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By Vijaya Bhushan Rao, Jason Redgers

A mixed-use development comprising of multistoried residential towers, retail and associated infrastructure covering an area of 500,000 m2 is under construction in Dubai. The subsoil conditions consist of calcareous sands with high carbonate and shell content with hard and competent strata encountered at varying depths. To achieve the design requirements of soil stiffness, friction angle, limit differential and total settlements and mitigate the liquefaction due to a seismic event then ground improvement were deemed necessary. In order to provide the most time and cost efficient solution numerous techniques were applied to meet the requirements for all depths such as Vibrocompaction, VC (depth >8m), Dynamic Compaction, DC (depth < 8m)] and Rapid Impact Compaction, RIC (depth <4m). The specified ground improvement requirements were translated into a target Cone Penetration Test, CPT line that served as the defacto performance requirements for the project. Suitable correction factors were applied to the CPT results to account for the high carbonate content following the works of Al-Homoud and Wehr 2006, Belotti and Jamiolkowski , 1991 and Vesic, 1965. Furthermore, the alpha factor, α, used to obtain stiffness from CPT results was applied following A.C. Meigh 1987 and Massarsch & Fellenius, 2005 where high over consolidation ratios (OCR) could be demonstrated.

Sep 8, 2021

By Mu Chen, Ye-Shuang Xu, Dong-Wei Hou, Shui-Long Shen, Huai-Na Wu

"This paper presents a laboratory investigation on the mechanical behaviors of the cement-clay admixture improved by polypropylene fiber. Cement can significantly improve the clay admixture. The fiber additive also improves the strength and ductility of the improved clay. The Unconfined Compression Strength (UCS) of the polypropylene fiber-reinforced cement-clay presents an overall trend to grow with the increase of fiber length. The improved clay reached its peak strength at the fiber content of 0.5%. Then the UCS of the improved clay will slowly reverse if the fiber content continues to rise. For study of curing time, improved clay behaves better in its early strength, but an inhibition will be brought about if fibers are excessive.INTRODUCTIONGround improvement technology is essential for construction of structures in soft ground. Some traditional techniques often cost much but result in little. For instance, along the coastal region of China, soft ground is often improved by backfill with high quality sandy soil transported far away, leading to high additional haulage costs and long construction period. Reutilizing the excavated soil as backfill or subgrade after treatment, by contrast, will be more economical and effective (Hufenus et al., 2006). Many researches have been conducted to improve the compression strength of soft soil, among which, the method of mixing the soft soil with cement and fly ash is one of the most common ways (Kolias et al., 2005; Horpibulsuk et al., 2009; Porcino et al., 2012). It is known that soil resists well against compression and shear force but behaves poorly in resistance to tension. Therefore, utilizing tensile elements such as fibers and strips to improve the tensile strength will be effective because of its strength isotropy, better durability and cost effective (Haeri et al., 2000; Kaniraj and Havanagi, 2001; Consoli et al., 2010)."

Jan 1, 2015

By Ian Vaz, Takefumi Takuma, Rafael Holcombe, Chris DellAringa

"This paper will discuss the successful installation of seawalls for the first phase of a project in Long Beach in California known as the Naples Island Permanent Seawall Repair – Phase 1. How an unconventional method of pile driving resulted in the reduction of the duration of the project while using less space and maintaining minimal noise impacts to accommodate neighbors will also be discussed. Included in the paper will be how non-vibratory equipment used on this project also significantly minimized the risk of disturbances as well as settlement on residential properties; which in turn greatly reduced the risk of damage to existing structures. The first phase of a 6-phase project along a section of the canals with tight clearances and proximity to residents included the installation of a 1,912 linear-foot steel sheet pile wall system in front of the existing deteriorating walls from January until March 2015.INTRODUCTIONThis project was located in the Naples Island neighborhood of Long Beach in southern Los Angeles County, California. After 80 years of the same seawall structures lining the canals of this beautiful neighborhood, the City of Long Beach Department of Public Works decided that it was time to better protect the area’s multi-million dollar homes by repairing its crumbling seawalls. The City realized that the walls will only become worse due in part to several concerns, including bending failure for the already deflecting walls. According to the City, certain sections of the walls had a significant risk of global failure if the area experienced a “moderate” near-source earthquake (City of Long Beach, CA, 2014b). Although the seawalls were in need of major repair, this would not be simple. Due to the tight clearances of the seawalls between the homes and canals, installation would be difficult with heavy, conventional construction equipment.Phase 1 of the project involved installing sheet piles on the water side in front of existing and aging vertical concrete seawalls between the Ravenna and Toledo Bridges along the Rivo Alto Canal. See Figure 1 for the General Plan for Phase 1. Financing for this project by the City’s Tidelands Capital Improvement’s Division allowed the construction to begin in a timely manner. However, the challenges for the City included regulatory restraints that further complicated the construction in terms of the duration of the project due in part to numerous regulations from several regulatory agencies."

