Search Documents

By Y. El-Mossallamy

The piled raft foundation was extensive applied in the last two decades in different soil conditions e.g. in soft to stiff clay as well as in medium to dense sand and even in highly weathered rock. The piled raft is now applied not only to control the foundation settlement but also to minimize the required raft thickness to reach the most economic foundation design. An innovative application of the piled raft is its special adjustment to cases of foundations with large load eccentricities or very different loaded parts of buildings to avoid the need of settlement joints, which are especially complex below ground water table. Recently, the piled raft is applied for foundations of highway and railway bridges with special serviceability requirements regarding the allowable total and differential settlement as well as tilting. Actually numerical analyses are the mostly used design methods for piled rafts. For all day design practice a simple and modest design method is highly needed -at least in the first design stage- to check the feasibility of the piled raft on the specific project conditions. In this paper, a general overview on the recent innovative applications of piled rafts in Germany will be presented in a short overview. The results of the simple design method will be discussed and compared with the results of more enhanced numerical methods.

Jan 1, 2006

By Harry K. Weatherbee

The paper presents a design case study for a four-story correction facility addition in south Boston, Massachusetts, supported on friction piles driven into the Boston Blue Clay. 356 mm (14-in.) square prestressed-precast (PSPC) concrete piles were selected as they were found more effective and economical. A static load test was performed where the pile was brought to "failure". The load test data were evaluated to estimate the Ultimate Pile Capacity as well as the Ultimate Unit Skin Friction (Adhesion) to serve as a design tool for friction pile projects in the south Boston Area.

Jan 1, 2003

By Graeme Smart, Thomas Fiala

"Yorkville Plaza II, a 40-storey signature condominium residence, is scheduled to open on Avenue Road in Toronto’s prestigious Bloor-Yorkville neighbourhood in spring 2017. In close proximity to Toronto’s subway system, the new tower requires six levels of underground parking, founded in wet, silty sand.Isherwood Geostructural Engineers (Isherwood) was retained in April 2012 by developer Camrost-Felcorp to provide a shoring and excavation solution to address the challenging site conditions. A 31-storey upscale residential building under renovation with three levels of parking, owned by Camrost-Felcorp, flanks the site on the north. Situated on the eastern border is a 7-storey building with three levels of parking. Avenue Road, a four-lane arterial road that brings heavy commuter traffic into downtown Toronto, runs along the western border, and on the southern border of the site is a busy City road that brings traffic into the popular Yorkville area. The tunnel for the Toronto Transit Commission’s (TTC) overburdened east-west subway is located 14.5 m to the south, running below an existing 26-storey neighbouring building. Electrical and communication utilities (Bell) are closely located along the southern side. Non-documented existing excavation shoring, installed in the early 1970s, on the southern and western sides compounded the difficulties presented by the TTC tunnel.This paper presents the unique, non-conventional hybrid shoring solutions Isherwood developed to address the challenges presented by the site, as well as other complications that surfaced during the project: non-encroachment requirements (no tiebacks) beneath uncooperative neighbours, tight geometry to install shoring, and Toronto’s two coldest winters in decades.THE PROJECTBecause of circumstances associated with this site, for this project Isherwood designed two unique shoring walls which drew on their experience and expertise they had gained over the last 40 years. The following is the story of this site:Yorkville is an affluent neighbourhood in the heart of Toronto with a vibrant mix of high-rise towers, residential homes, tony restaurants and flagship shops. The development requires six levels of underground parking (a 20m deep excavation), with three levels undermining the high-rise buildings to the north and east and extending into wet, silty sand.Isherwood was retained in the spring of 2012 to design the excavation shoring. Isherwood’s scope also included field support, design, verification and monitoring. Finite Element Analysis was employed to confirm Isherwood’s design and anticipated movement of the south shoring wall and the TTC subway tunnel.The existing site was severed in two, with the proposed condominium tower slated for the southern portion. On the north half of the site stands a 31-storey building (Yorkville Plaza I at 21 Avenue Road), with three levels of underground parking, sitting on belled caissons which were one foot from the back of the proposed shoring wall so this would have to be considered in relation to the design and drilling methods. Constructed in the early 1970s, Yorkville Plaza I is currently being converted from the Four Seasons hotel to luxury condominiums by Camrost-Felcorp. To the east, directly adjacent to the proposed shoring, stands a 7-storey building (164 Cumberland Road) with three levels of parking, supported on spread footings founded on stiff clayey silt. The tunnel for the TTC’s busy east-west subway, a double box structure built by cut-and-cover in the 1960s, is located 14.5 m to the south, 9 m below grade, and running below an existing 26-storey building. Bell fibre optic communication cables and electrical lines, along with storm and sanitary sewers, are situated on the south and west sides of the site, leaving limited room to install shoring. Due to the heavy volume of commuter traffic on the four-lane arterial road (Avenue Road) to the west, site access and lane closure were not permitted here."

