Search Documents

By N. Aarthi, G. R. Dodagoudar

The improvement of soft clay deposits using stone columns is a well-established ground improvement technique in the western world. This technique has been well documented and has proper design codes for precise execution in the field. The sand compaction pile (SCP) method is a contemporary technique to stone columns and has limited literature related to the strength characteristics of the loose to medium dense sand deposits treated with SCP. The available studies on the SCPs installed in cohesionless deposits focused on the improvement by indirectly assessing the SPT-N values pre- and post-installation of the SCPs. The widespread implementation of the SCP technique in recent years has increased the need for a more direct evaluation of the improvement. Earlier studies in this regard have revealed that the available design solutions are based on the type of installation equipment, their working efficiency, and accumulated field data. However, it is found that there are no generic design codes for the direct estimation of the ultimate bearing capacity of the SCP improved cohesionless deposits. To meet the design requirement for the SCP treated ground, a series of experimental and numerical investigations are performed in the present study to arrive at a direct framework in the form of design charts based on the pressure-settlement response of the treated ground. The developed design charts give the ultimate bearing capacity (UBC) of the treated sand deposit for the known initial relative density (RD) of the deposit, spacing and diameter of the SCPs, size of the footing, and for the specified target unit weight required for the intended application. It is concluded that the design charts will be of preliminary use to the design engineers to directly evaluate the UBC of the SCP improved loose to medium dense cohesionless deposits as part of the SCP method of ground improvement. It is expected to have more field-scale experiments and in-depth analysis before implementing these charts for actual field execution.

Nov 1, 2022

By Dawn Shuttle

In trying to find a grout, or some kind of stabilizer that would work in this application, we established some performance criteria. Of those, what I controlled the most was viscosity, then I had a whole list of other criteria. I needed a long, controllable gel time, durability and the ability to set and stabilize the soil. So I looked through a lot of different stabilizers, some really crazy ones and also the typical chemical grouts that are used. The typical chemical grouts were eliminated because of long-term durability concerns, the need for having extended gel times, and several other concerns. I would be happy to discuss that with you further after the talk if you're interested. But, generally it was based on viscosity, gel time, and the need for extended gel time. In terms of the relative density of the sand many other grouts could have been used. But the main issue was trying to develop this way to do low pressure grouting that would not cause invasive disruption of the site. We couldn't go in and grout it, put centers, so most of the other grouts wouldn't work for various reasons. The forty percent relative density samples were prepared by plubiation. That was both during the cyclic testing stage of the research, which happened a few years back, and also during the box model and the laminar box models at RPI. In terms of what criteria were used to determine the success of the grouting, when I initially started this work what I did was take the grouted samples and I subjected them to cyclic triaxial testing. What I did was take a look at the cyclic deformation resistance of different concentrations of grouted colloidal silica treated sand. I looked first at 20% concentration because I wanted something that I knew worked and then I gradually decreased to 15%, 10%, and 5%. What I was most concerned with was that it did not liquefy and that it was able to hold together it and experience some deformation. But most importantly it needed to not liquefy. So, that was the biggest issue in determining the success of the grouting. In terms of the centrifuge modeling it was done by looking at several components: from looking at the pictures of the bending moments, looking at the acceleration records and how the acceleration records were transferred through the soil, looking at the reduction in the lateral displacement and those kinds of issues. So let me show you the difference.

Feb 10, 2003

By Viswanadham B. V. S., Babu K. V

Wind energy is one of the most economical renewable energy sources. In order to support wind turbines onshore or offshore open-ended monopile foundations are widely used. Unlike conventional structures, wind turbine foundations experience a large magnitude of lateral loads in the order of 20 % to 30% of total vertical loads. The presence of soft clayey layers at shallow depth along the coastal region, offers lesser lateral load resistance to monopile foundations. One option to enhance lateral load capacity is by introducing fins to the outer surface of the monopiles. Studies pertaining to lateral load response of finned piles in clayey soils are very sparse. This paper presents some of the numerical model studies on the lateral load response of monopiles and finned piles in soft and stiff clay. In the present study, three-dimensional finite element analyses were performed on monopiles as well as finned piles. Analyses were performed in clay with different consistency varying from soft to stiff. Pile material is mild steel for all analyses. The pile section modeled as linear elastic material whereas soil was modeled as Mohr – Coulomb constitutive model with non-associated flow rule. Monopiles and finned piles having four and eight fins with different fin sizes and configurations are considered during the analyses. Finned piles advantage over monopiles to resist lateral load is highlighted in the present study. The results have shown that fins are effective to enhance the lateral load carrying capacity of monopiles and also it reduces the bending moment in monopiles for a given design load.