Jan 1, 2016

By Bo Westerberg, Mattias Andersson, Yvonne Rogbeck

"Deep stabilisation has been used in Sweden for decades. The method has been improved to allow it to be used in different types of soils and with new binders. One challenging soil type in Sweden is so-called sulphide soil, a fine-grained soil which contains organic material and iron sulphides. There have been some cases in Sweden of problems when using deep stabilisation in this type of soil, and in one case a slope failure occurred. This paper shows that it is possible to achieve good results with deep stabilisation in sulphide soils. Laboratory and field studies from a test site along the Botniabanan railway line in Sweden are presented. Geotechnical and chemical properties of the natural soil were investigated in the laboratory and one or more of these properties may explain the differences in the stabilising effect of sulphide soils. The strength of the laboratory samples and the columns in the field were tested and compared. It is shown that a satisfactory stabilisation effect can be achieved with the proper choice of binder, amount of binder added, curing time and mixing energy. In sulphide soils, more binder additive is needed than in “ordinary” inorganic clays.1. INTRODUCTIONThe term sulphide soils is used in this paper to refer to the unique types of sulphide soil commonly found in the coastal areas along the north-eastern coastline of Sweden between the cities of Gävle and Haparanda, a distance of about 900 km. Sulphide soils are in general very compressible, susceptible to creep deformation and normally show low undrained shear strength. A sulphide soil may have a negative environmental impact through acidification and chemical action if it is subjected to oxygen, for example during excavation or lowering of the ground water table, Mácsik (1999). In foundation engineering works, efforts are made, for environmental or/and economic reasons, to use the sulphide soil as the foundation instead of excavating it. Deep stabilisation by means of columns is a potential method for use when sulphide soil needs to be improved in order to reduce settlements or/and increase the stability of embankments.Sulphide soils were formed as sediments at river mouths and off the coast in the special environment prevailing at the time of sedimentation, Mácsik (1994). The water in which the sulphide soil was sedimented was brackish/sweet and the environment was typically deficient in oxygen. The environment prevented complete decomposition of the organic material in the sediments. As a result, sulphide soils were formed primarily in the form of a fine-grained composition of clay and silt minerals, iron sulphides and organic matter. Such environments still exist today and new sulphide soil sediments continue to be formed."

Jan 1, 2015

By D. M. Holloway

As a part of the 1-15 Reconstruction Project, static and dynamic (high-strain) testing methods formed the basis to estimate long-term axial capacities, and to assess the magnitudes of bearing capacity gains (setup) from the end of installation to the time of static/dynamic tests weeks later. This paper summarizes the results of nine full scale pile load tests to failure in compression, and how the designers used these data to finalize pile selection and penetration criteria bridge-by-bridge in the final design stages. Soil conditions along the project alignment ranged from deep, lightly over-consolidated Lake Bonneville clays interbedded with granular strata of varying consistency, to sites dominated by dense alluvial deposits of cohesionless soils well above the water table. The test sites were selected to bracket the conditions that are expected. Twelve-, 16-, and 24-inch-OD pipe piles are to be used to support the new bridges. The team plans to impact-drive all piles closed-end to final penetrations. The test piles varied from 35-ft-long pipes driven to refusal in the shallow dense sands at some sites, to 115-ft-long pipes stopping at 3 blows per foot in predominantly cohesive deposits. The capacities gained with time proved to be reasonably predictable, and significant setup was noted both in the cohesive and cohesionless strata. The test program objectives included providing the means to estimate long-term capacities from short-term (24- to 48-hour) restrikes following installation of foundation piles during production driving operations.

