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By Peter Chou

A total of 117 slope stabilization drilled piers were installed as part of a major hillside revitalization project. The 110-million dollar development, known as Stratford at Kenwood, included an 18-story upscale senior residential tower, a 3-story healthcare building, and 4-story condominium buildings, offering approximately 580,000 square feet of living space with panoramic views of Downtown Cincinnati, Ohio. In an effort to establish a flatter hillside plateau for the new 4-story condominium and to create a cut and fill balanced jobsite environment, an 800-foot long row of drilled piers and a 600-foot long multi-tiered shear key system was used to terrace existing 1.5H to 3H: 1V steep slopes and support the new fill. These slope stabilization features reduced the amount of spoils needed to be wasted off-site and mitigated the risk of slope instability. An ODOT/FHWA research indicated that spacing of stabilization piers and necessity of top-connecting elements are highly dependent on pier diameter, spacing, soil type, depth to potential failure surface, surcharge loads, and pier deflection. Due to pre-existing deep buried swales, various load combinations, and the complex mechanism of soil arching effects between adjacent piers, both analytical and numerical computer modeling was performed to estimate the loading on each pier. New generation multiplexed, 3-Dimensional, Micro-Electro-Mechanical-System based inclinometers were installed between selected piers to confirm the pier design, and monitor the fill placement, as well as long-term slope stability.

Jan 1, 2009

By John L. White

Vibratory driver/extractors do more than drive and extract sheet piles. I would say more than sixty percent (60%) of the time, vibratory pile driver/extractors are engaged in work that has nothing to do with sheet piles. This is the main reason I refer to this tool as a "driver/extractor", and omit the word "pile". I have spent the last twenty years applying the technology of the vibratory driver/ extractor to all areas of foundation construction. As you will see, the only limits are humankind's ingenuity.

Jan 1, 1997

By Steve Thoman

After the 1989 Loma Prieta Earthquake, the California Department of Transportation (Caltrans) initiated an overview of the Caltrans Bridge Design Specifications (BDS) and bridge seismic design practice in California. This overview is continuing under the direction of the Applied Technologies Council (ATC-32), to review and revise as necessary existing standards, performance criteria, specifications, and practices for design and construction of new bridge structures within California. The ATC-32 project began in August 1991 and is expected to be completed in 1995. Since 1990, Caltrans project-specific seismic criteria have been developed and implemented on the I-280 and I-480 projects in San Francisco. Caltrans and an independent seismic safety review panel continue to develop and implement these criteria on other projects. In 1991 and 1992, project-specific seismic criteria were used on the I-880 reconstruction project in Oakland. The seismic safety review panel considered the I-880 seismic design criteria a state-of-the-art methodology to ensure seismic safety against collapse of bridge structures subjected to a maximum credible seismic event. This paper highlights the 1992 "I-880 Reconstruction Project Seismic Design Criteria Review" report prepared by the Seismic Safety Review Panel and Caltrans Division of Structures and will compare pre-1989 BDS and AASHTO methodologies to the I-880 criteria.

Jan 1, 1996

By Alan G. MacKinnon

Loads and stresses from pile driving are increasing from heavier piles and more powerful hammers. Stresses can be dangerous to equipment stability. Equipment developer MacKinnon tells how to compute stresses for all positions of the crane boom and angles of pile batter. From a paper presented at the DFI-University of Hawaii Seminar, April 1985.

Jan 1, 1986

This work shall consist of furnishing and driving foundation piles of the type and dimensions designated on the plans or in the special provisions including cutting off or building up foundation piles when required. This specification also covers providing test piles and performing loading tests. Piling shall conform to and be installed in accordance with these specifications, and at the location, and to the elevation, penetration and bearing capacity shown on the plans or as directed by the Engineer. Except when test piles are required, the Contractor shall furnish the piles in accordance with the dimensions shown on the plans or special provisions. When test piles are required, the pile lengths shown on the plans are for estimating purposes only and the actual lengths to be furnished for production piles will be determined by the Engineer after the test piles have been driven. The lengths given in the Engineer's order list will include only the lengths anticipated for use in the completed structure. The Contractor shall, with-out added compensation, increase the lengths shown or ordered to provide for fresh heading and for such additional length as may be necessary to suit his method of operation.

