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By Suthan Pooranampillai

Verification of drilled shaft resistance is primarily obtained through the use of different load testing methods. Procedures utilized include conventional top down static loading, the Osterberg load cell (O-cell) test and dynamic tests such as the Statnamic method. The O-cell test provides a means of obtaining separately the base and side shear resistance behavior of drilled shafts (cast-in-drilled-hole). Alternatively, the Statnamic load test method enables the engineer to derive base and side shear behavior separately, based on measurements of load, accelerations and strains along the length of the shaft. However, due to time and cost constraints these tests can only be performed on selected shafts within a project. Post grouting of a drilled shaft base embedded within a cohesionless material, with a low mobility compaction grout, will essentially pre-load the shaft base soil against the side shear and self-weight in much the same manner as an O-cell load test (when the load cell is placed within the base vicinity). Therefore, successful post grouting of a drilled shaft would enable verification of both shaft side shear and base resistance simultaneously on each and every shaft it is carried out on. Additionally, such post grouted shafts display stiffer load-displacement response during subsequent downward, superstructure induced, loading compared to ungrouted shafts. Verification of resistance on each and every shaft through the use of post grouting will allow an increase in resistance factors (reduction in safety factor) used in the design. Two 6 ft. diameter drilled shafts were constructed in Fredonia, WA, for WSDOT, each with an approximate length of 52 ft. The shafts were terminated within medium dense poorly graded silty sand. Statnamic load testing of the shafts indicated maximum derived static side shear and base resistances of 2545 kips and 507 kips (1.6 in. displacement) for shaft One and 2466 kips and 212 kips (1.4 in. displacement) for shaft Two. Shaft Two was subsequently grouted, with a low mobility compaction grout. Shaft base mounted total earth pressure cells measured a maximum sustained pressure of 55.44 ksf during the compaction grouting operation. Shaft displacement reached 0.65 inches in the upward direction at termination of grouting. Comparison of grouting data with initial load test information indicates that properly instrumented post grouting verifies shaft base and side shear resistance. In addition, these grouting induced resistances were much higher than design values supplied by the engineer using conventional resistance factor design. Large scale laboratory testing also shows that base grouting verifies higher soil resistances than permissible in conventional design.

Jan 1, 2010

By Adrian Gygax, Sarah Gaib, Rod Kostaschuk

The British Columbia Ministry of Transportation and Infrastructure (Ministry) recently completed a slope stabilization project at Ten Mile Slide on Highway 99. The highway is an essential part of the road network connecting the British Columbia (BC) coast with the interior of the province. The landslide was first identified in the mid-1980s and has retrogressed more than 250 m upslope since then, leading to continual and expensive repairs to the highway. The Ministry engaged BGC Engineering Ltd. (BGC) and their structural sub-consultant Gygax Engineering Associates Ltd. (GEA) to develop a stabilization scheme that would halt the slide with an acceptable level of residual risk. The design required careful consideration of construction stages and the stresses induced in the structural components as the slide movement was progressively stopped as construction advanced. Four stabilization design options were shortlisted with the preferred option selected in Fall 2016. The selected solution comprised the construction of five rows of post-tensioned soil anchors upslope of the highway and a tied-back concrete tangent pile retaining wall for the roadway itself as well as reconstruction of the highway alignment, grade and drainage through the slide. Works were installed by top-down construction within defined time allowances stipulated in the contract. Significant engineering was undertaken beyond standard design processes for this complex project, such as comprehensive geotechnical investigations, aerial and terrestrial laser scanning and change detection analyses, pre-production test anchors, detailed geo-structural numerical modelling and due diligence activities to validate and optimize the design. The stabilization works have been very successful with the slide response being as predicted and the highway operating again as full two-lane service.