Jan 1, 1998

By Racquel Nottingham, Freddy Lopez, Ole Gadermann

The ongoing urban development is a global phenomenon, placing has high demands on urban infrastructure (housing, public services, transportation, telecommunications, etc.). Micropiling is one of the most successfully implemented deep foundation technologies in urban interventions, and in densely populated and built-up areas. The use of micropiles enabled the implementation of several solutions within short time frames, with minimal disturbance to the daily activities of the population. Since urban interventions usually represent a very important investment and have an economic impact, special attention should be paid to the serviceability of the urban infrastructure in the middle and long term. For the foundations, the design loadbearing capacity of the used structural elements needs to be guaranteed during the planned life time of the structures. In the case of micropiles, it must be ensured that the steel load bearing elements are effectively protected against corrosion. This paper presents the structural design of permanent self-drilling micropiles, subject to tension due to uplift loads. For the case study, different micropile systems - available worldwide - will also be evaluated. For the afore mentioned micropile systems, the design considerations regarding the durability of the reinforcement, based on their corrosion protection approaches, will be presented in this paper.

By Richard Hanke, Franz-Werner Gerressen

"The twin decked Alaskan Way Viaduct is a passage to Seattle’s downtown waterfront and of great economic importance to the city. In 2001, the Nisqually earthquake damaged the viaduct and led to the redevelopment of this corridor. The project includes two miles of 57.5 ft diameter bored tunnel beneath downtown Seattle and a stretch of new highway and overpass bridges at the southern tunnel entrance. State-of-the-Art special foundation equipment was mobilized for the project to perform a broad range of geotechnical construction. Applications included soil mixing and jet grouting for confinement cells around new bridge foundations, large diameter secant pile walls for the Tunnel Boring Machine launch portal along with an extensive jet grouting regime for ground improvements within the tunnel alignment. This paper will study the evolution and use of advanced special geotechnical construction equipment and describe its application at the Alaskan Way Viaduct Replacement Project.INTRODUCTIONThe evolution of geotechnical construction equipment continues through innovative applications and continued modification or enhancement of machinery. Similarly and in parallel, market expectations continually demand more in terms of construction speed and performance. Together, market demands and contractor innovation have led way to the development of specialty geotechnical construction equipment with capabilities previously not seen feasible or possible. Several examples of this scenario have recently developed during design and construction of the Alaskan Way Viaduct Replacement Project.The Alaskan Way Viaduct Replacement Project is a joint project between the Federal Highway Administration (FHWA), the Washington State Department of Transportation (WSDOT), and the City of Seattle. Three build alternatives were under consideration for replacing the Alaskan Way Viaduct: the Bored Tunnel Alternative, the Cut-and-Cover Tunnel Alternative, and the Elevated Structure Alternative. Ultimately, the bored tunnel option was selected as the best value approach. The project includes two miles of 57.5 ft diameter bored tunnel beneath downtown Seattle and a stretch of new highway and overpass bridges at the southern tunnel entrance. Several other associated improvements tie into this project that will ultimately lead to the complete demolition of the viaduct and redevelopment of Seattle’s waterfront."

Jan 1, 2015

By Timothy C. Siegel

Given that piles are composed of different materials and installed using a variety of methods, ASTM D 1143/D 1143M-07 Standard Test Methods for Deep Foundations Under Static Axial Compression is justifiably general so that it has as many applications as reasonably possible. There are aspects of the test setup, the test procedures, and data interpretation for instrumented piles (some of which are specific to augered cast-in-place piles) that are either not discussed in detail in this ASTM standard or are not addressed at all. Specifically, the use of variable time hold times can obscure the shape of the conventional load-deflection curve, as well as, influence the interpretation of the ultimate pile capacity. Unload-reload cycles induce additional non-uniform internal axial loads within the pile which complicate interpretation of the strain gage data and increase the potential for errors. Attempts to maintain a constant top load during the hold period can lead to operational difficulties in taking measurements and are technically unnecessary. Residual load has been shown to develop in cast-in-place piles and can significantly influence the axial load distribution as interpreted from strain gage data. The stiffness of cast-in-place piles has been observed to vary with the measured strain, and a constant modulus, as provided by correlation with the unconfined compressive strength of the grout, may lead to a significantly different interpretation of the axial load distribution.