Jan 1, 1989

By M. England

Keywords: Bi-directional tests, Osterberg cell, O-cell®, static load tests, Timeset® Static load testing, where loads are applied vertically to the top of the pile and often referred to as 'top down testing', has been used for many years and has become a 'standard' test for the world of foundation engineering. The method, although well developed, cannot be used under certain circumstances, magnitude of load being a particular issue. There is a finite limit to the load capacity that can be applied with either kentledge, the use of reaction piles or anchors, and as the loads increase, the costs escalate dramatically. A novel test method seeks to overcome all the associated problems of large scale and restrictive area "top down testing", utilising static load testing techniques. The method requires the foundation element to be divided into two or more sections and these can be loaded axially as required using a portion of the foundation element as a reaction. This paper presents some recent applications and developments in the use and application of the bi-directional testing technique using the Osterberg Cell or O-cell® and outlines some of the many advantages of the system. Recent bi-directional test loads applied to bored piles have mobilised capacities of 279 MN and with flight auger piles up to 25 MN.

Jan 1, 2006

By Robert B. Bittner

Large diameter piles (2 to 3 m diameter, both driven and drilled) are being used more frequently by designers of bridge foundations. The use of these large piles allows the pile cap to be positioned off the bottom but usually still below water. Conventional cofferdams as shown in Figure 1 below are not suited to this type of pile cap. However, float-in cofferdams offer a viable alternative. This paper describes the float-in cofferdam system, its initial development for use on the Bath-Woolwich Bridge in Maine and its most recent application on the new Carquinez Bridge in California.

Jan 1, 2013

By Walter E. Vanderpool

Full scale load tests are frequently performed immediately prior to deep foundation construction to verify the design assumptions. Occasionally, load tests are performed during design development and applied to the final design for critical and non-redundant structures. We believe that full scale load tests can be very valuable and economical for projects, especially in a geologic environment where the record of full scale load testing is very limited or non-existent. The load testing for the Utah Transit Authority?s Airport Light Rail Trax project provides an example of the advantages of a load test in design development. The savings realized by the owner was in excess of $800 thousand dollars.

Jan 1, 2011

By B. B. Broms

Embankment piles are common in the Scandinavian countries (Kjellman, 1940) and in Southeast Asia as support of fills, light structures, bridge abutments and deep excavations (Eide, 1968) as described in the following. Untreated timber piles are often used for light structures and shallow fills when the ground water level is high since they are inexpensive and readily available. When the applied loads are relatively high precast concrete piles and steel piles are preferred. DESIGN CONSIDERATIONS Embankment piles carry the load from a fill or a struc-ture either through skin friction along the sides of the piles (Fig. 1a) or through a precast concrete slab or through pile caps at the top of the piles (Fig. 1b). When the load is carried by skin friction it is often economical to use small diameter timber piles because of the large surface area (Asplund, 1939). For precast concrete or steel piles concrete caps are used to transfer the load to the piles due to the relatively high capacity of the piles since the skin friction resistance alone is not sufficient to transfer the load to the piles.

Jan 1, 2010

By Philip Bonanno

The first major project in Boston's new access to Logan Airport was an Immersed Tube Tunnel which extended 3,600 ft. from South Boston to East Boston across Boston Harbor. Twelve tube sections, 300 ft. long x 80 ft. wide x 40 ft. high, were lowered into an excavated trench which was then backfilled. The depth of the trench at mid-channel was approximately 100 ft. below mean high tide. At the East Boston end the tube terminated close to the present shoreline. At the South Boston end the tube terminated approximately 600 ft. inland from the shore line where a ventilation building was required. The depth to subgrade from existing ground at the ventilation structure was approximately 85 ft. The soil profile at this location consisted of 50 ft. of miscellaneous rubble fill, 25 ft. of Boston blue clay, and 10 ft. of glacial till. A small amount of weathered argellite existed at the north end of the structure. Part of the Morrison Knudsen, Interbeton, J.F. White, Joint Venture contract to construct the Immersed Tube Tunnel (ITT) was the construction of a cofferdam at the tube/ventilation building interface. The ventilation building was to be built as part of another contract. The construction of the cofferdam and the excavation to the building subgrade was the responsibility of J.F. White Contracting Company.