Sep 1, 2022

By Aaron Evans, Chu E. Ho, Tom Richards

"This paper describes an innovative case history of using jet grouting to form a groundwater cutoff wall at the interface of a cut-and-cover construction and an existing tunnel. The design of the jet grouting layout was complicated by the presence of a left-in-place bulkhead of unknown dimensions abandoned by previous construction of the existing tunnel. Jet grouting was performed through predrilled holes within the narrow space between the existing bulkhead sheeting and tunnel structure. A systematic sequence of primary and secondary jet grout elements of varying diameters and panel lengths was executed to achieve an effective groundwater barrier. A key challenge in the jet grout design was the impact of potential deviations due to shadowing effects of the left-in-place bulkhead sheeting and pre-formed jet grout columns, as well as overbreak concrete in adjacent secant pile walls. The flexibility of the jet grouting methodology enabled a wide range of operational parameter combinations to be performed, allowing column diameters to be adjusted based on actual field installation measurements. Special precaution was exercised when grouting at critical locations to avoid over-pressurization and damage to the existing tunnel structure.IntroductionThe 96th Street Station box for the new Second Avenue Subway Line in Manhattan, New York included a transition tunnel, which connected the station to an existing tunnel built in the early 1970s (Figure 1). The new station and transition tunnel were both constructed using the cut-and-cover technique with bottom-up sequence (Aksman et al. 2012, Grigson et al. 2016). The main station structure incorporated permanent diaphragm walls for most of its length, except for the southern segment where high rock levels were encountered and the station box was constructed within temporary secant pile walls socketed into the rock. The permanent diaphragm walls were also utilized for temporary excavation support (Ho and Hu 2014). At the northern end of the site, the new transition tunnel was constructed within temporary secant pile walls that extended from the station diaphragm walls to the existing tunnel at the tie-in location. A temporary traffic deck spanning 60ft across the secant pile and diaphragm walls along the full excavated length of the site allowed traffic to continue operating at street level while construction of the station and transition tunnel progressed below grade."

Jan 1, 2016

By Les R. Chernauskas

Driven pipe piles are commonly used for near and offshore structures due to their omni-directional bending resistance, large surface area, and ease of installation. However, these piles typically cannot be driven deep enough to develop significant and sustained uplift capacity, and in some cases do not generate enough end-bearing resistance before being overstressed during driving. When driven closed-ended, their relatively light weight to cross-sectional ratio, and when driven open-ended their tendency to prematurely plug, are some installation short comings. Spin Fin® piles are traditional pipe piles fitted with flat, steel plates (?fins?) attached at a slight angle over the lower few feet of the pipe. Their design development dates back several decades for projects associated with harsh, limited weather window, offshore Alaskan oil field work. These projects required a pile type that could generate high and sustained capacity in both compression and tension, at relatively shallow depth. During pile driving, a relatively short, high capacity pile translates into more rapid installations with smaller and more efficient equipment. In this type of environment, where pile capacities are large, cyclic loading is typical, and relatively high pile movement is tolerable, the Spin Fin® pile is a superior solution. This paper describes the experience of using Spin Fin® piles on several recently completed Massachusetts Steam Ship Authority projects.

Jan 1, 2011

By Jamey Rosen

A Project Information Management System (PIMS) was developed to manage and analyze QC data at the Herbert Hoover Dike Rehabilitation Dam Modification Cutoff Wall (owned by the Jacksonville District of the United States Army Corps of Engineers). A special feature of this PIMS was its geospatial component. Data collected from Bauer drill rigs were automatically “geoprocessed” into threedimensional features representing the predrill, jet grout, and Cutter Soil Mixing panel elements, as well as calculated verticality and overlap metrics. These features were visualized in interactive planimetric, profile, and 3D views that facilitated several quality control activities during the project.