Jan 1, 2010

By Ingrid Engeset, Solve Hov, Arnfinn Endal, Per-Anders Mortensen, Priscilla Paniagua, Bjørn Kristian Fiskvik Bache

During the last decades, it has become common practice in the Nordic countries to use dry deep mixing in soft clays with lime and cement in for example deep excavation pits in soft clay, or as a reinforcement of the passive zone within sheet pile walls. The shear strength of stabilised soils is affected by the stress conditions during curing and shearing. However, this is normally not taken into consideration. As the strength of the stabilised clay is stress dependent, excavation of the overlying soil will lead to a reduction of the confining stresses in the underlying stabilised soils which means that the shear strength will also be reduced. Under embankments on the other hand, the effect is reversed as the shear strength will be increased. In this study, laboratory tests have been performed on stabilised soils cured and tested under different stress conditions to quantify the stress effects in a Norwegian sensitive clay. In addition, direct simple shear tests on samples from in situ columns have been made with varying normal stresses. Results are presented showing an increase of shear strength of the stabilised soil with increased curing stresses, and an even higher increase with increased confining stress during shearing. The results are compared to field measurements along with a discussion of practical application of the findings.

May 1, 2022

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which -are 8 to 12 feet in diameter and extending over 200 feet in depth below grade. There are unique challenges associated with constructing such large and deep cast-In-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

May 11, 2007

By Krishnendu Mandal

"For a multi-story building project in Kolkata, a pile load testing program was conducted to minimize pile performance uncertainty resulting from variable subsurface conditions and to verify the pile load vs. settlement response. The program consisted of performing five (5) instrumented load tests on augured cast-in-place (ACIP) pre-production test piles. Vibrating-wire strain gages and extensometers were installed in the test piles at strategic locations to enable measurements of the load vs. deformation behavior of the test piles. This paper presents a description of site subsurface conditions, test pile installation, instrumentation setup for a maintained load test (MLT), static compression pile load test results, and pile instrumentation result interpretation. Average mobilized unit shaft resistance values are calculated.2.0 INTRODUCTIONThe project site is located in Kolkata, near river Ganges, and the proposed development plans consist of constructing six (6)25-story (G+25) towers; see Fig. 1 and Fig. 2 below for approximate site location and proposed development layout, respectively. The buildings were designed to be supported on ACIP piles. A field load test program was implemented to verify sub-surface conditions and pile design. The test program consisted of installing Five (5) instrumented test piles numbered LP1A and B through LP6A and B, and performing static compression load tests on these piles. The piles were instrumented with vibrating-wire strain gauges and extensometers, so that the pile shaft resistance distribution along pile length and the pile toe resistance could be interpreted using direct instrumentation measurements."

Jan 1, 2015

By Sastry Putcha, Santosh Mummaneni, Avasarala Swamy

"Inspection of bored pile hole bottom prior to placement of concrete is one of the most crucial element of foundation design and construction, especially for end bearing piles. Pile hole bottoms that are not cleaned well for sediments could potentially result in settlement. Although many projects have specifications in-place for drilled pile hole inspection, they are rarely implemented as the current available tools are either unsafe or cumbersome and costly, thus making it very unattractive for owners and contractors. Further, sometimes the post-construction nondestructive quality control testing such as PIT or sonic logging on piles resulted in unanswered questions related to soft bottom. This generates costly disputes with additional testing including concrete coring and possible repairs. Currently, there are several bored pile bottom inspection devices in USA, namely, SID, DID, and SQUID which can either provide video and photo documentation or measure sediments.“ShaftCam”, a patented advanced Digital Borescope, was invented to address the issues related to pile hole bottom inspection with its ability to measure sediments as well as photo and video documentation. Shaftcam device consists of 8-inch diameter bell with a camera, led lights, air hose connection and penetrometer with digital measurement that are connected to a control power box and laptop through a cable. The bell is fitted with a round clear open fiberglass skirt to form an open chamber. A simple motorized winch frame allows the user to lower the ShaftCam equipment gently to the bottom of the shaft at the desired location. Once the bell with camera is lowered to the bottom of the hole, air is pumped into the clear chamber to displace the water/slurry/polymer and get a clear view of the hole bottom to record the conditions and measure the sediment thickness and resistance. The skirt can also be enclosed and lowered to the desired location to allow for inspection of shaft walls.ShaftCam weighs less than 15 lbs. (6.8 kgs) in water and allows for inspection of the hole by one person in less than 30 minutes. Use of ShaftCam has saved significant time and money and thus allowed owners and contractors to readily accept and implement the quality control measures in many projects in USA over past few years."