Jan 1, 1994

By Lawrence F. Johnsen

In 1989, the Connecticut Department of Transportation authorized the evaluation and design for a reconstructed Route 1 bridge over the Quinnipiac River in the City of New Haven, Connecticut. The project extends from the intersection of Route 1 with East Street, easterly for approximately 3/4 mile to the intersection of Route 1 with Wheeler Street and Stiles Street. The reconstructed roadway will be relatively on-line and widened to provide for four lanes of vehicular traffic and a single-track railway line. The existing bascule bridge and approach spans, which were constructed in 1924, will be replaced by a 270-foot span lift bridge and new approach spans. The lift bridge will have a main lift span weighing approximately 3000 tons, second largest after the Burlington Northern Bridge over the Williamette River in Portland, Oregon. The new bridge will widen the navigation channel to 24 0 feet and provide vertical clearances of 13 feet when closed and 62 feet when open. The project is located in an industrial area. Adjacent properties include retail gasoline sales, auto repair, railroad transport and bulk storage of petroleum. Existing structures include the Yale Boathouse and several retaining walls serving as containment dikes for petroleum storage tanks. The Yale Boathouse, located on the east bank of the river, was constructed in 1909-1910 and is eligible for listing in the National Register of Historic Places.

Jan 1, 1993

By Robert B. Bittner

The Sutong Bridge across the lower Yangtze River in China will have, when completed, the longest span (1,088 m) and the highest towers (306 m) of any cable stayed span in the world. The foundations for this record setting span will also be record setting. They are located in water depths exceeding 30 m with maximum flows exceeding 3 m/sec. The soil at the site of the main pylons consists of layers of silty sands and silty clays extending to bed rock at 270 m below river elevation. This paper describes the innovative methods used by the team of foundation designers and constructors to support this record setting bridge at this very challenging site. This paper covers three specific topics related to the foundations of the Sutong Bridge: ? Design and construction of the 131 drilled shaft (2.8/2.5 m diameter and 114/117 m long) under each of the two main pylons, ? Design and construction of the scour protection for the two main pylons, ? Construction methods used to construct the waterline pile caps (113.8 m by 48.1 m by 13.3 m deep) under each pylon.

Jan 1, 2005

By Yvone Franco Crosato

The dense population of Hong Kong requires the construction of tall buildings in reclaimed areas or perched on the slopes of the many hills. The large loads to be supported are carried by deep foundations. Many of those are bored piles, to rock, of diameters up to the 3.0 m. of today.

Jan 1, 2000

Jan 1, 1989

By Arturo Ressi di Cervia

From the times when men in lacustrine environments drove wooden piles into the mud to elevate their dwellings, until the beginning of the twentieth century builders reacted to the conditions found in the location of their proposed structures by attempting to distribute their loads in ways that could be supported by the foundation's soils; or, if those were unsuitable, by moving the structure, whenever possible. While many major structures were built on stable ground (the pyramids were founded on rock), others were built on [ ]

Jan 1, 2000

By William J. Neely

Augercast piles are formed by drilling a continuous-flight auger into the ground and, on reaching the required depth, sand-cement grout or concrete is pumped down the hollow stem as the auger is withdrawn. The sides of the hole are supported at all times by the soil-filled auger, eliminating the need for temporary casing or bentonite slurry. The augercast piling method is fast and economical; there is no vibration, very little noise and, if executed properly, no ground displacements during installation. The method is well suited to sands which are easy to drill and are readily transported up the auger. Relatively little attention has been given to augercast piles in the literature which might be part of the reason for the considerable variations in local practice, building code requirements and design methods. The purpose of this paper is to discuss some of the features of augercast pile installation that are known to influence both the structural and geotechnical capacity of the pile, to evaluate several empirical design methods and to look at some important aspects of quality control of augercast pile installation.