Oct 1, 2022

By Nihal Bohra

A temporary bridge, supported on steel pipe piles, was built to expedite the construction of a breakwater structure off the western coast of Peru. The bridge provided access for dump trucks to the breakwater across a 342 m (1122 ft.) wide navigation channel from a liquefied natural gas (LNG) loading facility, at the end of a 1.3 km (0.82 miles) long permanent trestle, in 15 m (50 ft.) water depth. After the completion of the breakwater, the temporary bridge was removed, and the piles were extracted approximately one year after the initial driving. The bridge deck was typically supported on pairs of 914.4 mm (3 ft.) diameter, 18 mm (0.708 inch) wall steel pipe piles spaced at 7.5 m (24.6 ft.) across the bridge width and 18 m (60 ft.) along the bridge length. In an attempt to reduce the driven pile embedment, an inner closure plate was installed at 2.7 to 7 m (9 to 23 ft.) from the pile toe to force closed-end behavior. The piles were designed to carry 3400 kN (383 tons) axial compression load, and a minimum of 8 m (26 ft.) embedment was specified to provide sufficient resistance to the lateral loads. The subsurface conditions consisted of cemented conglomerate of sand, gravel, pebbles and some boulders, locally known as the Cañete Formation. The driven pile embedment varied widely, between 8 to 24 m (26 to 79 ft.). A significant portion of each pile was above the seabed, passing through seawater and up to the bridge deck, and was therefore unsupported. The extraction of the piles was challenging due to the subsurface conditions, presence of significant water column, pile weight, and the inner closure plate. Several different approaches were attempted before the piles could be successfully extracted. This paper summarizes the difficulties encountered and observations made during the driving and extraction of these piles.

By Marco D. Boscardin, Kenneth A. Pidgeon, Adriane G. Boscardin

"Hollow bar tiebacks can offer an economical alternative to conventional solid bar and strand tieback systems for use in temporary excavation support construction. However, the limitations associated with the installation of hollow bar tiebacks require special attention during design, construction and load testing to verify conformance with conventional performance and proof testing criteria (PTI, 2014). In particular, providing a reliable free length is complicated by the 10-foot (3-m) -long, segmental, couplingto- coupling nature of the free length sheath in the hollow bar system, and addressing the fully grouted annulus of the bond zone and the free length zone at the end of installation are key concerns. In addition, it is often more convenient to install a greater number of more closely spaced, lower capacity tiebacks with the hollow bar system, compared to conventional tiebacks. This paper examines how these issues were addressed for a project involving a 60-foot (18-m) -deep sheet pile excavation through a highway embankment and a 70-foot-deep sheet pile and soldier pile and lagging excavation through a railroad embankment, both supported by a hybrid system of hollow bar tiebacks and hollow bar soil nails. The project involved approximately 300 tiebacks and 400 soil nails.INTRODUCTIONEngineers Construction, Inc. (ECI), constructed a pair of 32-foot (9.8-m) -wide (clear span), 30-foot (9- m) -high (21 feet (6.4 m) above the stream bed), cast-in-place concrete arch culverts as a design-build project for the Vermont Agency of Transportation (VTrans) in East Ryegate, Vermont. The new culverts replaced an existing 8-foot (2.4-m) -wide by 6-foot (1.8-m) -high cast-in-place concrete culvert under US Route 5 (RTE5), and twin, 2-foot (0.6-m) -wide by 5-foot (1.5-m) -high granite block culverts under the Washington County Railroad (WACR) alignment. The culverts convey Manchester Brook eastward, through the embankments for RTE5 and the WACR, on its way to the Connecticut River. The Connecticut River is located approximately 100 feet (30 m) east of the WACR embankment. The existing structures were undersized and backed up water behind the embankments during high flow events; and often trapped debris that flowed down the brook and became clogged. The existing culverts also had cracks and openings that have resulted in the loss of ground into the culverts and the formation of sinkholes in the sides of the embankments. Moreover, the reason for the large cross-sectional dimensions of the culverts was to make them of sufficient size and openness to encourage the migration of fish up the stream to spawn. The culvert through the RTE5 embankment is 144 feet (44 m) long, and the culvert through the WACR embankment is 128 feet (39 m) long, with a 57-foot (17.4-m) -long by 32–foot (9.8- m) -wide by 17-foot (5.2-m) -deep 10 feet (3 m) deep above the stream bed) open channel section between the two culverts. A plan view of the culvert alignment is presented in Figure 1."