Jan 1, 1900

By Christian L. Escalera

Over seven years ago, on October 29, 2012, Superstorm Sandy pummeled the Northeast of the United States inflicting heavy damage on New York City Transit’s (NYCT) system. Since then, NYCT has been methodically rehabilitating and hardening its assets to upgrade service and prevent future impacts caused by similar devasting storm surges. Part of these resiliency efforts, NYCT’s 207th St Yard Project is one of many projects that make up the Sandy Repair and Flood Mitigation Program. The work to be performed on the 207th Street Project includes building a perimeter Floodwall along the Harlem River, extending up 215th Street and 9th Avenue with the intent of having the ability to withstand a 500 Year Storm flooding event. The original 1,535 lineal feet of the marine side floodwall design consisted of 937 each W40x235 H-Piles continuously welded to PS 27.5 flat sheet to form an interlocked and composite steel seawall that would protect the NYCT 207th Yard from a storm surge of the Harlem River. However, after the Contract was awarded and a Notice to Proceed was issued, Walsh Construction Company II (WCCII) partnered with Mueser Rutledge Consulting Engineers (MRCE) to propose a redesign of the marine wall section as a Value Engineering Change Proposal (VECP). This VEP redesign is comprised of 279 each 54in Diameter Steel Pipe Piles that are interconnected with continuously welded PZ 35 sheet piles interlocks. The intent of the VEP was to provide a cost savings that could be shared by both parties as well as alleviate some constructability and alignment control concerns that WCCII had expressed to NYCT. The VEP allowed WCCII to substantially lower the total cost which was shared between NYCT and WCCII.

By Edward Jacobsen

The Oak Creek Power Plant in Oak Creek, Wisconsin is currently undertaking an expansion project. In order to supply cooling water to this facility, a 27&apos; (8.2m) diameter tunnel will be bored, in rock; to connect to 4 vertical Intake shafts located approximately 1.5 miles (2.4km) offshore in Lake Michigan. In 2004, Case Foundation Company was awarded a lump sum contract to Install these intake shafts. When complete, the plant is expected to circulate upward of 2 billion gallons per day (7.5 billion liters) through this system. Two shafts were drilled in a (shortened) construction season in 2005 and the remaining 2 shafts and 4 liner assemblies were completed in 2006. Future connection to the tunnel, in 2007, will be accomplished by mining upward to reach the lower portion of each liner and then removing its internal bulkheads to permit the flow of the lake water into the tunnel.

May 11, 2007

By S. R. Nandargikar

Construction of open foundations for the Second Thane Creek Bridge was indeed a challenging task. Some major problems were encountered during the construction of foundations for pier No. P22 (S/N), P.6(S) and P.12(S) of this bridge. This paper describes these problems briefly and also highlights how they were solved.

Jan 1, 1996

By Andrew Stauble

This project included the replacement of the Long Island Railroad (LIRR) Atlantic 6 Bridge in New York City, which services rail traffic and spans the Van Wyck Expressway and frontage roads. The bridge re- placement was part of an overall project to widen the Van Wyck Expressway between Kew Gardens and John F. Kennedy Airport, which serves as the major route for vehicular traffic between the airport and the city. The railroad bridge crosses the expressway and frontage roads in a significantly congested area, and it services an average of approximately 140,000 commuters per day through- out the boroughs of Manhattan, Brooklyn and Queens. The existing bridge superstructure and foundations were to be demolished and new structures and foundations were proposed to be constructed at the bridge's east and west abutments and center pier. The new bridge would be supported on driven H-piles. To facilitate the construction of the new bridge's abutments and center pier, a support of excavation design was required to support the grade around the existing structures. The design shown on the contract drawings included a driven soldier pile and lagging wall with multiple rows of drilled tiebacks at the abutments to laterally support excavation heights of up to 36 ft (11 m). The existing abutments are located directly adja- cent to frontage roads that have an extremely high vehicle traffic volume,

