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By Zhang Baoshan

In this paper, the forced features and dynamic behaviors of stone-column composite foundation are concisely related. The characteristics of Rayleigh wave method is summarised. This method is proposed in which, the stress ratio of the stone-column to the surrounding soil and the bear­ing capacity of the composite foundation are determined. Through the engineering cases, it is shown that, checking and evaluating the composite foundation in this method, is feasible, with high speed and low cost.

Jan 1, 1991

Jan 1, 2001

By Sanjeev Malhotra

The American Petroleum Institute (API) method of predicting pile capacities in sands is reviewed. Factors that influence pile capacity such as soil parameters, pile parameters, loading effects and installation effects are listed. In addition, the simultaneous occurrence of physical phenomena such as grain crushing, pile shaking, stress-redistribution and plugging add to the uncertainty in the prediction model. To better understand the method of prediction, each parameter and the associated uncertainty is revisited. It is evident that these factors are inter­related and sometimes compensating. This discussion also draws attention to the influence that pile installation procedures can have on pile capacities and highlights the need for field experience with various pile installation procedures for designers. In summary, the strength of the method lies in its simplicity and ease of application, but the possible savings generated by an improved method are too substantial to ignore.

Jan 1, 2000

By Samuel J. Kosa

The Monotube is a uniformly tapered high-strength steel shell pile manufactured for friction pile applications. The Monotube pile was developed in the early 1920's in Canton, Ohio. Its first commercial installation was an Ohio railroad trestle in 1926. The Monotube has been manufactured in the same Canton plant since its inception. The Monotube is produced in four diameters, 12, 14, 16 and 18 inches, with U. S. Standard Gage wall thicknesses of 9, 7, 5 and 3. The uniformly tapered Monotube section can be manufactured in one of three rates of taper.

Jan 1, 1993

By Mohammed Z. Islam

As cities are growing all over the world, the need for urban transportation facilities are on the rise. Designers (of these facilities) today are faced with a number of constraints for their design, of the most is the space limitation and impact of new construction activities to the community. A typical subway station, as the focus of this paper, is approximately 600 to 1000 feet long, 50 feet wide and 2 to 3 story high. With such a large volume of construction activities, it is easily realized why underground stations are becoming obvious choice for larger cities eventhough the cost could be 2 1/2 to 3 times as much as an aerial station and 4 to 5 times that of an at-grade station [O'Neil et. al.(1977)]. Since cost is an important factor which is always increasing, therefore, the designer should have a good planning, consider alternatives for design and come up with a realistic design with minimum impact to the community. This paper is about the geotechnical considerations that the designer should be aware of. PLANNING A 1977 report [O'Neil et. al.(1977)] on the construction costs for a number of underground subway stations indicate that about 4 0% of the cost is site-controlled, 35% is structural items, and 25% is finish and equipment. It is seen that of opportunity exists for cost savings in the site selection and proper use of the site. Once the site is selected, the cost of construction become controlled by urban conditions at the site, geotechnical conditions, station size and depth. Therefore, the design-solution is very much site-specific. The geotecnical designer should collect the following information at the early phase of the design:

Jan 1, 1993

By Jacob Chacko

The east span of the San Francisco-Oakland Bay Bridge (SFOBB), which is one of the most heavily traveled bridges in the world, will be replaced due to seismic safety concerns. The majority of the new bridge will be founded on large-diameter (1.8 to 2.5 meters), approximately 60- to 100-meter-long pile foundations The large-diameter steel pipe piles and soil conditions are similar to those used/encountered in many offshore structures. Thus, the design methods used are based on site-specific modifications to the procedures recommended by the American Petroleum Institute rather than the conventional procedures that have been formulated and used for the design of much smaller piles. Pile foundations will experience their maximum loads during the design earthquake. For the Safety Evaluation Earthquake, tension loads of up to approximately 80 to 90 meganewtons (MN) and compression loads of up to approximately 120 to 140 MN were calculated. Due to the economic importance of the SFOBB and the consequences of catastrophic failure in both economic and human terms, the design and analysis of the pile foundations supporting the bridge consider a number of aspects of pile-soil behavior that are normally ignored. Those aspects include: 1) the effects of consolidation and setup, 2) the behavior under dynamic loading, 3) the losses of resistance under cyclic loading, and 4) the load-settlement behavior of the piles under severe cyclic loading conditions. Since the treatment of complex aspects of pile foundation behavior is not codified in any guiding documents, several project-specific methods were developed for design and analysis of the foundation piles.