Jan 1, 2016

By C. Vipulanandan

Installation procedure and the quality of the material used in the construction have significant effects on the behavior of the Auger Cast in Place (ACIP) piles. In this study, Installation and curing of a 760 mm (30 in.) diameter and 12 m (39 ft) long ACIP pile with a design capacity of 1140 kN (128 tons) in hard clay was investigated. Construction quality was monitored using the automated monitoring system where the volume of grout pumped and the pressures were monitored with depth. The curing of the pile was monitored using axial vibrating wire strain gages at four levels and lateral vibrating wire strain gages at two levels. The residual strain and temperature profile in the curing pile was monitored over a period of week to determine the appropriate time for load testing the pile. Axial behavior of Auger Cast in Place (ACIP) Piles in hard clay was studied using full scale load test on an instrumented pile. The load-settlement and load transfer relationships of the pile was investigated based on the load test results. Development of skin friction in the load test pile and the reaction pile was also investigated.

By Hyu-Soung Shin

This study is concerned with the characteristics of the behavior of steel-concrete composite drilled shafts, a material that is used for large bridge foundations, and especially for weak submerged ground conditions. Depending on the loading or boundary conditions considered, the behavior of foundation will vary. The bearing capacity of steel-concrete composite drilled shaft is influenced by initiation and propagation of fractures along the interface between steel casing and filled concrete. The interface effect is taken into account with the following two simplified cases: (1) detached model with free interface (no shear stiffness of interface) between concrete core and steel casing, (2) confined model by an upper steel cap with free interface. In the confined model, it is intended to have an unified behavior of composite shaft between concrete core and steel casing but there is interface between them. Intensive numerical studies have been undertaken to investigate detailed behavior of the composite shaft. In this study, 3-D finite element analysis is employed. Ground conditions typical of those encountered for the design of drilled shaft under water are considered affecting the behavior. Also, an attempt is made to generate possible combinations of the loads which have been considered in fields. Detailed characteristics of the stress and displacement distributions are evaluated to understand the mechanisms of composite shafts.

Jan 1, 2007

By Thomas Hyatt, Brandon Phetteplace, Camilo Alvarez

A test pile program was undertaken at a project site in Ain Sukhna, Egypt for an import/export oil jetty. Two 1219 mm diameter open ended steel pipe piles were evaluated at two separate test locations. Each test pile was dynamically tested during initial drive utilizing a Pile Driving Analyzer (PDA). Restrike testing was also performed to evaluate the time dependent soil setup. One static compression test and one static tension test was performed at each test location. A correlation of the static and dynamic load test results was established to develop a driving criteria for the piling across the two kilometer project. The constructability benefits of shorter piles will be discussed in more detail, given that the pile lengths were shortened by 9 to 10 meters on average. Lastly, the use of a four pile linear layout to perform both compression and tension tests will be covered. INTRODUCTION With the increased number of Very Large Crude Carriers (VLCC) & Ultra Large Crude Carriers (ULCC) being used to transport oil products around the world, companies and/or nations are presented with the challenge of transferring these products to and from the carriers in deep water scenarios, typically 15 to 20 meter depths, to accommodate the vessels draft. One option for loading/unloading the oil products from a VLCC or ULCC would be to transfer to/from smaller vessels several miles offshore, whereas the most economical option is to unload directly to a pipeline via a berth/jetty platform near shore. These berth platforms must be designed to withstand multiple loading scenarios while these carriers are moored and transferring their products. The use of Large Diameter Open Ended Pipes (LDOEP) piles are a common foundation choice for this offshore application. One of the drawbacks of LDOEP piles, especially across a large project site, is that there can be extreme variability in the pile driving behavior. This can be caused by either a change in soil conditions or the performance of the soil plug. Due to this variability, it is important to verify throughout the duration of the project that the piling is being installed to the correct criteria as established during the load test program. A well designed driven pile load test program, preferably with the combination of Static Load Testing (SLT) and Pile Driving Analysis (PDA), should develop a driving criteria that can allow the contractor and owner to monitor any change in driving behavior.