Aug 1, 2023

By Unnikrishnan Nair, Sandeep S. Nikam, Sanjay D. Patil, Prabir C. Basu

"Mumbai Metropolitan Region Development Authority (MMRDA) entrusted to implement Monorail Systems in various parts of Mumbai Metropolitan Region (MMR) with the objective to supplement the present transport system in MMR. The stretch of Monorail is starting from Sant Gadge Maharaj Chowk (SGMC) and extending up to Chembur Railway Station, divided into 2 phases. Construction of Phase 1 (Chembur to Wadala Depot) is complete and Phase 2 (Wadala Depot to SGMC) is under construction.Monorail runs on prestressed girder (guide beam) of span ranging from 20m to 28m supported on pier founded upon group of end bearing piles embedded in rock, pile group ranging from 2-4 piles of diameter 1000mm each.For the purpose of site characterization, geo-technical investigations were carried out along the alignment of Monorail system as mentioned above. These investigations included field and laboratory tests. The subsurface strata mainly consist of silty sand, gravel, underlain by marine clay extending up to stronger basalt rock with volcanic breccia. Overburden consisting of mainly marine clay ranging from 5.5m to 11m at all locations within the influence zone of settlement.The existing rigid pavement along of Sion-Koliwada and Anik-Wadala were constructed about 5 years prior to the construction of Monorail piers. Before laying the rigid pavement, to improve the geotechnical strength of subsoil (mainly marine clay), ground improvement using stone columns was undertaken by MMRDA. In light of limited right of way, the Monorail piers have been constructed in the median portion of the road. The line became operational on February 2014, in few months it was noticed that, in the vicinity of the Monorail piers, along Sion-Koliwada link and Anik-Wadala link, the Road Pavement Quality Concrete (PQC) panels adjacent to the Monorail piers started showing distress in form of nonuniform settlement of the concrete panels.Effect of pile foundation on pavements/PQC slab distress and possible causes of distress were investigated. Initially the distress was thought to be upheaval of monorail pier cap, but further investigations revealed the same to be soil settlement occurring over time. This paper describes the investigation carried out for identifying the cause of this settlement."

Jan 1, 2015

By Alexandre Alex) J. Bredikhin

"DISCLAIMER: the statements presented herein are those of the author and do not necessarily represent the views of US DoD or its Components.ABSTRACTProgress on the $750M lock project on the Monongahela River was derailed by discovery of large anomalies in the 6.5-7-ft dia. drilled shafts of the new river wall foundation. The anomalies were located 45 to 50’ below the top of the wall at the critical shaft-to-wall interface, and ranged in thickness from several inches to 2-plus feet. A Specialty team, comprised of representatives from the contractor, the Government, and structural design consultants, was formed to evaluate the extent of the problem and the impact on the new lock wall. With no standard method in place, the Government took the lead to develop acceptance criteria for the repairs while the contractor took the lead to identify the repair means and methods. The Government developed a detailed Quality Control plan to capture and document all of the repair data and to approve each shaft repair in a timely manner. This paper provides an overview of the anomalies encountered and the need for repairs; discusses the details of the repair plan; and provides details on the unique quality control measures employed to verify the repairs. By developing and adhering to a detailed quality control plan, the structural integrity of all of the shafts was successfully restored.INTRODUCTIONThe new Charleroi Locks Project is currently under construction by the U.S. Army Corps of Engineers (USACE) in Pittsburgh, Pennsylvania. In the region, the Corps of Engineers is modernizing the series of locks and dams on the Monongahela River. One facet of this modernization is replacement of the existing Locks #4 (aka Charleroi Locks) located upstream of Pittsburgh, Pennsylvania with new and larger capacity locks. The relative location of the project is shown on Fig. 1. The original construction of twin locks (56’x720’ & 56’x360’) and the fixed-crest dam was completed in 1932, with lock walls supported on timber pile foundations. The fixed crest dam was replaced with a gated dam in the 1960’s. The existing lock is undersized and in poor condition and thus needs to be replaced. The project requires the construction of the new river chamber adjacent to the existing land chamber which must remain operational to navigation throughout the construction. In order to accomplish this, the lock walls need to be constructed in the wet. The river wall was constructed using two construction methods referred to on the project as “cofferbox” and “non-cofferbox” construction."