Jan 1, 2002

By D. Michael Holloway

The California Department of Transportation (CALTRANS) evaluated several pile foundation schemes for supporting the structures along the realignment of Interstate 880. The project replaces the double-decked (Cypress) viaduct collapsed in Oakland, California during the 1989 Loma Prieta Earthquake. Structural support demands led to the selection of steel pipe piles (16-, 24-, and 42-inch-(406-, 610- and 1067-mm-)diameter), filled with concrete and steel reinforcement. Deep penetrations required through layers of very dense/cemented sands in some locations, caused serious drivability and pile integrity concerns. The need for large pile driving hammers and large diameter steel pipe piles pushed the engineers well beyond local experience. Such questions as the feasibility of driving the pipes closed-ended through dense upper strata and quantifying the effects of installation on the long-term capacities of the piles led Caltrans to develop a comprehensive pile test program to address the design and construction issues effectively. The results were furnished to prospective bidders on the production stages of the ensuing contracts.

Jan 1, 1995

By D. A. Bruce

To check the feasibility and the quality of a very deep diaphragm wall, a tern of adjacent panels has been constructed, up to a depth of 100 m, in the Milan sandy gravelly soil by means of a hydraulically driven milling machine with reverse circulation of mud. The results of the monitoring carried out in order to evaluate the panel geometry and the quality of both joints and concrete are described. The use of instrumentation based on different physical principles allowed the cross checking of measurements as well as the evaluation of the accuracy and sensitivity of each single procedure to be performed. The trial field was successfully carried out and the feasibility of a diaphragm wall of such a depth was demonstrated and corroborated by a reasonable level of quality control.

Jan 1, 1989

By John N. Cunningham

Despite the wide use of micropiles for rehabilitating and retrofitting existing structures, little is known regarding the load-transfer distribution of grouted micropiles in various soil deposits. The rehabilitation of a concrete-frame warehouse in Portland, Oregon, required provisions for the seismic restraint of a new shear wall; the installation of two micropiles was specified to meet project requirements. The micropiles were uncased, 19-m (63-ft) long, 200-mm (8-in) nominal diameter, and reinforced full-length with a 64-mm (No. 20) diameter hardened steel threadbar. Due to space limitations, a sacrificial, instrumented micropile was installed near the two production piles to verify design assumptions. This paper describes the geologic setting of the project within the unsaturated Missoula Flood deposits, instrumentation, load-displacement behavior, load transfer, and Beta-coefficients for the sacrificial micropile.

Jan 1, 2011

By Eric C. Halpin

"1. Introduction and Backgrounda. In its fundamental form, risk is simply the likelihood of an adverse impact. Expanding on this theme, the Corps of Engineers has broadly defined risk associated with infrastructure as a factor of three distinct elements: a probabilistic assessment of a hazard such as a flood or earthquake; a probabilistic assessment of how the infrastructure performs in the face of this hazard; and a measure of the likely consequences – loss of life, economic damage, environmental impacts – associated with the resulting inundation scenarios.b. The lessons and observations described herein relate to the Corps of Engineers experiences in implementing risk concepts for infrastructure management during the period 2005 through 2013. The Corps of Engineers is a large, decentrally operated and centrally led federal agency that plans, designs, constructs, operates, maintains, and/or manages a portfolio of over 3,000 built dam and levee systems within the United States. The infrastructure in this portfolio is 55 years old on average, and although much of the structures provide for flood risk management benefits, many of the dams deliver multi-purpose benefits. Scale matters – where scale and uncertainty are large, risk concepts provide great opportunity and arrangement for application.c. The amount of organizational change that is demanded for the implementation of risk concepts is considerable and should not be under estimated, but need not be feared if the path others have taken is considered. This paper is, in many ways, an opportunity to step back from the last seven years of implementing risk informed management, check our own azimuth and maturation, and share the purpose and energy behind our own continuing actions. Hopefully, this azimuth check is also beneficial to those that are either considering the use of risk or are in the process of implementing risk concepts.d. Success at managing the massive change related to incorporation of risk concepts will directly affect success of the infrastructure program. The three key organizational elements to consider –human systems such as governance and competencies; policies that outline the who, when, and why of decisions and management; and the processes and technology that outline how work is to be performed - are changed fundamentally. From senior leaders to project team members and all of the people in between, there is a need to discuss, confront, and vet the change and the role people and organizations have in the process. For the Corps of Engineers, with a history of over two centuries, deeply embedded beliefs about infrastructure aren’t transformed over night - the change process is decadal in scope. Given our self imposed “project execution” mantra and corporate objective, risk seemed threatening at first to the cost and schedule of delivering infrastructure projects. In reality, risk concepts have been responsible for savings and cost avoidance of nearly $6 billion over the last three years alone while at the same time justifying increased investment by several fold for the highest risk needs."