Jan 1, 2015

By Vahid Tajdar

The behavior similarity between pile and cone penetration test, has guided the researchers to use the CPT results in prediction of piles bearing capacity. In this article, artificial neural networks have been used to study about relation between cone tip and sleeve friction strength obtained from cone penetration test and ultimate pile bearing capacity, obtained from static pile load test. Artificial neural networks "ANNS" is a form of artificial intelligence. ANN tries to dramatize the human nerves & brain system biology structure in self-structure. In this article, the results of relevant studies about the prediction of ultimate pile bearing capacity in especial area of soils are presented by use of back - propagation neural networks. The results of static pile load test up to failure on 63 piles with closed end and CPT test results in the place of construction these piles use in order to confirm and creation ANN model. Comparing predicted ultimate pile bearing capacity by utilizing ANN with the numbers which are predicted by 5 common traditional methods shows that using of artificial neural networks is a suitable method for predicted ultimate pile bearing capacity in identified area of texture of soil moreover it has a better operation in comparison with common traditional methods.

Jan 1, 2006

By Evelio N. Horta

The influence of soil improvement replacement area in foundation settlements is discussed for soil improvement methods used in Southeast Florida. A 3D Finite element analysis is used for two typical conditions in the area: foundations bearing on loose sands and foundations bearing on a crust of limestone underlaid by very loose sands. Particular attention is given to Jet Grouting as a soil improvement method. The potential impact of the stiffer jet grout columns on the structural foundation design and quality control issues are also discussed. It is shown that in loose sand conditions 15 to 20% area replacement produces substantial reduction in total settlements. Reduction in total settlements for mixed profile is less significant but the use of the method in those cases is directed to reduce punch through potential.

Jan 1, 2007

By Pancho J. Garza, Keith H. Dahlen, Chris A. Labye

"Design for reconstruction of the East Flagstaff traffic interchange project located in Flagstaff, Arizona posed particular challenges. The proposed design included construction of a nearly 50-foot tall mechanically stabilized earth (MSE) wall given rightof- way constraints and soft subgrade soils. The tight right-of-way, approximately 15 feet in certain locations, adjacent to existing structures limited the number of viable remedial alternatives to provide grade separation at the proposed bridge abutment without significant settlement. Preliminary analyses indicated the existing subgrade soils - consisting primarily of relatively soft silts and clays with decomposed pumice - would settle approximately 12 to 14 inches resulting in unacceptable wall deformation. Stone columns placed via vibratory methods (vibro-replacement) consisting of circular excavations which penetrate to firm bearing soils and which are filled with crushed stone were selected to densify the existing subgrade soils. The implemented mitigation measures helped limit settlement to less than one inch and allow for successful construction of the project. The project history - including site constraints, subsurface conditions, evaluation of remedial alternatives, stone columns methodology, and effectiveness of ground improvements - will be discussed.IntroductionThis paper describes the subsurface investigation performed for the reconstruction of the Business Route 40 (B-40) (Country Club Drive) and United States (US) 89 Traffic Interchange (TI) located within the city limits of Flagstaff, Arizona. This project is currently referred to as the East Flagstaff TI. The Project Site Vicinity Map is shown below.The former B-40/US 89 TI was considered ineffective in handling the current and projected volumes of traffic which transition from northbound (NB) B-40 to US 89 (both directions), as well as from southbound (SB) US 89 to SB B-40. The intent of the project was to reconstruct the TI to better accommodate projected traffic volumes. The project eliminated the existing ramps from both NB B-40 to SB and NB US 89. The new interchange includes a Tee intersection from B-40 to US 89. In order to accommodate this alignment, the profile of US 89 was raised several feet (on nearly the same as existing horizontal alignment) to match the elevated profile of B-40. B-40 was shifted just west of its current alignment to accommodate construction of a new, wider bridge structure which spans over Industrial Drive, the Burlington Northern Santa Fe (BNSF) railway, and old Route 66. South of the new bridge, B-40 transitioned back to the existing alignment just north of the I-40/B-40 TI. Within the project limits, both US 89 and B-40 were widened to three travel lanes in each direction."

