientific and reliable method. It has become almost the only in-situ method used to verify geotechnical bearing capacity on driven piles.The typical Swedish geology of soft soils overlaying very hard strata makes it possible to verify high design loads, typically 20 kN per cm2 of pile cross sectional area for steel piles and 1,5 kN per cm2 for concrete piles.Conventionally a certain percentage of the piles have been tested in Sweden. The EC7, on the other hand states a number of piles to be tested, regardless of the total number of piles. The Swedish NA (National Annex) states a maximum distance between tested piles, which results in better distribution of the test piles over the foundation.For shaft-bearing piles in soft clays, dynamic pile tests have to be correlated by static load tests.Historical backgroundOn a research basis stress-wave measurements have been carried out for a long time in Sweden. One example is a project in the city of Gothenburg, conducted by Fellenius and Pejrud (1964). Strain gauges were glued on the reinforcement bars in 60 m long, precast concrete piles at 3 m and 25 m above the pile tip respectively. Evaluation was done with different methods such as dynamic formulas,stress-wave measurements and in addition compared with static load tests.In the 1975 Building Code in Sweden, driving criteria for concrete piles based on stress-wave theory were introduced, as summarized in Table 1. The driving criteria are intended for 3 and 4 tonne gravity hammers. For hydraulic rigs, which have free-falling hammers, the drop height indicated should be reduced to 80 % of the values in the table. The criteria were considered to include a safety factor of 3,0. For 330 - 450 kN pile load, pile with a standard a cross sectional area of 235 mm x 235 mm was used. For 600 kN load, the standard cross sectional area was 275 mm x 275 mm."

Jan 1, 2014

By Ryan Higbie, King Chin, Matthew Anderson, Mike Huggins, Rian Johnson, Dave Sinsheimer

"The Permanent Canal Closures and Pumps (PCCP) project is the capstone piece of New Orleans’ extensive hurricane risk-reduction system constructed following Hurricane Katrina. The project consists of three discrete pump stations and flood gates on the shore of Lake Pontchartrain which provide a storm surge barrier and pump rainwater from the City of New Orleans’ primary drainage canals. The depth of the pump station structures ranged between 39 and 45 feet below sea-level. USACE developed the PCCP project for design-build delivery; granting the project team latitude to develop innovative, cost effective solutions for the project. The use of OPEN CELLTM cofferdams to construct the pump station structures was one such innovation. OPEN CELL structures utilize the strength of the retained soil to anchor cellular sheet pile face arcs; allowing a free-field of construction within the cofferdam. This cofferdam design did not require ground improvement or dewatering around the perimeter of the cofferdam. The free-field cofferdams streamlined construction and large equipment installation within the structures with no encumbrance from internal bracing. Meticulous force-based design, soil-structure numerical modeling, and physical testing were all techniques used to present and gain USACE acceptance of the design on this vital element of the work.PROJECT DESCRIPTIONThe Permanent Canal Closures and Pumps (PCCP) project is the capstone piece of the City of New Orleans’ extensive hurricane risk-reductions system constructed following Hurricane Katrina in 2005. The project encompasses three separate pump stations and floodgate structures located at the mouths of three outfall canals (17th Street, Orleans, and London) on the south shore of Lake Pontchartrain. These three canals, running from the south to north, act as the primary conduits for discharging water from the New Orleans area. Prior to Hurricane Katrina, these canals were operated with pump stations two to three miles upstream of the mouths at Lake Pontchartrain. This left long stretches of levee on each side of the canals exposed to storm surges entering from the lake. Three levee failures occurred along these canals during Katrina; two at London Canal and one at 17th Street Canal. The failures resulted in major flooding of the surrounding neighborhoods, significant damages, and loss of life.Following initial canal levee repairs after Hurricane Katrina, USACE, in partnership with the Louisiana Coastal Protection and Restoration Authority (CPRA), took action to move the line of flood protection to the mouths of these three canals at the edge of the lake. By cutting off the storm surges from Lake Pontchartrain at the entrance to the canal, over ten miles of canal levee would no longer be exposed to storm surge water elevations, significantly decreasing the risk of failure."