Jan 1, 2019

By James P. Hambleton, Sam A. Stanier

A perceived advantage of screw-type foundations is the ability infer aspects of foundation performance from quantities measured or observed during installation, especially the installation torque. A particular concept widely used in practice is to correlate installation torque to ultimate capacity. This notion has proven useful as a field verification technique despite the absence of validated models that relate key variables of interest, such as installation torque, axial (crowd) force, geometrical parameters, and soil strength. This paper considers previous work by the co-authors and collaborators on analytical, numerical, and physical modelling of screw piles to relate the quantities measured or controlled during installation (e.g., installation torque) to the ultimate capacity and soil strength. Attention is given to saturated clay as a particular soil type amenable to simplified analysis. An analytical model for a single-helix pile is considered as a means of directly relating the ultimate capacity and undrained shear strength to the installation torque, crowd force, plate pitch, plate diameter, shaft diameter, installation depth, and surface roughness. The connection between the installation variables and ultimate capacity—and the sensitivity to crowd force in particular, a quantity that is typically not measured during field installations—is also discussed. The theoretical predictions are compared against data obtained from small-scale laboratory experiments that suggest the installation torque relates to the remolded strength of the soil. INTRODUCTION Screw piles are deep foundations that are twisted into the ground through an applied torque. Advantages over driven piles or drilled foundations include the relative silence of the installation, with low ground vibrations, and the possibility of being easily decommissioned by reversing the direction of twisting. Screw piles are now routinely encountered as a flexible, low-cost solution for numerous applications (Figs. 1 and 2), and they are also being considered for applications in offshore energy production due to limitations being imposed with respect to decommissioning and underwater noise. Also known as “screw anchors,” “helical piles”, or “helical anchors,” screw piles consist of helices or helical plate elements attached to a central shaft. Figure 3a shows the components of a single-helix pile and key variables. The diameters of the shaft and helix are denoted by d and D, respectively, and p is the pitch of the helix. Variable H denotes depth of the helical plate, and T and N denote the torque and axial (crowd) force applied during installation. In typical applications, the pile includes multiple helical plates, and the shaft is composed of segments that allow for it to extend to large depths into the soil.

Jan 1, 2019

By Henry H. Tayler, Eric Sturel

1 Triton Square was originally a six-storey building with a one-level basement located within a commercial development near Euston, London. It was designed and constructed in the 1990s and the foundation scheme comprised straight shafted London Clay piles arranged singly beneath columns. The scheme added three storeys and a five-storey infill in the central atrium area to increase the building floorplate by 70% and maintained the usability of the basement space. As the loads to support the additional floorplate area were greater than the capacity of the existing foundations, an optimised strengthening scheme of small diameter piles installed within the existing basement and a slender retro-fitted raft was installed to augment the existing piles. The re-use and strengthening of almost all of the existing foundations enabled re-use of a very high proportion of the superstructure and in approximately 35,000 tonnes of concrete and 1,900 tonnes of reinforcement and structural steelwork being re-used. The structural embodied carbon for the refurbished building scheme is estimated at an average of 136 kgCO2e/m2, achieving a Structural Carbon Rating Scheme (SCORS) “A” rating with components detailed in the paper.

May 1, 2022

By Dharmil S. Patel, Zoyav S. Benyaminov, Cassandra A. Wetzel

Rehabilitation of the Henry Hudson Bridge is nearing completion, connecting Spuyten Duyvil in the Bronx to Inwood Hill in Manhattan, New York. Constructed in 1936, the Henry Hudson Bridge spans 840 feet over the Hudson River. Challenging geotechnical aspects of this Project required a team of innovators to overcome. Rehabilitation of the existing bridge involved the replacement of sixteen bent pedestal substructures, two abutment pilasters and installation of new deep foundations at the skewbacks. However, the Bridge, roadways, adjacent Metro-North Railroad (MNR) structures and New York City (NYC) Parks land were to remain open to the public for use, with minimal disturbance. In addition to physical constraints, geologic site conditions varied widely across both sides of the River, with varying bedrock quality and depth, greatly impacting the proposed design and construction. Extensive analysis of bedrock conditions was conducted to locate areas of potential wedge failure. The implementation of anchors was used to reinforce rock stability where pedestals and pilasters were replaced. This paper describes several challenging technical and natural aspects overcome in the rehabilitation of the Henry Hudson bridge foundations, including varying geologic site conditions, access restrictions, construction limitations, project specifications and design requirements.