Jan 1, 2015

By Roy Jennings

The Discovery Expedition of St. Charles, MO chose to build its two-story museum in the flood plain of the Missouri River, near the starting point of the Lewis and Clark Expedition. Should the lower level be inundated at flood stage, plans call for the replica riverboats to be moved by trailer to higher ground. The museum's design required an open span structure with heavily loaded footing or piles. Spread footings could not be used due to the compressible soil profile. The location, in a historical district, precluded dynamically driven piles. Sixty-three uncased Helical Pulldown Micropiles were driven to the bearing stratum to support the museum with minimum disturbance. There were no spoils to dispose of during construction and the piles were completed in eight working days with minimum impact to the environment and neighborhood. The maximum working load required was 84,000 pounds (374kN). Test results are given in the form of installing torque.

Jan 1, 2003

By Wen Songlin

This paper presents an experimental program to investigate the behavior of a pile with wings under horizontal loads in sand at laboratory. The work focused on evaluating the lateral resistance behavior and the geometric effect of wing board on the horizontal resistance. Based on the measured data and observed phenomenon, the following behaviors have been observed: 1) A pile with wings is not only a powerful means to improve the horizontal bearing capacity of a pile foundation but also economy and feasibility; 2) The horizontal bearing capacity of a pile with wings increases with increasing of it?s wing board?s area; 3) The pile lateral capacity is also influenced by the wing board?s geometric shape. Under a certain soil and pile condition, there is a critical embedment depth of the wing board, which will yield the maximum horizontal bearing capacity. It was further observed that when the displacement of the pile head increases, part of the horizontal bearing capacity of the pile is developed by the so-called shaft?s anti-pulling capacity.

Jan 1, 2007

By Paul J. Axtell

Two new railroad bridges in Kansas City, Missouri are founded on drilled shafts embedded into the soil and underlying shale. The uncertainty arising from the non-homogeneous, anisotropic nature of most shales, and the variability of shales across the U.S., makes it a difficult material to assign appropriate design properties. As was the case on this project, the uncertainty of foundation performance in shale can lead to overly conservative designs, particularly with drilled shaft foundations. An extensive Statnamic axial testing program was performed to verify that the load-settlement behavior of the drilled shafts would be acceptable for the intended railroad traffic. Axial Statnamic testing was applied in three increasing cycles of 927 kips, 1007 kips, and 3177 kips, respectively. The maximum movements recorded at the shaft head during each of the loadings were 0.052 inches, 0.062 inches, and 0.257 inches, respectively. The loads applied in each of the respective Statnamic tests were not sufficient to reach the capacity of the shaft; so direct comparison of measured and calculated capacities is not possible. However, evaluation of the estimated design capacity can be accomplished based on results from the Statnamic testing program by utilizing normalized load transfer relations presented by O?Neill and Reese (1999). Such comparisons necessarily require extrapolation of the data measured in the Statnamic tests following typical load-displacement response. Results indicate the Kulhawy and Phoon (1993) method for estimating side resistance in Pleasanton shale rock sockets, assuming a smooth socket, appears to agree well with observed behavior during Statnamic testing. Accordingly, the O?Neill and Reese (1999) method for estimating the toe resistance in intermediate geomaterials, assuming cohesive rock with Rock Quality Designation (RQD) between 70 and 100, appears to agree well with observed behavior during Statnamic testing. Finally, based on Statnamic testing at varying load magnitudes and normalized curves developed by O?Neill and Reese (1999), the contribution of side resistance to the capacity of a deep foundation can be determined assuming no load is transferred to the base of the foundation during lower magnitude testing. Furthermore, higher magnitude testing can provide a means to evaluate the accuracy of design end bearing calculations.

Jan 1, 2006

By Cheng Lin

The Group Equivalent Pile (GEP) approach was proposed by researchers to analyze a laterally loaded pile group. This approach enables engineers to evaluate the behavior of a pile group in single pile analysis software, such as LPILE. A previous study showed that the calculated results using the GEP approach for piles agreed well with field test data. To evaluate the accuracy of the GEP method for analyzing laterally loaded shafts, two case studies with different shaft diameters were performed in this study. The comparisons showed that the calculated results using the GEP method and considering the contribution of the shaft cap if embedded generally agreed with the measured from the full-scale tests.