Jan 1, 2017

Jan 1, 1997

By P. B. Kelleher

Most of the piers and other pile-supported marine structures in the New York City Harbor area were constructed prior to the widespread use of currently available pile protective systems. As a result, the support piling of many existing marine structures have experienced deterioration to an extent that their structural sufficiency is impaired long before the useful life of the structures they support is over. This situation presents special and unique problems of how to restore the structural integrity of these piles while at the same time allowing full use of the structures they support. Spearin, Preston & Burrows is a 100 year old New York City-based marine construction firm specializing in waterfront and foundation construction. In recent years it has undertaken and successfully completed several unusual projects in the New York City Harbor area involving the rehabilitation of existing, deteriorated piling underneath major, economically important marine structures. This work was accomplished using techniques that permitted full use of these structures. Several different pile rehabilitation systems were used, each having their own particular application to the deterioration problems of the piles supporting each structure.

Jan 1, 1989

A technical exhibition was held in conjunction with the 4th DFI International Conference on Piling and Deep Foundations, Stresa. The exhibition was located in the ground floor of the Conference Hall. It was open from 15.30 on Monday April 8 till 16.30 Thursday April 11, 1991. The following is an alphabetical list of firms who took part. 1) A.P. VAN DEN BERG MACHINENFABRIEK B.V. P.O. BOX 68 8440 AB HEERENVEEN The Netherlands Tel: +31 5130 31355 Fax: +31 5130 31212 Stand Executive: A. Duyfjies

Jan 1, 1994

By Gang Guo, Zhong Liu, Yi Zhang, Jingchun Lu

"Abstract Application of soil displacement screw pile (known as SDS pile) has been experiencing accelerated growth in Chinese deep foundation industry because of its technical advantages, environmental benefits, and cost effective as well. As bored displacement piling, SDS piles are able to perform better than non-displacement piling such as CFA plies due to changing the stress state in the soil around SDS piles during the installation. Therefore the design methods between the conventional pile type and SDS pile type have some differences. Based on the methodology research, current Chinese piling rigs, displacement augers and piling projects are introduced, and the current design approaches for SDS piles in China are also described. Moreover, the design results are verified by using full scale load tests, and a part of the research results of SDS piling system acquired in China are presented.IntroductionThe Continuous Flight Auger Pile, also known as the CFA pile, has occupied about 22% in the pile market all over the world (Van Impe, 2004; Bottiau, 2006). The CFA piles are usually used for large diameter (600mm~1200mm) pile foundations and deep excavation projects. Whereas the small size CFA piles (400mm~500mm) are mainly applied for composite foundations in China. In the past 10 years, the new technology of soil displacement screw piling has been applied worldwide (Prezzi et al., 2005). And it is also extensively used for high-rise buildings, industrial plants and railway projects in China (shown in Figure 1)."

Jan 1, 2014

By Allan Sylvester

Construction of the Shot Tower Metro Station in Baltimore, Maryland was performed in two phases. In the first phase, a contractor was retained to excavate the station in order to construct twin tunnels from the Shot Tower Station to the John Hopkins Station. The retention system for this 70' deep excavation consisted of a Soldier Pile in Tremie Concrete (SPTC) wall supported by cross-lot bracing. In phase two, The Clark Construction Group, Inc. was retained to construct the station interior structure, two entrances, two station ancillary shaft structures and the track work for the station and tunnel. The excavation for the construction of the two entrances adjacent to the 70' deep station SPTC wall had to proceed prior to completion of the station structure due to the tight construction schedule. A system of overlapping secant piles was specified as a vertical support of excavation element for the West Entrance. The secant piles would have provided a watertight, rigid support to resist the load from the SPTC wall constructed in phase one. A watertight system was required in order to minimize the settlement of adjacent buildings supported on wood piles. Clark Construction was concerned with the constructability, cost and performance of the specified secant piles and looked for other innovative methods of providing a watertight and rigid system. Substitution of a reinforced slurry wall in lieu of the secant piles was cost prohibitive due to the additional cost of concrete placed under tremie. Clark, being familiar with cement-bentonite cut-off walls and slurry wall construction procedures, proposed the construction of a PSHG wall, in lieu of the secant piles. The PSHG wall construction consisted of trenching 30" wide by 20' long by 60' deep panels under a self-hardening slurry. Once the excavation for a panel was completed, a 60' deep prefabricated soldier beam and lagging panel was placed in the slurry. The slurry design mix then self-hardened within the cure time, allowing excavation for the structure to proceed This paper will discuss the design, details and construction methods used on the PSHG wall and will compare the advantages of the PSHG system to conventional support systems.

Jan 1, 1997

By Marius B. Wechsler

A mathematical analysis is developed for the determination of the cases when HP-piles might be replaced by precast concrete piles. The analysis focuses especially on the "integral abutment-bridges" which are used on large scale in the Great Plains of the United States of America, The theoretical considerations are illustrated by a numerical example.