Sep 8, 2021

By Michael Moran

Typical ACIP Pile Rig [ ] Hollow Stem Auger ? Continuous flight auger ? 3 inch inside diameter pipe ? Auger diameters: 12, 14, 16, 18, 20, 22, 24, 30, and 36 inches ? Auger section lengths: 4, 5, 10, and 20 ft ? Weight ranges from about 70 lbs per ft for 12 inch to 120 lbs per ft for 24 inch and 200 lbs per ft for 36 inch

Jan 1, 2005

By Eric Lindquist, John Compagnone, Gabriel Carvajal

"Condon-Johnson & Associates, Inc. (CJA) with the assistance of design consultant, Brierley Associates, designed and installed a water tight shoring system utilizing several ground improvement techniques jointly. Prior to the installation of the shoring system, a test program consisting of the installation and testing of 7 jet grout columns; 1 soil mix panel; 7 soil anchors and 3 tie downs was performed to verify design assumptions. State-of-the-art quality control measures were employed throughout the project.The shoring system consisted of:•,Deep Soil Mixing (DSM) wall utilizing triple axis tooling to install overlapping columns along the perimeter of the proposed excavation to a treatment depth of 54 feet.•,Installation of steel piles in DSM to provide rigidity to the wall.•,Installation of a jet grout bottom seal, installed from surface to a depth of 58 feet below existing grade.•,Installation of 153 soil anchors, 1-1/4” diameter and 47’-6” length, to tie the jet grout bottom seal to the native soil below to resist hydrostatic uplift, installed from existing grade to a depth of 91 feet.•,Installation of walers and pipe struts for internal bracing•,Installation and stressing of 117 tie downs, 1” diameter and 16 ft length, to tie the pump station mat slab to the jet grout bottom seal, installed from inside the excavated pit.Subsurface conditions at the site consist of uncontrolled fill materials to a depth of 20 feet comprised of sandy silt and clayey sand. The native soils underlying the fill generally consist of soft and compressible lean clay and silt with varying amounts of sands to a depth ranging from approximately 44 to 54 feet below ground surface, which in turn are underlain by dense to very dense silty sand. The groundwater elevation at the site is approximately 8 feet below ground surface.This paper covers the design aspects, construction, and quality control measures undertaken by the geotechnical contractor, with supporting figures.INTRODUCTIONThe owner, County Sanitation District No. 2 of Los Angeles County, designed upgrades to their existing Long Beach Main Pumping Plant Facility. The upgrades consist of a new pump station that includes a reinforced concrete below-grade wet well and dry well, a two-story operations building, two 78-inch diameter pipe inlets, two 42-inch diameter discharge pipelines connecting the existing manifold, two pipe junction structures, two insert-type junction structures, and electrical transformers. This paper focuses on the excavation shoring for the new pump station. The original shoring design concept for the pump station excavation illustrated on the contract plans consisted of pressed in sheet piles, a jet grouted bottom seal with soil anchors, 2 levels of internal bracing, and tie-down anchors to resist hydraulic uplift forces on the buried pump station."