By Alessandro Bertero, Stefano Valagussa, Filippo Maria, Wesley Schmutzler, Leoni

"Abstract The Deep Mixing Method (DMM) represents a viable solution to improve the adverse geotechnical properties of foundation soils. Differences and the importance of performing pre-construction laboratory and field tests will be highlighted. Comparative analyses and interpretations between the various lab and field stages, along with accumulated information about soil properties and QC results, allowed fine-tuning of the production parameters throughout almost the entire project.Two projects where the US Army Corps of Engineers selected the Deep Mixing Method (DMM) for the required stabilizations, and a third project completed in Italy, will be illustrated:•,?the LPV 111 Project (New Orleans - LA – USA); DMM was used for groundimprovement/foundation strengthening and consequently stabilize and support the burden of the new levee.•,the Rio Puerto Nuevo Project (San Juan - PR - USA); DMM was applied to improve the soils adjacent to a 90” forced sewer main relocation and to improve the soils for the base of a new drainage channel•,the new Italian high speed railway project (Florence Italy); DMM technology was applied to realize a a TBM break in/break out, foreseen originally by jet-grouting.IntroductionThe Deep Mixing Method (DMM) represents a viable solution to improve the adverse geotechnical properties of foundation soils. The effectiveness of working parameters depends largely on the physical and mechanical properties of the soil to be treated. Therefore, well designed laboratory and field test programs, aimed to disclose the interaction between the site-specific soils and the mixing parameters, are essential to achieve the desired end product."

Jan 1, 2014

By Gilbert R. Tallard

"Pouring deep foundations by the tremie pipe method is nowadays such a common process that it has becomes an unspecified practice. Means and methods are almost entirely at the contactor’s discretion. A variety of practices are permitted and seldom associated with the discovery of abnormalities and areas of random defects in concrete. This writer wishes to call the attention of stakeholders to the initiation details of the tremie pour operation.KEYWORDSINTRODUCTIONThe advent of slurry as a means of shoring an excavation of relatively small cross section but of possibly great depth has become part of state of the art in foundations construction, with the substitution of said slurry by concrete to provide the structural end product element through the use of tremie pipes. In appearance, there is nothing more simple than pouring concrete into a tremie pipe through a hopper after the basic work has been done i.e. the excavation or drilling, the cleaning of the slurry, the placement of the reinforcing cage, then the tremie concrete pour is almost a reward for a successful achievement. Force of habit has removed the awareness on the process fundamentals for initiating the pour; a variety of practices used call for a review and a reassessment as a means of reducing construction defects that may result from flawed practices, and and especially we are pouring deeper holes. This writer intends to address this issue focusing both on the drilled shaft and the diaphragm wall industries.TREMIE PIPES AND HOPPERSA tremie pipe diameter needs to be sufficiently large to allow the rapid descent of concrete with a minimum of friction loss and avoiding possible bridging in relation to aggregate size. Impervious joints between pipe sections are essential to prevent slurry “raining” over the concrete which can cause concrete segregation pockets and possibly plug the pipe with damaging consequences. That tremie pipes be long enough to reach the bottom may be self-evident but poorly written specifications can be erratic on that subject and seldom specific in terms of inches. A standard pipe of 10 inches is well accepted throughout the foundations industry; double O rings and spline joints are common and function well if properly maintained. However the practice to cover the joint with the ineffable duct tape indicates that all is not always well with this detail. Also, spline cables may shear in case of very long tremie pipes causing the separation of the tremie pipe requiring a restart in midstream with another probable source of inter mixing of concrete and slurry with subsequent defects."