Jan 1, 2014

By S. F. Fu

The Charkhan Salt Lake area of the Chaidamu Basin in West China is characterized by soft super-saline soils with very high contents of soluble salts. From the engineering point of view, these saline soils are saturated, liquid-plastic and moderately to highly compressible lean silty clay and clayey silt. In the natural state, their allowable bearing capacity is only 60-80 kPa. As to the saturated lean silty clay, liquifaction in case of an earthquake of intensity 7 on the Modified Mercalli scale is considered likely. In order to improve the geotechnicai properties of the saline soils, stone colomn stabilization by means of vibroflotation was performed. As the geotechnicai properties of the soils are closely linked with the amount and composition of the soluble salt content, saline water with chemical content similar to that of the saline soils was used as flush fluid in the course of hole-making and column-forming, with a view to keeping unaltered the amount and composition of the salts in the soils and thereby precluding reduction in or loss of their strength. Systematic monitoring on the behavior of the foundation soils before and after the treatment and comparison of the numerical data thus acquired have shown good technical results, testifying to the effectiveness of stabilization of soft superealine soils by vibroflotation. As a result of the treatment, the allowable bearing capacity was increased one to two fold, accompanied by elimination of the liquefaction potential.

Jan 1, 2010

By Kazunori Matsushita, Frank Vespi, Emi Walder, Mitsuo Nozu

During the runway expansion project at the Fort Lauderdale-Hollywood International Airport in Florida (FLL project), therewere complicated geotechnical issues with a number of cavities in the limestone-loose sand mixed ground thatexisted in many areas below the existing ground. Collapsing the cavities and compacting the runway foundation to secure the take-off and landing of aircrafts was a necessary requirement for the project. The Mammoth Vibro-Tamper (MVT) which produces less vibration and noise level, was proposed and accepted as the alternative to the originally specified Deep Dynamic Compaction (DDC) for the runway with its length of 1.5 miles and area of 570,000 square yards. In this report, the shallow compaction effect and reduced ground vibration with the MVT are presented in comparison with the DDC which was utilized on the same project in a different area of the airport. INTRODUCTION MVT was developed by Fudo Tetra Corporation in the 1960’s and has been widely used in Japan (more than 14,400,000 square yards). For example, at the Kansai International airport, a large area including aprons was compacted with the MVT. It is capable of compacting up to approximately 5m in depth by using a heavy steel plate (3m x 3m) and a strong vibrator motor (V-180, 10Hz) on top of the steel thick plate with specified time duration. We were involved in densification work with the MVT at the Fort Lauderdale Airport Project (Figure 1) from June, 2012 to February, 2014. Deep Dynamic Compaction (DDC) was originally specified as the compaction method to secure the relative density over 70% in every 2,000 square yards grids, however, we proposed the application of MVT to reduce the vibration risk and it was accepted as the alternative (Figure 2). The compaction work was completed in February 2014, without causing any delay in regard to the residual settlement due to the high embankment (H=60ft=18m).