Jan 1, 1990

By Patrick E. Durnal

A joint venture of Ben C. Gerwick Inc., Sverdrup (now Jacobs) and DMJM (now DMJM Harris) designed the $779 mill seismic upgrade of the Richmond - San Rafael Bridge over the San Pablo Bay in the San Francisco Bay Area and provided construction support to Caltrans. Construction of the marine foundation retrofit was completed by a joint venture of Tudor Saliba/Tidewater/Koch-Skanska and their subcontractors: Pomeroy Precast Construction, AGRA Foundations, Dutra Construction and Vortex Divers. Construction management and inspection was performed by Caltrans with support of various consultants.

Jan 1, 2013

By F. Schlosser

The extension of Montparnasse Station in Paris required the construction of supports of very high unit capacity to support a particularly rigid super-structure. The majority of the site is characterized by the existence of old limestone quarries at a depth of approximately 20 metres. These workings have been backfilled in some places, have collapsed in some places and have given rise to local subsidences in the marne layers above them. This paper addresses the steps taken by the group of companies and their consultants to evaluate the equivalent stiffnesses of the supports necessary for the design of the superstructure, and gives details of the construction techniques chosen by the foundations specialist to adapt to the particular conditions encountered on this site.

Jan 1, 1989

By Mark H. Balfe

Over the last decade, Fenway Park has undergone annual improvements to modernize the facility for players and fans. These renovations include the Monster Seats, the Right Field Roof expansion, a new pavilion behind home plate, expansion of the Red Sox clubhouse, additional roof seating, and concourse improvements. Retrofitting the historic ballpark to bring it up to current standards required installation of foundations to support the new structural loads for each of the alteration projects. This required evaluation of existing conditions, and in many cases augmentation of the foundations at existing columns to accommodate the structural changes to the park. New foundations, generally consisting of drilled-in micropiles, were installed in numerous configurations and conditions. Since 2003, a total of 215 drilled-in micropiles have been installed to augment various columns around the park. The micropiles range in capacity between 40 and 70 tons and are installed through Fill and Organic Soils and embedded into the dense Glaciofluvial Sand and Gravel layer. Issues and learning related to the foundation augmentation include schedule constraints (work is typically conducted during the off-season and schedule is very aggressive), encountering old/abandoned utilities or foundations, ventilation of equipment, and management of spoils during micropile installation.

Jan 1, 2011

By Eugene Mirsky, Eloy Ramos, May ElKhattab, John Wise, Terrence Carroll, Jose Torres

In 2017, Nicholson Construction Company completed a $72.1 million design-build contract for Miami Dade Water and Sewer Department to replace an existing 54-inch diameter pre-stressed concrete force main that runs from the Virginia Key Central District Wastewater Treatment Plant, under the Biscayne Bay at Norris Cut, to Fisher Island. In order to install the new sewer pipe below the bottom of Biscayne Bay, a tunnel boring machine (TBM) was launched from a 42ft diameter and 89ft deep shaft on Virginia Key and a precast segmentally lined tunnel was constructed towards a 28ft diameter and 72ft deep retrieval shaft on Fisher Island. Both shafts were constructed through sand and highly permeable limestone, primarily the Fort Thompson Formation which is part of one of the most permeable aquifers in the United States and two different techniques were used to ensure a water-tight shaft at each end of the tunnel drive. The launch shaft structure was built using the secant pile technique, wet excavation and a tremie plug. For the tunnel break-in a soil freeze block was installed after the ground was treated with low mobility grout. The retrieval shaft was built using the Deep Soil Mixing (DSM) technique and excavated in the dry. Precedence of any other structure built this deep through hard layers (UCS over 3,000 psi) using this technique was not found. This case study addresses the challenges of constructing watertight underground structures in highly porous ground for launching and retrieving a TBM. Design challenges from complex asymmetric loading, selection and comparison of the construction techniques, the installation and excavation of both shafts, and their performance are also discussed herein.

Jan 1, 2018