Jan 1, 2017

By Sanjay Gupta, Sorabh Gupta, Ravi Sundaram, Abraham Varghese

"Geotechnical investigation for the Kochi Metro revealed a critical section of the Viaduct near Ernakulam Junction Railway Station. Four piers, located over a 220 m stretch, were passing through an area with substantial thickness of soft clay. The scope of the geotechnical investigation included two boreholes and a static cone penetration test at each pier location. In the boreholes, field vane shear test was conducted at different depths in addition to the routine SPT. The design of heavily loaded piles in such strata is a challenge due to the liquefaction of the shallow sands and negative skin friction / down-drag in the soft under-consolidated clay. Bored cast-in-situ piles of 1500 mm diameter extending to 50-60 m depth were used to carry 500-600 tonnes load.INTRODUCTIONThe first phase of the rapid transit system at Kochi, Kerala (See Fig. 1) whose elevated route spans from Aluva to Thripunithura covers a total distance of about 25 kilometers. One of the more critical sections of the viaduct exists near the Ernakulam Junction Railway station where the alignment takes a sharp curve to move towards Vyttila, crossing the railway tracks and running partially over the approach of South over-bridge.In this section, four piers located on either side of the railway tracks near the Route Relay Cabin of Ernakulam Junction Railway Station pass through an area with substantial thickness of soft underconsolidated clay.The alignment is geotechincally challenging due to the presence of loose liquefiable sand and soft underconsolidated and sensitive clay.Initial investigations by the owner based on limited boreholes only yielded conservative and inconclusive pile capacities. For a thorough understanding of the soil behaviour, a detailed geotechnical investigation was carried out to assess the engineering behaviour of the soil strata.The scope of the geotechnical investigation included two boreholes and a static cone penetration test at each pier location. In the boreholes, field vane shear tests were conducted at different depths in addition to the routine SPT."

Jan 1, 2015

By Lucie Spencer, Craig Butterworth

"This paper presents the design of a raft enhanced pile group recently constructed for a hotel development in Perth, WA. At the time of construction in 2016 the hotel was the tallest prefabricated hotel in Australia.The structure covers the entire 12 m by 32 m development footprint, located in an inner city environment, and directly surrounded by existing structures. The small site and lack of space required innovative thinking in terms of the substructure design.The ground conditions comprise a layer of medium dense sand underlain by variable layers of stiff clay, silts and sands. Groundwater was around 1.5 m below ground level.The substructure design was carried out on the basis of a raft enhanced pile group. This allowed the use of much shorter piles than a conventional pile solution, thereby permitting the adoption of CFA piling techniques. This also allowed the raft thickness to be reduced to such that the substructure works were maintained above the groundwater level.The design was carried out in general accordance with the Australian Standard AS 2159 and using conventional piled raft design techniques involving iteration between elastic soil settlement software and structural analysis software until spring reactions were obtained with convergence of the two models. Following this springs were introduced to model piles in the structure.Due to the variable nature of the ground and resulting uncertainty in pile base capacity it was not considered appropriate to design the system as a pile assisted raft with piles loaded beyond their ultimate geotechnical design strength. As a result, all piles were designed based on a maximum load maintained within the elastic response region, with the majority of the load taken by the piles. However, the combined capacity of the raft and the piles allowed for a saving in pile lengths and numbers of around 40%, when compared to a conventional pile group designed in accordance with the Australian Standard AS 2159.The raft slab was monitored during construction in order to check the actual displacements against the design displacements. At the end of construction, the settlements were found to be within 2 mm of the design values.INTRODUCTIONThe Wellington Street area of Perth in the CBD is undergoing recent regeneration which includes the King’s Square development, Perth Arena and the Wellington Street Bus Station. The proposed hotel development is close to the recent developments on a Lot previously occupied by a low rise development. Due to the small size and constrained nature of the site, the substructure design for the tower needed to take into account available space and the impact of the works on adjacent properties. This paper presents reasoning for the choice of substructure design, details of the design methodology adopted, results from limited post construction monitoring and potential improvements that could be considered for similar future developments."