Jan 1, 2018

By Paul J. Sabatini, Yazen A. Khasawneh

"A Demag CC1800 crawler crane was partially erected on crane mats adjacent to a seawall when settlements near a corner of the crane mat area were observed to be slightly larger than previously assessed. A ground improvement program including installation of dry soil cement mix (DSM) piers was implemented to improve soil bearing capacity. Due to near-surface obstructions, only 75 percent of the DSM piers were installed to the design depth. Because of the partial installation of the DSM piers, an evaluation of the crane pad stability and the effect of the crane loading on the stability of an adjacent 10-ft high concrete seawall, which was believed to have limited (if any) reserve capacity, was required. A two-dimensional finite element model was developed to evaluate the responses of the partially improved ground and the sea wall to the loads imposed by the crane. Geotechnical site investigation and laboratory testing programs were performed to better define the subsurface conditions near the area where settlements occurred and to provide the required mechanical parameters for the soil constitutive model. Analysis results indicate that total and differential settlements of the crane pad and the increase in load on the seawall were tolerable provided limited excavation and replacement of weak dredged soils outside the DSM area would be implemented.INTRODUCTION & BACKGROUNDA Demag CC1800 was erected on 8 ft × 16 ft crane lattice mats at about 12 ft from an existing seawall. Approximately 3.5 in. of subsidence was observed at one corner of the crane mats, while the crane was partially erected and stationary. The approximate location of the crane mats with respect to the existing seawall when the subsidence occurred is shown on Fig. 1.The seawall consists of a reinforced concrete wall connected by reinforced concrete bents to a composite section of sheet pile wall; the total depth of the seawall is about 29 ft. The bents are spaced at about 20’4” and supported by five piles at each bent location. The composite sheet pile consists of concrete and a sheet pile section with a reinforced concrete wale section. The retaining wall is about 10 ft in height and is supported at three levels. The first support level comprises a 2-½” diameter steel rod near the top of the wall spaced at 40’8” the second and third level supports comprise 1-½” diameter steel rods spaced at about 5’6”. The second level support is inclined at about 10 degrees below horizontal and the third level support is oriented horizontally through the wall footing. A schematic of the seawall section is shown on Fig. 2.A geotechnical site investigation was implemented soon after the subsidence was observed. The program included advancing four borings to a depth ranging from 16 ft below ground surface (bgs) to about 30 ft bgs. In general, the investigation showed sandy material (likely fill that was used behind the retaining wall) from the ground surface in two borings located immediately behind the retaining wall. The other two borings furthest from the retaining wall showed very soft to soft clay (possibly dredged material) from the ground surface to a depth of about 10 ft bgs. Based on this information, the ultimate bearing capacity of the subsoils was estimated to range from 1,200 to 2,000 pounds per square feet (psf). From the anticipated crane loading (weight of the crane and loading lifts), a minimum allowable bearing capacity of about 1,500 psf would be required for safe operation. To achieve the required bearing capacity a ground improvement program was selected and implemented."

Jan 1, 2017

By Grant R. J. Bearss

Due to environmental concerns in urban construction, many typically simple projects become very complex or feasibly impossible. The introduction of relatively new concepts has redefined "impossible", again simplifying these projects and making them "possible". Case Study One covers the use of Pressed-in Tubular Piles on portions of the Long Island Expressway in Queens, New York. Innovations in the design, material and installation method solved many typically inherent problems on projects of this type and resulted in cantilevered walls that supported a 35ft (10.668m) excavation. Design predictions and actual measured deflections of this wall were within millimeters. Case Study Two covers the use of Pressed-in Tubular Piles on portions of the Hodogaya Bypass in Yokohama, Japan. Innovations in equipment development allowed for a cantilevered retaining wall to be constructed without affecting the adjacent right-of-way, dramatic reduction of the overall construction duration and installation of tubular piles in soils with SPT N values greater than 160.

Jan 1, 2002

By Reda M. Bakeer

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

Jan 1, 2017

By L. P. Weber

During the years 1983-1987, a research programme, jointly performed by the steel producers ARBED, British Steel Corporation, Peine-Salzgitter, Unimetal, and co-sponsored by the European Community for Steel and Coal (ECSC), has been carried out on steel H-piles of different shapes. The initial aim of the testing programme has been the improvement of bearing capacity, both in sandy and clayey soils. At two test sites, standard H-beams are compared to H-piles with different types of laggings or to H-piles grouted both under low and high pressure. In this paper and in view of the open european market in 1992, the H-pile capacities and their corresponding allowable loads, determined from codes, recommendations and computation procedures in use in Belgium/Luxembourg (B/L), France (F), Federal Republic of Germany (G), and the United Kingdom (UK) as well as their evaluation from dynamic CAPWAP and Case methods are compared to the static capacities measured in-situ. In addition, procedures for estimating the load/movement behaviour of H-piles from CPT, pressuremeter, and CAPWAP are compared to the measured curves.