Jan 1, 2017

By Emad Farouz, Ehab S. Shatnawi

"The increasing demand for small deformations and high-capacity drilled shafts without enlarging drilledshaft diameters has motivated the development and increasing use of a base grouting (BG) technique. This technique has been demonstrated to improve drilled-shaft capacity, especially for shafts tipped into loose cohesionless soils. Nevertheless, there remains considerable uncertainty in predicting the performance of base-grouted shafts, particularly for shafts tipped into cohesive soils. To date, there are only two documented design methods for estimating the axial geotechnical resistance of base-grouted shafts: Tip Capacity Multiplier (TCM) and Axial Capacity Multiplier (ACM) methods. A comprehensive test program was carried out during the design phase of the Wisconsin Zoo Interchange project to help optimize the flyover ramp’s foundation design. The test program included installing and testing one base grouted shaft and one ungrouted shaft at two sites with different ground conditions. Based on test results, it was concluded that prediction of the TCM method is well correlated with the measured values for both cohesive and granular soils; however, both methods tend to underestimate the axial resistance. Results also highlighted the importance of the base-grouting criteria in taking full advantage of the base grouting.INTRODUCTIONBase-grouted drilled shafts (BGDS), also known as post-grouted drilled shafts, consist of conventionally installed drilled shafts that contain access grout tubes placed within the shaft during construction. After installing the drilled shaft and achieving the pre-established concrete strength, grout is injected at the shaft tip through the access grout tubes to improve soil behavior around the drilled-shaft base. The tip grout injection improves the overall shaft capacity and reduces settlement through Densifying the in situ soils, compressing any debris left by the drilling process, preloading the soil beneath the tip to mobilize the shaft base resistance within service limits, increasing the tip area, and increasing the side resistance in the lower portion of the shaft."

Jan 1, 2016

By Ricardo Dobry, Alain Pecker, George E. Leventis, Ralph B. Peck

"This year’s DFI Outstanding Project Award is for the design and construction of the foundation scheme for the largest cable-stayed bridge in the world. In 1993, Gefyra, SA (a French/Greek consortium led by VINCI of Paris, France) was awarded a €750 million ($1billion+ USD) Concession Contract to design, build, fi nance, operate and maintain a three-span cable-stayed suspension bridge connecting the Peloponnese, Greece’s southernmost peninsula, with the mainland across the Gulf of Corinth. The contract extends over a 42-year period, 7 years for design and construction and 35 years for operation. The project was fi nanced through a combination of public funds, private equity and bank loans. Alternative foundation concepts that were considered included traditional driven piles, deeply embedded caissons and soil improvement. PROJECT CHALLENGESThe extreme technical challenges faced included:??Weak foundation soils composed of soft alluvial deposits consisting of interbedded layers of granular and cohesive materials with thin layers and lenses of gravel and liquefi able sand pockets; rock is believed to be at a depth of 1,000 m (3,500 ft) or more.??A very deep seabed exceeding 60 m (200 ft).??The requirement to withstand the collision of 180,000-ton tankers traveling at 16 knots.??Maximum wind forces of 250 km/hour (155 mi/hour).??Design seismic forces corresponding to Richter magnitudes of 7.0+ with peak ground accelerations of 0.48 g at seabed.??Design tectonic movements of 2 m (7 ft) in any direction between any two adjacent bridge pier foundations/pylons.Considering subsurface conditions and local seismicity and water depths, foundation design and construction methods were the key drivers for this project. In large part, the success of the project is owed to the unprecedented partnering and collaboration between all partners involved fostered under the leadership of Jean Paul Teyssandier and Gilles De Maublanc of VINCI Group (France) who served as lead Concessionaire and General Contractor. The joint venture’s lead Greek partners were Elliniki Technodomiki/AKTOR and J&P/AVAX. Alain Pecker of Geodynamique et Structure (France) served as lead Geotechnical Consultant/ Designer while Buckland and Taylor (Canada) served as Design Checkers with Ralph Peck and Ricardo Dobry (U.S.) as Special Advisors on foundation issues, Langan International/Langan Engineering and Environmental Services P.C. (George E. Leventis, Gregory Biesiadecki and Diane Fiorelli) served as Technical Advisor on geotechnical, geodynamic and foundation/marine construction issues."