Jan 1, 1900

By Paul Hewitt, Aaron Rastall

The New South Wales South Coast rail corridor is key infrastructure for both freight and passenger transport. Geomorphological and geological evidence suggests that land instability has been widespread throughout sections of the rail corridor, long before the first documented record of landslide activity in 1879. Major landslides occurred along a 25-km length of the South Coast Railway connecting Sydney and Wollongong because of significant rainfall events of the late 1980s. Since this time, several sites have been identified as subject to instability and treated progressively under a risk priority and safety management system. Two such sites comprise a station footbridge and overhead wiring structure (OHWS), both founded on high embankments overlying colluvial materials resulting in the structures’ potential movement and associated stability concerns. This paper presents these two sites as case studies, and discusses the project geology, geotechnical models developed, interpretation of monitoring data, and successful remediation of the rail structures using sleeved bored piles. The sleeved pile system was used to isolate bored piles, which separated the bridge foundations and OHWS from the moving soil mass to ensure the piles can carry the rail structure loads, unaffected by downslope soil movements.

Nov 1, 2022

By Stephen Buttling, Zhong Rui

"A single unit gas fired power station was being built on the edge of the Gulf of Thailand in 2001. The soil conditions consisted of very soft to soft Holocene Marine Clay, and the site was part of a coast line which had been subsiding below high water mark for some time. In order to provide access around the power station a road system in a figure-of-eight formation was required, and this also needed to be above the design flood level, allowing for future settlement. A ground improvement scheme was proposed and constructed, which consisted of two spacings of prefabricated vertical drains (PVD) over two depth ranges, vacuum consolidation and pre-loading, and rigid inclusions.During the construction phase, the vacuum consolidation was applied for 202 to 221 days in different zones, and monitoring allowed a prediction that the future settlement, including secondary consolidation over a period of 25 years, would be within the range of 175 to 355 mm, which met the contract requirement of less than 400 mm.The power plant was completed and became operational in 2003. Monitoring of the road levels continued, as did the settlement, and in early 2010 the total settlement since the end of vacuum consolidation had reached about 800 mm. The monitoring data both during the ground treatment and for the following 7 years is presented and analysed. This is supported by numerical analysis using 3D finite element methods which shows good agreement with the measured data, and allows a preliminary explanation as to why the predictions were so far out.BACKGROUNDAfter a period of bidding and negotiation, the Eastern Power and Electric Co Ltd (EPEC), an Independent Power Producer, entered into an agreement with the Electricity Generating Authority of Thailand (EGAT) in November 1997 to sell them power. In 1999 an Engineering, Procurement and Construction (EPC) contract and an Operation and Maintenance contract were signed with a supplier to provide a gas-fired (with oil as a back-up fuel) 350 MW combined cycle power plant in Bang Bo, Samut Prakarn Province, east of Bangkok. The site of the plant at Bang Bo is located immediately to the east of the Samut Prakarn Wastewater Treatment Plant, adjacent to the Gulf of Thailand (see Figure 1) in an area of very soft to soft marine clay (Bangkok clay) having low shear strength and potential for excessive settlement. The site layout comprises the main Power Plant components of generating block, cooling towers, fuel unloading area and storage tanks, switchyard and administration block, separated by access roads."

Jan 1, 1900

By Richard D. Luark, Fernanda S. Madrona

Deep foundation construction in highly developed urban settings pose unique challenges of working with deep excavations in a relatively confined area while preserving the integrity of nearby structures. For construction of the below grade parking for two, 40-story residential high-rise towers, shoring walls were required to support the maximum 70-foot-deep vertical excavation in downtown Seattle, Washington. The design of the excavation support system consisted of soil nails combined with closely spaced vertical elements to allow the top row of soil nails to be installed up to 10 feet below the ground surface avoiding conflicts with adjacent underground utilities. To limit deflections next to a seven-story building, the upper rows of soil nails were post tensioned. An instrumentation program was implemented to monitor the deflections in the shoring walls by means of vertical inclinometers and optical survey monitoring. The shoring wall performance, designed to limit deflection to less than 1-inch to meet the City of Seattle requirements, was validated by the instrumentation program. This paper provides a discussion of the design and construction of the shoring walls as well as the monitoring data collected from the instrumentation system. PROJECT INFORMATION The project consisted of two residential high-rise towers, with five levels of below grade parking, located at 707 Terry Avenue Seattle, Washington. The project site covers a half city block, approximately 120 feet by 240 feet, and is bounded by Terry Avenue to the east, Columbia Street to the north, Cherry Street to the south, and an alley to the West. Prior to the development, site was occupied by surface parking. A 7-story concrete building with two stories of below grade parking, owned by the Archdiocese of Seattle is located just west of the 16-foot-wide alley. Numerous below grade utilities consisting of electrical, telecommunications, gas, water, sanitary sewer, steam, and storm drains, surround the project. The perimeter below grade parking walls extended within inches of the property boundaries. Topographic relief across the site was on the order of 8 feet. Figure 1 illustrates the site plan view.