Jan 1, 1991

By Ziyad Abunada, David O’Connor, Abir Al-Tabbaa

"Abstract Contaminated land remediation using soil mix technology (SMT) is a relatively recent development which has been shown to be a cost effective and versatile system with numerous environmental advantages over other remediation techniques. The added complexities and variability associated with contaminated sites has escalated the need for field trials, field monitoring and specific QC measures to be undertaken for this setting and was the rationale behind project SMiRT (Soil Mix Remediation Technology). The main aim of project SMiRT was field validation, testing and assessment to provide stakeholder confidence in SMT and increase its uptake for land remediation in the UK. The field trials involved the treatment of 800 m3 of soil, through applying six different remediation techniques with four different SMT systems and introducing over thirty binders and binder compositions with a range of installation methodologies. Various issues were faced during the installation process and which were addressed on site. This paper presents some aspects of early age field observations, field monitoring, in-situ testing, coring and laboratory testing of cored samples and highlights some lessons learnt, providing valuable information on the issues that need to be addressed for this application of SMT.IntroductionAlthough soil mix technology (SMT) was developed in the 1960s in Japan and Sweden for geotechnical applications, its potential in geo-environmental applications became evident more recently the 1980s in the US and in the 1990s in Europe, having since increased to provide a range of remediation systems (Al-Tabbaa and Evans, 2003; Al-Tabbaa et al., 2011). The most common applications to date have been (a) the construction of low permeability containment walls or cut-off walls to contain a contaminated site; (b) stabilisation/solidification (S/S) treatment, with cementitious binders, for physical and chemical encapsulation of contaminants in soils and (c) the installation of permeable reactive barriers (RPBs), which are permeable walls that intercept the groundwater flow and remove contaminants from it, by mixing special additives with the native soil. Contaminated land remediation using SMT is a cost effective and versatile approach with numerous technical and environmental advantages over other remediation techniques. These advantages include the use of simple and well established techniques and equipment, speedy implementation, applicability to sites of any size and to multiple contaminants, elimination of off-site disposal, low risk and low emissions. There is a lack of competing alternative technologies that offer the same level of versatility and economic, environmental and social benefits, under current environmental legislation constraints. In addition, most currently available contaminated land remediation techniques are only partially effective, and are relatively contaminant-specific. This makes SMT a promising and timely contender to lead the market place in offering a cost-effective, efficient and low risk solution to contaminated soil and groundwater remediation and has resulted in a range of recent innovations."

Jan 1, 2014

By Jelke Dijkstra

This paper presents the results of model pile load tests in a photoelastic material. The soil in this test is represented by an assembly of photoelastically sensitive glass particles, which allows for optical measurements of stresses. In the same test setup, displacements around the pile are measured using digital image correlation (DIC). During the pile installation stresses and strains are recorded. Tests were performed in loose and medium dense particle assemblies. The development of stresses and strains around the pile tip and pile shaft are quantified and presented in this paper. For the loose conditions the results show a small influence on the stress state. For the medium dense conditions a clear stress change is observed.

Jan 1, 2006

By Inn-Joon Park

Major problems associated predicting soil-structure interaction behavior are based on the fact that soil is neither homogeneous nor elastic and soil properties are spatially variable. There also exist significant coupling problems between the behavior of the structure and geologic media. When designing foundation or other geotechnical structures, the load transfer between the soil and structure takes place at the contact surface. This surface is called the interface. The behaviors of interface play an important role in the load-deformation response of soil-structure interaction systems. The purpose of this study is to develop improved model for simulation of saturated sand-steel pile interface behavior based on a general concept, called the disturbed state concept (DSC), which can characterize the behavior of saturated soils under dynamic loads. In this study, the Disturbed State Concept (DSC) constitutive model is calibrated and modified for steel pile-saturated sand interface and interaction by using the continuous hardening model for relative intact (Rl) state and the critical state model for the fully adjusted (FA) part in the saturated sand material. The general formulation for implementation has been developed. Then, the DSC model with modification for interface and saturated sand is implemented in finite element program based on the generalized Biot's theory. The interface tests under one-way monotonic and two-way cyclic loading and cyclic triaxial tests are executed for defining the parameters for interface and surrounding soils. Based on these parameters, steel pile-saturated sand interface and interaction are numerically simulated using the finite element program modified in this study. The DSC predictions show improved agreement with the observed results from laboratory test.

Jan 1, 2002

By David A. Staab

Numerical modeling was used to investigate the feasibility of using two geophysical imaging techniques, cross-borehole ground penetrating radar (XBGPR) tomography and electrical resistivity (ER) tomography, for detecting and characterizing defects in deep-mixed soil columns. XBGPR modeling was accomplished with a three-dimensional numerical forward modeling code and a two-dimensional inversion routine. Spatial variations in apparent dielectric constant (Ka) and attenuation (a) were mapped. Electrical resistivity modeling was accomplished with a three-dimensional numerical forward modeling code and a three-dimensional inversion routine. Spatial changes in electrical resistivity were then mapped. Three different types of defects were simulated, in addition to a defect-free column. The computer simulations suggest that XBGPR tomography and ER tomography might be useful, non-destructive methods for detecting and estimating the extent of defects in deep-mixed soil columns. The results show that small, isolated defects might be difficult to detect, but defects approximately equal to or larger than the sampling interval (for XBGPR) or vertical electrode spacing (for ERT) should be detectable.

Jan 1, 2004