Jan 1, 1992

By Reda M. Bakeer

"An approach slab is the roadway segment that immediately follows a bridge intended to provide a smooth transition between the two elements. Some approach slabs have developed rough rideability with time due to differential settlement between the roadway embankment and the bridge. Soils in south Louisiana are generally poor and highly compressible and, therefore, pile-supported approach slabs were occasionally used. Timber piles of variable lengths are driven into the soft soils where no appreciable toe support exists. This resulted in the soils both supporting loads through shaft resistance and yet experiencing long-term consolidation settlement. Field testing and review of the records of over 120 approach slabs constructed in south Louisiana yielded the conclusion that their performance is primarily governed by negative skin friction (downdrag) imposed on the relatively short timber piles. A software (TU-DRAG) was developed to evaluate the deflection profile of a pile-supported approach slab based on its geometry and conditions of the underlying soils. It evaluates the effect of dragload considering the number and spacing of the piles at each transverse row and their variable lengths along the approach slab. TU-DRAG was utilized in the design of two transportation related projects which have been in service for more than 10 years.INTRODUCTIONThe problem of differential settlement at bridge approaches or “the bump at the bridge” has been recognized for many years. Research studies (1986, 1989, 1997, 2009 and 2013) by the Transportation Research Board (TRB) and the Federal Highway Administration (FHWA) provided comprehensive evaluations of the performance of bridge approach slabs by assessing their field conditions and construction and maintenance records. Various states have also performed their own studies to investigate the performance of bridge approach slabs. The studies considered various types of structures including soil- and pile-supported approach slabs, integral bridge abutments and open-end abutments. Recommendations were provided for the design of new structures and for maintaining and repairing existing structures. Guidelines were offered regarding tolerable movements of bridges and their foundations based on measurements of vertical and horizontal movements of 580 bridges Moulton (1986). Vertical and horizontal movements greater than 102 mm (4 inches) and 51 mm (2 inches), respectively, were considered intolerable. Tolerable limits for angular distortion (differential settlement to span length) were suggested to be 1/250 and 1/200 for continuous and simple spans, respectively. It was reported that a differential settlement greater than 13 mm (0.5 inch) at the bridge interface would be sufficient to constitute a “bump” requiring mitigation."

Jan 1, 2017

After the Loma Prieta Earthquake, which caused major damage to viaducts in the Bay Area, the California Department of Transportation set up a test programme for foundation piles. Funderingstechnieken Verstraeten B.V., beter known as Fundex, was approached, since one of the piling systems of Fundex, named Tubex, is extremely suitable in areas sensitive to earthquakes and we were very much interested to prove the capabilities of this piling system. Equipment For the installation of Tubex and Tubex grout-injection piles special piling equipment is required. Since our company is not only a contractor, but also a designer and manufacturer of piling equipment, all special equipment for our range of foundation techniques is designed and built by our own piling equipment department. For the installation of both Tubex piles and Tubex grout-injection piles for the Caltrans test programme, the following pieces of equipment were selected: a) Fundex F12 piling rig b) Drill table c) Hydraulic powerpack d) Grout mixing unit and high pressure pump

Jan 1, 1993

By Junhwan Lee

Pipe piles can be either closed- or open-ended piles. Pile load capacity for a closed-ended pile consists of the shaft and base resistances, while, for an open-ended pile, it consists of shaft, soil plug, and annulus resistances. In order to investigate the pile load capacity of both closed- and open-ended piles, two field pile load tests were performed. For the open-ended pile, the fully instrumented double-walled system was used to separately measure all the components of the pile load capacity. The soils at the test site were predominantly granular soils with relative densities varying from loose to dense with increasing depth. The incremental filling ratio (IFR), which affects significantly the load capacity of open-ended piles, was also measured during pile driving. The test results indicated that the total load capacity of the closed-ended pile was higher that that of the open-ended pile, mostly due to the difference in shaft capacity. The shaft and base load capacities of the open-ended pile were 44% and 20% lower than the corresponding values for the closed-ended pile.