Jan 1, 2019

By Patrick K. Wong, Richard Kelly

"The variability in strength and compressibility of in situ deep soil mixing products can be greater than the variability of the natural soil. However, satisfactory performance can be achieved by careful construction and an appropriate QA/QC program. This paper presents a case study on the use of deep dry soil mixing columns to support several embankments over soft clay along a highway project. Post-construction settlement monitoring indicated that good performance is achieved where the acceptance criteria are met, except in an area with high organic content. Embankments with contrasting performance are compared to the quality control test results which comprised laboratory testing of core samples as well as in situ test results such as pull-out and push-in vanes and conventional cone penetration tests. Drawing on the performance results and quality control testing, discussions and guidelines are given on quality assurance acceptance criteria and construction control testing regime for future projects.INTRODUCTIONBetween 2008 and 2012, the largest deep dry soil mixing (DSM) contract during that time in the southern hemisphere was carried out for the Ballina Bypass project. The project, comprising 12 km upgrade of the Pacific Highway located in northern New South Wales close to the border of Queensland, was commissioned by the Roads and Maritime Services (RMS) of NSW. The ground improvement contractor was Keller Ground Engineering (KGE) Australia. Seven different types of ground improvement techniques were employed for the project, ranging from low embankment strategy with nominal preloading, to surcharge with wick drains, light weight bottom ash fill, DSM, vibro-replacement stone columns, dynamic replacement, and vacuum consolidation (installed by Menard Bachy Pty Ltd). Different techniques were chosen depending on time program, cost, and performance requirements relative to proximity to piled structures (e.g. bridge abutments) and post-construction settlement and differential settlement for either rigid or flexible pavements at different locations.DSM was the most utilized ground improvement technique employed on the project, comprising a total of about 285 km of 0.8 m diameter columns to depths up to 18 m for the purpose of supporting bridge approach embankments and culverts with embankment heights up to 6 m. DSM was chosen due to the very soft nature of the clay soil with moisture content practically at liquid limit, and the relative speed and economy of the system. Dry cement powder at rates of 160 kg/m3 to 200 kg/m3 were pneumatically discharged via the hollow stem of the mixing tool, and mixed with the soil (using multiple horizontally mounted paddles on a single vertical stem) at high speed as the mixing tool is withdrawn."

Jan 1, 2015

By Sandeep Pattnaik

Spring stiffness of soil and rock at different depth is often required for a pile structural model. If the pile is rested in multiple layers of soil, then it is rather more complex to simulate the soil in a structural model. The spring stiffness will vary based on density of soil strata over the depth. When a pile is socketed in weathered rock followed by a soil layer, a sudden change in subgrade modulus can influence the pile deflection drastically. Determination of soil spring and simulation of the pile in this condition required correct interpretation of subgrade modulus. The conventional approach of pile spring calculation underestimates the spring stiffness by ignoring underlaying stiffer layers. A finite difference method (FDM) of analysis can reasonably estimate the p-y of soil / rock based on subgrade modulus of each layer. However, the transition between the layers can be better simulated as per the deflection pattern of the pile. The lateral deflection of the pile is mainly dependent on the stiffness of soil layer surrounded by the pile. Generally, the lateral influence of a pile varies from 4D to 6D depending on the soil type. Therefore, soil spring stiffness around the pile would require special attention of a Geotechnical engineer to avoid uncertainty in the prediction of pile behaviour. In this paper, emphasis has been given to develop an approach for pile spring stiffness design. A standard software program LPile has been used to develop p-y curves of soil and rock layers at different depths and then converted to soil/ rock springs over the depth. Modulus of Subgrade Reaction as given in IS 2911 (Part2) was also used to correlate the spring value for different type of soil. Obtained analytical results were compared with full scale field trial for lateral deflection of pile. A good agreement between these two approaches has been established. The effect of soil structure interaction in the structural model shall be simulated by assigning an equivalent vertical and horizontal soil spring, which is developed by Winkler’s soil spring approach. A simplified design principle for calculating the pile spring is discussed in this paper. This approach has been extensively used in Mumbai metro elevated line pile design.