Jan 1, 2017

By Piotr Kozlowski, Stanley L. Worst, Matthew J. Niermann

Circular secant pile shafts were installed along the tunnel alignments for both the Ohio Canal Interceptor Tunnel project in Akron, Ohio and the Ohio River Tunnel project in Louisville, Kentucky. The diameters ranged from 34 to 51 feet and the depths ranged from 49 to 107 feet. Verticality and concrete volumes were measured on all piles to verify compliance with the design, which for some shafts consisted of a finite element model with multiple openings using unreinforced concrete secant piles. All secant piles were drilled into rock to seal off the groundwater. This paper will discuss the design, construction and quality control of the secant piles for these projects. INTRODUCTION Many Midwest and Northeast cities have Combined Sewer Overflow (CSO) systems which discharge pollutants into waterways during wet weather events. One way to remedy this issue is to provide a temporary overflow tunnel. A temporary overflow tunnel connects to the combined sewer system and collects the overflow during wet weather events, storing the wastewater until the event has subsided. After the storm event, the stored wastewater can be pumped to the treatment facilities and processed as normal. Project Background – Akron, OH The Ohio Canal Interceptor Tunnel (OCIT) project was performed as a result of the Environmental Protection Agency’s (EPA) Consent Decree with the City of Akron, Ohio. This Consent Decree required modification of the existing Combined Sewer Overflow system. The resulting project consisted of a 27- foot diameter tunnel with multiple points of entry to capture the sewer overflow and prevent it from entering waterways. The tunnel is over 6,000 feet long and is as deep as 150 feet below the ground surface; see Figure 1 below.

Jan 1, 2019

By Beim Jorge, Piscsalko George

"Verifying the quality of cast-in-place foundation applications, particularly those cast under slurry, is of course important, due to its great dependency on the methodology employed and on the practices of the site personnel. Due to the techniques used to install these elements, it is usually not possible to inspect the hole prior to grout or concrete placement, but there are several Non Destructive Test (NDT) methods available to assess the integrity of the completed foundation elements. This paper will compare several NDT methods with the Thermal Integrity Profiling (TIP) method for verifying the integrity in Continuous Flight Auger (CFA) piles and Bored Piles. The Thermal Integrity Profiling method will be described and some examples will be presented where TIP testing was used to confirm the structural integrity of CFA piles and Bored Piles.IntroductionThere are several Non Destructive Test (NDT) methods available for integrity testing of foundation elements. Each of those methods has advantages and disadvantages (White et al, 2008). Some methods test the integrity based on the reflections of a stress-wave generated by low or high-strain impact, while others require tubes to be installed prior to concrete pouring, and test the integrity between those tubes, or within a small proximity of them. The former methods (especially the low-strain) are faster and more cost-effective, but are not able to detect the quadrant where the damage is located. The latter methods are able to determine the quadrant, but do not test the region outside of the reinforcing cage, that is, they are not able to determine the concrete cover. The Thermal Integrity Profiling (TIP) NDT method overcomes the limitations of these other NDT methods.Overview of Shaft Integrity MethodsUntil now, the most widely used methods to test the integrity of Bored and CFA piles were the low-strain pile integrity testing and the cross-hole ultra-sonic testing. The low-strain method for integrity testing (PIT) involves attaching an accelerometer usually to the pile top (using a putty or wax) and striking the pile surface with a handheld hammer, which causes a compressive wave to enter the pile. This wave is totally reflected when it reaches the end of the pile or a major defect, and is partially reflected when it encounters any change in crosssection, or a change in the resistance or density of the pile material. These reflections arrive at the top at a time determined by the distance and wave speed, and causes a noticeable change in the signal detected by the accelerometer. The acceleration signal is normally converted to velocity by simple integration, and sometimes the force applied by the hammer is also measured. The velocity (and force) signals can be processed by the pulse-echo method (in the time domain) or by the transient response method (in the frequency domain)."

Jan 1, 2015