Jan 1, 2003

By Steven M. Henderson, Zachary D. Jones

The risk of allocation in construction contracts is a primary concern for all parties. For contracts involving subsurface construction the allocation of site condition risk is critical. In the past one hundred years technological advances fundamentally changed how that risk is allocated; yet another shift in this risk allocation may lie just over the horizon due to advances in geotechnical data management. Around the world initiatives are underway to make geotechnical datasets more open and accessible. In the United States some states like Kentucky have already made geotechnical data readily accessible. This proliferation of geotechnical data in the U.S. may impact the allocation of subsurface risk in construction contracts. Many construction contracts contain a differing site condition clause. That clause allows for a modification of the contract price or schedule if the ground conditions encountered by the contractor differ materially from either what was indicated in the contract documents or would be reasonably expected. A contractor, however, is typically not entitled to that modification if the contractor knew or should have known of the adverse conditions encountered. Courts have interpreted the “should have known” language as requiring contractors to make a reasonable site investigation prior to bidding the project. If geotechnical data is available and accessible and reveals the adverse condition the contractor encounters, courts could find that the contractor should have known of the condition and thus will not be entitled to a modification based on the differing site condition clause. Accordingly, the U.S. could be on the threshold of significant shifts in how the risk of differing site conditions is allocated in construction contracts.

Jan 1, 2017

By V. M. Troughton

Further pile load testing has been carried out at Canary Wharf to compare the performance of base grouted and ungrouted bored piles founded in the Thanet Sand. The testing regime included three preliminary test piles and two working test piles. The results of these tests are summarised in Table 1 below. Two of the preliminary test piles were located only 14m apart to compare the performance of a base grouted and ungrouted pile in similar ground conditions. The load/settlement behaviour of these two preliminary test piles are compared on Figure 1. All the piles were drilled under bentonite with a drilling bucket. In the base grouted piles four grouting tubes were placed with the reinforcement cage to within 500mm of the pile toe. After the pile had been concreted these grouting tubes were then extended to the pile base by drilling and packers were installed. Grout was then injected into the four tubes simultaneously.

Jan 1, 1991

By A. V. Shroff

The Indian Standards code of practice for design and construction of underreamed piles contains provision for installing such piles in expasive soils. In recent years, a large amount of research work has been carried out in the analysis, design, construction and performance of underreamed piles in expansive soils. This paper suggests that the results of this research field tests should be included in the code. Various additions and modifications as well as deletions that should be incorporated in the code are discussed.

Jan 1, 1996

By Jerry F. Parola

In current practice, pile foundation design is based on a general under-standing of pile-soil interaction during installation and superstructure-pile-soil interaction after construction. The pile design is a reflection of experience, precedent and judgment for normal piling practice of working load capacities up to approximately 100 tons with corresponding ultimate capacities up to 200 tons. For higher capacity piles, pile design is even less predictable. In particular, the feasibility of pile installation is an important design consideration that must be given the proper attention. An installation capability that is not given the required emphasis can cause unnecessary problems.

Jan 1, 1986

By David R. Beadman

The Fleming method is widely used for the analysis and prediction of single pile behaviour under maintained loading. The method does not distinguish between bored and driven piles. Driven piling avoids the need to dispose of spoil from the pile installation and is therefore becoming increasingly attractive. This paper considers the theoretical effects of the possible preload at the base of a driven pile after installation, using the hyperbolic functions as defined by Fleming. The Fleming method is reviewed and the equations and analyses are adapted, using spreadsheets, to allow for a possible preload. The simplifying assumption of the effect of the elastic compression of the pile is also reviewed and a more analytical method adopted to assess the elastic compression. Some driven pile test data is analysed to consider the possible effects of the preload on the performance of a driven pile and to test the theoretical relationships that are developed in the paper.

Jan 1, 2006

By William S. Heckman

a. When to use: high surcharges, vertical capacity required, limit noise and eliminate vibrations, low headroom, eliminate vibration induced settlements. b. Advantages: eliminates impact noise and vibrations, high section modulus if required, vertical load bearing capacity; corrosion resistant, easy to apply facing for use as a permanent wall, adapts to complex wall layouts, would allow top- down construction, very high uplift resistance. c. Disadvantages: spoil disposal, not water tight, cannot penetrate rock and most obstructions, soil can erode between the piles if surface water and ground water are not controlled, hard to install reinforcing beams over 409 long; subject to high negative skin friction loads, high grout takes in rubble and organic soils. e. Relative cost to other systems: 30% to 50% more expensive than driven soldier piles and lagging except when surcharge loads are involved, or the pile cannot be driven due to noise and vibrations. About the same cost as a sheet pile system. Very competitive if high vertical load must be supported by the wall.

Jan 1, 1997