Nov 1, 2022

By Barritt Lovelace

Collins Engineers has been researching and implementing the use of drones on Civil Engineering Projects since 2015. Applications include bridge inspection, asset management, mapping, construction site management and emergency response. Recently this technology was used to map and model construction sites with deep foundations to verify and quantify designs. The ability to collect and use large amounts of data is transforming our world. Drone hardware and software is being used to capture and digitally replicate assets, giving owners unprecedented ability to visualize and manage their projects. Our teams help owners collect and process drone data into deliverables to be analyzed, annotated, stored, and shared. The use of drones can transform the way projects are managed and can improve project workflows. Data collected with drones can be processed into a digital twin of any project site or asset. This digital twin provides owners with a three-dimensional geometrically and geospatially accurate model. These models can be annotated and tagged with information that can be stored and shared locally or on cloud-based platforms. The data can be exported and used in a wide variety of CAD and GIS platforms. Goals When considering the use of UAS for several items need to be considered when establishing project goals. Safety Drones can be used to reduce job site safety risks in two ways. The first is that use of the drone can remove personnel from harm’s way. Surveyors and other project staff will traditionally walk the site to collect survey and other site information. These efforts can be replaced with the use of a drone eliminating much of the need for personnel to be on the job site itself which improves safety. The other way safety can be improved is that a digital model of a job site can be created on a daily or weekly basis that can be quickly analyzed for safety hazards. This analysis could be done remotely by safety officers to identify job site hazards which can then be corrected before injuries happen. Improved Deliverables Perhaps the most important reason to incorporate drones into project workflows it the ability to improve the project deliverables. Drones have the ability to quickly collect large amounts of high quality data which can be processed into orthomosaics, point clouds and 3D models that give engineers and project managers the information they need to make better decisions on design or project management.

Jan 1, 2019

By Karl A. Higgins

In August 2004, the long-awaited National Harbor project in the DC metro area sprang to life with the design of Gaylord National Resort and Convention Center. When the project was in its final stages of construction in 2007, it was noted as largest building development of the east Coast and the 4th largest Building project in the U.S. The final construction costs were above $900M and it served as the catalyst for the overall National Harbor development which added another $1B in construction costs over the next few years. The Gaylord Hotel is supported by approximately 150,000 linear-feet of driven precast concrete piling, one of a handful of major DC area projects in the early 2000s that were supported by this pile type. The project overall was a success, but the fast-paced construction schedule created significant challenges to the designers and contractors. Piling installation was the first major building construction task, and it did not start out well. While the test piles were installed without damage, when production pile driving began in the summer of 2005, pile head and body breakage soon became evident. Typical of most highprofile projects, there are many stakeholders involved and an equal number of opinions on why the piles were breaking. The financial and contractual implications of starting the project off awkwardly were evident to all. The pile driving criteria was scrutinized by the contractor, and the engineer’s had reservations about the size and type of the hammers used for pile driving. Ultimately, it was proven the leading cause of pile breakage was neither the pile driving criteria nor equipment, rather the pile materials themselves. The author of this paper is also the Geotechnical Engineer of Record for Gaylord National and many of the adjacent National Harbor buildings including the recently completed MGM casino. About 100 piles were damaged during Gaylord’s construction some requiring multiple piles for replacements. Over the past decade or so, rumors on the causes of the pile breakage have spread in the market, with some alleging this pile type is not compatible with the geologic setting. I have purposely avoided writing this case-study due to the controversy surrounding the subject, but now some 15 years later it seems appropriate to do so considering DFI’s annual conference location. This will be a fact-based assessment of pile breakage at Gaylord and will also include a comparison to the neighboring buildings where far fewer driven piles were damaged, once a more appropriate concrete mix design was required. The pre-cast supplier is no longer in business.