Jan 1, 2009

By Stefano Trevisani

Abstract The FIEC Sustainability Vision states that “risks should be identified and allocated in a fair manner across the project team from the early stages of the design phase. A partnering approach, where objectives and timescales are agreed in advance together with all relevant partners in the value chain, offers a useful solution to improve on site efficiency and reduce disputes”. An alliance or collaborative form of contract involving all parties is the best way to ensure fair contract conditions and proper risk allocation in construction projects. Collaborative contracts are particularly useful where there is uncertainty or undefined information or in the event of technical difficulties and other risks difficult to allocate among the parties involved in the project. Owners sometimes require even special output in terms of innovative technical solutions or special performance. In addition, this particular form of cooperation has been construed and developed with the intention of avoiding and mitigating another great risk associated with the construction industry (especially in complex projects): disputes and conflicts, which are often a major cause of delays, increased costs, loss of reputation and opportunities. In contrast, Alliances are a way to increase and strengthen business relationships, technical and economic innovation and effectiveness, in a worldwide global context where the waste of resources must be avoided in order to guarantee future recovery and growth. Of course, the total cost of a project is usually a key factor and the main driver for the Owner and the Contractors in deciding the type of relationship between them as well as the subsequent relationship with subcontractors and lower-tiers. This paper and presentation, will explain the main features and the principle benefits that the use of collaborative contracts can bring to all parties involved in the construction project, including the sustainable financial return that might be achieved if costly and time consuming disputes can be avoided.

Jan 1, 2014

By S. L. Karunakaran

Selection of an appropriate foundation system requires great skill and ingenuity on the part of the designer. Certain guidelines for choosing between a pile and raft foundation are presented. A number of methods are available for estimating the capacity of piles, giving a wide range of values for the theoretical load carrying capacity. A few aspects to be taken into account while arriving at an appropriate theoretical capacity are discussed. The effect of fluctuation of water table level on the pile capacity and method of accounting for this factor on the pile capacity obtained through initial load test are also discussed. A case study presents a comparison between the estimated values of capacity of piles and the values obtained through the initial load test.

Jan 1, 1996

By Abdulazeez Rotimi, Barry Sheppard, Abid Adekunte

Good engineering practice is a function of sound theoretical knowledge, first-hand experience on previous projects of similar scope and scale, good acquaintance with case histories of similar projects completed by others in similar environmental conditions, as well as satisfactory degree of exposure to state-of-the-art methodologies. The four factors itemised above are typically interdependent. They amalgamatively influence the judgement of the Engineer and they ultimately result in the delivery of safe and cost-effective solutions by Professional Engineers. This technical paper presents detailed information on the ground engineering aspects of a large-scale housing development project located on a sloping site that had been presumed to be unstable in West Sussex, England. The ground engineering design package for the scheme comprised of temporary working platform designs & stability assessment for piling rigs and other construction machinery, geostructural designs for approximately 1km total run of permanent bored pile retaining walls to support the split-level construction on the sloping site and geostructural designs for the permanent foundation piles to support the housing units. The paper details how the four factors outlined above were amalgamated by the project’s foundation specialist consultants & piling contractors to deliver safe and practical solutions for the development, with significant savings in materials, cost and project completion time.

Sep 8, 2021

By C. L. Liao

The chief experiences for constructing deep tubular columns foundation under deep water are as follows: 1. P.C. tubular columns were sunk inside the caisson. 2. P.O. tubular columns of 3.6 M. diameter were sunk thru thick soil layer to a depth of 47 M. by vibrators. 3. The double wall steel cofferdam was sunk thru soil layer to a depth 31.3 M.. 4. Bore the bedrock with rotary drill succesfully. According to the successful experiences mentioned above, the deep tubular columns foundation may be constructed beyond 100 meters.

Jan 1, 2010

By Kyle Kershaw

Micropiles are routinely used in the United States for foundation support and stabilization of slopes. In recent years, several retaining walls have been constructed using micropiles in an A-frame type configuration to support temporary and permanent excavations at sites with limited access and limited right-of-way. Typical A-frame micropile walls consist of a row of vertical micropiles at the face of the wall and a row of battered micropiles extending into the soil or rock to be retained. The two rows are then tied together with a pile cap such that the front pile acts primarily in bending and the back pile acts primarily in tension. Because of tight right-of-way constraints at a residential site in Aspen, Colorado, it was not possible to construct the wall using conventional shoring systems or micropiles in the typical A-frame configuration. Rather, the wall was designed such that the row of battered piles was installed at the wall face and the row of vertical piles was installed adjacent to the property line behind the wall. As a result of the reverse configuration of the A-frame wall, FLAC, a two-dimensional, finite difference software program, was used to model the soil-structure interaction. The final wall design consisted of both temporary and permanent retaining wall sections with maximum heights of 26 feet. Inclinometers were installed in several piles to monitor the behavior of the retaining walls during and after excavation. This paper presents an overview of the design method, a discussion of construction techniques, and a comparison between the FLAC model and the measured behavior of the wall in the field.