Jan 1, 2007

By Jesús E. Gómez

Verification and production testing of soil nails requires debonding the upper section of the soil nail to isolate the portion of the soil nail intended for testing within a specific ground type. In pre-drilled soil nails, debonding can be accomplished relatively easily because the bar can be fitted with a debonding sheath before its installation. However, debonding of hollow core bar soil nails requires special procedures to achieve the intended result. This paper is a summary of the Federal Highway Administration (FHWA) Hollow Bar Soil Nail (HBSN) Test Program, which is described in detail in FHWA-CFL/TD-10-001. The program was developed to establish a suitable debonding procedure to test hollow core bars in soil nailing applications, and to initiate a database on typical bond values of HBSNs. The investigation showed that it is possible to debond hollow core bars for testing. It was also found that hollow core bars installed in granular soils may present ultimate bond values that are significantly higher than those typically used for design of conventional pre-drilled soil nails.

Jan 1, 2011

By William D. Oder, Seth H. Hamblin, Les R. Chernatskas, Jonathan L. Ernst

Large diameter drilled deep foundations are a widely utilized solution throughout North America and the world. Numerous design and construction techniques developed over the past 100 years have made this type of foundation a robust, reliable, and efficient foundation option to support a wide variety of structures. From bridges, to marine structures, to high-rise buildings, drilled shafts are a time-tested approach for all types of infrastructure projects. Yet, what remains ambiguous in the current state of engineering practice is how to respond when a shaft is constructed that, for potentially different reasons, may or may not meet the design requirements? In this case, what are the best practices for Contractors and Engineers when a structural, geotechnical, or material integrity issue arises during construction? In our experience the answers to these questions are not widely known, but are profoundly important so that engineers can have tools available to confidently and efficiently address concerns, and provide a path forward for the project. This paper seeks to answer the above questions by presenting details of different remediation approaches using the results of several case studies where structural and geotechnical engineering methods, combined with non-destructive integrity testing (NDT), were employed to evaluate the acceptance of “questionable” drilled shafts. Through multidisciplinary techniques like Cross-hole Sonic Logging and 3-D Tomography which enhance the resolution of anomalous zones and defects in concrete, the development of concrete strength estimates from non-destructive testing data, and executing innovative structural and geotechnical analyses to evaluate the as-built conditions, drilled shafts that might have historically been rejected were ultimately accepted by the project team. This paper presents a series of unique case studies that together depict a roadmap for a comprehensive approach to reliably evaluate and guide the industry to address these types of drilled shaft construction issues.

Oct 1, 2022

By Sarah Ramp, Daniel V. Cacciola, Justin Labrozzi, Shafiq I. Siddiqui, Faisal Ahmed

"Construction of embankments up to 34 ft in height for twelve ramps and roadways needed for the New Jersey Turnpike Interchange 14A project required ground improvement. The subsurface conditions, consisting of up to 30-ft thick layer of highly-compressible peat and organic soils, would induce up to 8 ft of primary and 4 in. of secondary consolidation settlements to the embankments over a long period of time. Innovative ground improvement solutions were needed to meet unique challenges posed by the poor subsurface conditions, space and existing utility constraints, aggressive construction schedule, and massive size of the project. A variety of ground improvement techniques were utilized in six different zones of the embankments to limit settlements and ensure stability of the embankments. These techniques included preloading with surcharge and prefabricated vertical drains (PVD), load balancing using light weight fill, and concrete column rigid inclusions (RI). Additionally, augercast piles with load transfer platform were used under an existing bridge with low vertical clearance. An innovative approach consisting of preloading with surcharge and PVDs followed by installation of RI was needed in one of the six embankment zones with the worst, i.e., very soft, soil conditions. The design of the RI was performed by a specialty ground improvement contractor (SGIC) using Plaxis 2D and 3D softwares. The performance of the ground improvement systems was verified and monitored by load tests and instrumentations. This paper presents details of the ground improvement design, construction, monitoring results, and lessons learned, with a focus on the RI.INTRODUCTIONNew Jersey Turnpike Interchange 14A is located within the cities of Bayonne and Jersey City, in Hudson County, New Jersey. The New Jersey Turnpike Authority (NJTA) identified Interchange 14A as an area of mass congestion in need of redevelopment to improve the increasing demand of traffic and roadway safety. The New Jersey Turnpike Interchange 14A project included the construction of twelve (12) new roadways, in addition to the construction of four new bridges. The limits of construction are shown in Fig. 1.The fill height required to construct the roadway embankments varied from 2 to 34 ft. The proposed embankment side slopes varied from 6H: 1V to 2H: 1V. Additionally, mechanically-stabilized-earth (MSE) walls were utilized to retain the embankment fill along some segments of the roadways. As shown in Table 1, the proposed roadways were divided into six zones, based on location, subsurface condition, and embankment height."