By Venkatesh S. V J, Shubha M, Srilakshmi G

Choosing for the best option of pile foundations to overcome large lateral and uplift loads for the foundations in transmission line towers/offshore environment is still being a concern to achieve the required capacities but also by considering the suitability aspect in the environment. The objective of this paper is to review the methods that have been done for knowing the uplift resistance and lateral resistance of pedestal piles. Investigations by different methods such as experimental studies, numerical and analytical studies have been done by various researchers in order to evaluate the response of a belled pile. These methods are discussed in this paper and the comparison with straight shaft pile based upon the test and analysis. The results indicated that the uplift resistance and lateral resistance were significantly increased with the adoption of belled piles than straight shaft piles.

Sep 1, 2022

By Paul J. Lewis

Replacement of the Monroe Street Viaduct in southwest Baltimore City, Maryland included transforming 240 feet of the south approach from a pile-supported multi-span bridge to a mechanically stabilized earth (MSE) embankment supported by vibro-concrete columns (VCCs) and a load transfer platform. The project area was underlain with highly compressible soils which would have resulted in up to 18 inches of settlement under the proposed embankment load. Adjacent structures and critical underground utilities would have been impacteded or damaged by this settlement. Various load transfer alternatives were evaluated to mitigate the anticipated settlement by supporting the embankment on a deeper, more competent stratum. The alternatives considered included compaction grout columns, stone columns, deep soil mixing, and VCCs. Deep soil mixing was eventually selected for design, however, as part of a value engineering proposal, the general contractor Joseph B. Fay Company, with assistance from Hayward Baker and the Collin Group, prepared and submitted an alternative consisting of VCCs. This paper presents the details of the value load transfer platform and VCC design. Loading tests were utilized to confirm the VCC capacity and field changes were implemented based on the test results.

Jan 1, 2007

By A. David Miller, Douglas M. Barber

"The Rocky Mountain Arsenal was used by the military to produce chemical warfare agents and incendiary munitions for use during World War II and later by private companies for the production of industrial and agricultural chemicals. After an investigation performed in accordance with CERCLA confirmed significant levels of contamination due to the common industrial and waste disposal practices of the era and the discovery of over 300 species of wildlife inhabiting the land the Rocky Mountain Arsenal became a wildlife refuge and contamination cleanup efforts began. Three lime basins originally used to treat wastewater from the chemical production were decided to be contained in place, requiring a seepage barrier installed around the perimeter of the site to further prevent groundwater/contaminant migration. This case study will discuss the successful installation of a soil-bentonite cutoff wall around the area using deep soil mixing. Highlights of this case study will also include a discussion of the challenges faced due to construction activities performed with Level B Hazmat PPE requirements as well as added challenges brought on by the Winter season, after the project was delayed due to a positive air monitor detection for the chemical weapon Lewisite during construction of the work pad.INTRODUCTIONThe Rocky Mountain Arsenal (RMA), located just outside of Denver, Colorado, was established by the United States Army in 1942 to produce chemical warfare agents and incendiary munitions for use during World War II. Following the war, and as weapons production decreased, portions of the site were leased to private companies for the production of industrial and agricultural chemicals. The principal lessee, Shell Oil Company, manufactured mostly pesticides at RMA facilities from the early 1950s to the early 1980s.In 1984 an investigation began in accordance with the Comprehensive Environmental Response, Compensation and Liability Act (CERCLA) and confirmed significant levels of contamination due, in large part, to the common industrial and waste disposal practices of the era. It was also discovered that over 300 species of wildlife inhabited the land in the absence of regular human activity, including a group of bald eagles, leading to the passing of the Rocky Mountain Arsenal National Wildlife Refuge Act in 1992."

Jan 1, 2015