Jan 1, 2007

By George K. Burke

Underpinning of a structure has been traditionally expensive, time consuming, and, in many cases, caused as much settlement to the existing structure as it was trying to prevent. As underpinning is normally one of the initial tasks and on the critical path on a construction project, there is immense pressure on the subcontractor to speed up his operation so the new structure can proceed; this can cause an adversarial relationship to develop between the owner, engineers, general contractor and subcontractor. Since its introduction to the North American market in the late 1980's, Jet Grouting has not solved all these problems, but where utilized, has shown economical benefits, a faster and safer installation, and a minimal movement of the structures being underpinned. A history of the development of jet grouting is presented; a comparison of this technique versus other grouting methods, a description of the jet grouting system with emphasis on the triple rod systems; case histories of jet grouting used for underpinning and conclusions and references are included to follow the program's themes of: - Recognizing Solutions to Today's Problems - Defining Tomorrows Challenges - Putting America on a Solid Foundation

Jan 1, 1991

By Jean J. Abiassi

The Boston Marine Industrial Park (BMIP) VENT 6 project is a cut and cover tunnel, part of the Central Artery / Tunnel (CA/T) in the city of Boston. The BMIP job will serve as the south approach to the Third Harbor Tunnel crossing. The alignment is approximately 2500 Ft long and is made up of four sections starting from west to east: 1. West Tunnel 2. Boat Section 3. East Tunnel 4. Tunnel inside Vent 6 Cofferdam and connection to the Third Harbor Tunnel. The support of excavation (SOE) system for the West Tunnel, Boat Section, and East Tunnel are all a part of this project whereas the SOE for Tunnel inside the Vent 6 Cofferdam was a part of the contract for the Third Harbor Tunnel.

Jan 1, 1994

By Lin Daoyi

In this paper, we have adopted the high pressure jet-grouting curtains to seal the sea-water, and to consolidate the wall of the well for deep foundation diteh, make a pladge of building and construction of deep foundation was primarily on progress without water. This paper, we have been given a test for pumping water under mainly the circumtances of sealing condition and to report in advance the capacity of seawater seeping into the gam curtains in the process of building and construction of deep foundation.

Jan 1, 1991

By Wen-Chieh Cheng

Two bored piles with base grouting are loaded axially and the results are used to compare with numerical analyses. One compressive pile with a diameter of 2 meters is drilled through clay deposit and into bedrock to a depth of 13.7 meters. One tensile pile with a diameter of 1.5 meters is drilled through the same clay deposit and into bedrock to a depth of 17 meters. Both piles are installed with monitoring system such as rebar strain meters, concrete strain gauges and extensometers. The monitored data during pile load test are used to obtain average frictional stress (t) a displacement (z) curve, pile tip bearing (q) as well as pile head load (p) and a displacement (s) curve. FLAC3D is used to simulate the pile loading and base grouting. The soil and bedrock are modeled with Mohr-Coulomb. The parameters of the constitutive law are established from soil biaxial tests and rock bore hole deformation tests. The pile is assumed as an elastic body. The interface element is used to simulate the pile/soil interface and pile/rock interface. The numerical results are compared with the pile load test in terms of t-z curve, q-z curve and p-s curve. Finally, the pile base grouting is simulated and the uplift is analyzed. The result from this study is promising and the numerical modeling is successful.

Jan 1, 2006

By Pan Shisheng

Amodified load transfer method computing the displacement, axial compression, skin resistance, toe resistance, and other static bearing behaviours of piles, is propoesd in this paper. Through deriving a new concrete computational method with simple integration, many complex factors, such as different soil properties of each layer in layered soil, variation of soil parameters with the changes of the depth, different elastic moduli of piles under different loads, and even different areas in the same pile, can all be easily considered. This method fits in with many types of piles, including friction and point bearing piles, precast and cast-in-situ piles. Observation of static loading test on pile is given, and the computed values from the modified load transfer method are found to agree with practical measured results.

Jan 1, 1991