Jan 1, 2017

By Lee R. Buhagiar

As a result of the increased seismic risk and the highly variable geology of Christchurch, finding costeffective foundation solutions has been a challenge for the Canterbury rebuild. The soil profile in Christchurch comprises both terrestrial (Springston Formation) and marine (Christchurch Formation) alluvial deposits with a high groundwater table. The result is a highly variable and interbedded soil profile which is prone to liquefaction and static settlement. Vibro-replacement stone columns are very effective in mitigating liquefaction in clean sand. However, the author’s experience has shown that vibro-replacement stone columns are also effective for treating silty and soft soil layers. Vibroreplacement stone columns can be used to treat these soft soils by increasing the composite soil stiffness and providing a load transfer path to the underlying dense soils. Another challenge encountered in the Canterbury rebuild is the cost of redevelopment of brownfield sites with contaminated fill. The costs of disposing this fill often make projects too expensive. Vibro-replacement stone columns have been used successfully to treat contaminated fill, providing a treated soil profile with uniform performance and reducing the cost of disposing of contaminated fill. This paper looks at several case studies in Christchurch, with highly variable soil profiles, where vibro-replacement stone columns have been used successfully to treat multiple soil layers, from contaminated fill to silty soils and soft and non-liquefiable silt.

Nov 1, 2022

By Derrick Dasenbrock

Two DFI committees independently organized two complimentary panel sessions for the recent American Society of Civil Engineers' (ASCE) Geo- Risk 2023 "Advances in Theory and Innovation in Practice" Conference in Arlington, Virginia, July 23-26. The Geo- Institute (GI) specialty conference welcomed more than 200 professionals and students interested in risk from around the world to the Washington, D.C., area for three full days of plenary keynote lectures, papers and no-paper sessions. The GI Risk Assessment and Management Technical Committee organized the event, which is the third in a series planned on a 6-year cycle. The previous two events were in 2011 in Atlanta and 2017 in Denver.

Sep 1, 2023

By Alexander Filotti, Richard Kalson

"In the last decade, the construction industry has witnessed significant changes in the project delivery systems and contractual relationships between the general contractors (GC) and Deep Foundation Specialty Contractors. The Deep Foundation industry, especially including industry specialty subcontractors, have experienced a significant increase in requests that project risks be transferred through contract documents to subcontractors and suppliers with a decrease in margins for the industry. GCs regularly revise their form subcontracts to take into account recent experiences/contractual trends and newly issued judicial precedent, an exercise that is less frequently undertaken by subcontractors and suppliers. These contradictory trends are at the base of the ethical analysis of subcontracts that comprises the subject matter of this paper. Using contracts as a risk management tool in order to mitigate the general contractor’s risks in the context of dynamic changes in the legislative environment will also be addressed. Furthermore, another possibility for risk mitigation for the industry is to actively promote the introduction of the latest technical developments into the contract documents.CONTRACTS’ ETHICSFor thousands of years, ethics have been a constant presence in our lives and have been debated by different branches of philosophy. In modern times, ethics in business started to be an imperative for the success of a globalized economy.“Ethics are standards by which one should act based on values. Values are code beliefs such as duty, honor, and integrity that motivate attitudes and actions.” (Rumbaugh 2004). Some of these values and actions have been carved in legislation in general and in business legislation in particular. More and more, unethical business practices (e.g., corruption) are identified as the root cause of poverty, underdevelopment, and war around the world. In the context of contract ethics, three aspects are of interest:•,Ethics of contract construction•,Ethics of contracting processes•,Ethics of risk allocation in contracts"

Jan 1, 2016