MLK CONNECTOR Presented by LARGE DIAMETER PILE REPAIR Brad Hessing - - PowerPoint PPT Presentation

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MLK CONNECTOR Presented by LARGE DIAMETER PILE REPAIR Brad Hessing & Heather Shoup Midwest Geotechnical Conference, September 17-19, 2019 1 PRESENTATION OVERVIEW Installation of Large Diameter Open-Ended Pipe Piles (LDOEP) at the Piers

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MLK CONNECTOR LARGE DIAMETER PILE REPAIR

Presented by Brad Hessing & Heather Shoup

Midwest Geotechnical Conference, September 17-19, 2019 1

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PRESENTATION OVERVIEW

  • Installation of Large Diameter Open-Ended Pipe Piles (LDOEP) at the Piers

for the New Martin Luther King Connector Bridge in East St. Louis.

  • Upon construction of Pier 3, one of its piles was damaged during driving.
  • Numerous solutions were considered to resolve the issue.
  • A repair plan was chosen, implemented, and the problem was resolved.

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PROJECT OVERVIEW

  • Total Replacement of existing ~60 year old Martin Luther King Bridge

Approach (“MLK Connector”, Existing Structure Number 082-6003) in East St. Louis, Illinois.

  • The existing 15-Span structure consists of a 250’ long Steel Through Truss with

multiple Curved Steel Girder Approach Spans.

  • The new structure will be a 1286’ long 5-Span 96” deep Plate Girder Bridge

with Pile Bent Abutments supported by H-Piles to Rock and Open Pile Bent Piers made up by Large Diameter Open-Ended Pipe Piles (LDOEPs) to Rock.

  • New MLK Connector Bridge will carry traffic over relocated Illinois Route 3,

Missouri Avenue, various R.R. tracks, and Interstates 55 and 64.

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PROJECT OVERVIEW

  • Proposed IDOT Structure Number: 082-0374
  • Route: FAP 799
  • Section 1BR-1-1
  • County: St. Clair
  • Contract Number 76G39

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MLK CONNECTOR SITE LOCATION

City of East St. Louis (St. Louis Metro East Region)

  • St. Clair County, Illinois

IDOT District 8

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PROJECT OVERVIEW

  • Each Open Pile Bent Pier (Piers 1-4) comprised of 4 Large Diameter

Open-Ended Pipe Piles (LDOEPs) driven to Rock.

  • All LDOEPs are 48-in Dia. with ¾-in wall thickness.
  • All piles to be driven to rock to a Nominal Required Bearing of 3006

kips with a Factored Resistance Available of 1954 kips.

  • All piles driven with Wave Equation (WEAP) with PDA Testing.

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PROJECT OVERVIEW

  • All piles are to be equipped with shoes.
  • Axial Capacity includes components of both Side Resistance and End Bearing.
  • No geotechnical losses were included in the design.
  • LDOEPs are to be filled with concrete to a minimum of 35 ft below ground
  • elevation. Any material that may encroach above the proposed bottom of

concrete inside the pipe shall be removed prior to filling.

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PROJECT OVERVIEW

WHY LDOEPs ?

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BACKGROUND-PIER FOUNDATION TREATMENTS

FOUNDATION TREATMENTS CONSIDERED:

  • Driven Metal Shell (Friction) Piles
  • H-Piles Driven to Rock
  • Drilled Shafts with Rock Sockets
  • Large Diameter Open-Ended Pipe Piles (LDOEPs) Driven to Rock

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BACKGROUND-PIER FOUNDATION TREATMENTS

METAL SHELL (FRICTION) PILES AND H-PILES DRIVEN TO ROCK

  • The required number of metal shells or H-Piles would be considerably greater than

that required for either drilled shafts or LDOEPs since one drilled shaft or one LDOEP can be substituted for a number of piles.

  • Metal shells and H-Piles both would require footings; along with the number of piles

required, this would create and require a much larger “footprint” than the other two treatment types.

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BACKGROUND-PIER FOUNDATION TREATMENTS

METAL SHELL (FRICTION) PILES AND H-PILES DRIVEN TO ROCK (CONTD.)

  • Along with taking up more space, pile supported footings would also require

temporary soil retention adjacent to IL-3 and the railroads.

  • Although metal shells and H-Piles are technically feasible, due to limited

space, interferences with existing foundations, shoring requirements for IL-3 and the railroads, and additional utility and deep well conflicts, they were not considered favorable treatments for the interior bent locations.

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BACKGROUND-PIER FOUNDATION TREATMENTS

DRILLED SHAFTS WITH ROCK SOCKETS

  • Drilled Shafts can be designed as an open pile bent and would not require a

footing or soil retention.

  • Considerably less drilled shafts would be required than conventional piles.
  • However, shafts were less economical and would take longer and more effort

to construct than LDOEPs.

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BACKGROUND-PIER FOUNDATION TREATMENTS

LARGE DIAMETER OPEN-ENDED PIPE PILES (LDOEPS)

  • LDOEPs can be designed as an open pile bent and would not require a

footing or soil retention.

  • Considerably less LDOEPs would be required than conventional piles.
  • Construction issues common to drilled shafts can be avoided since they are

driven and not drilled.

  • They are more economical and faster and easier to construct than drilled

shafts.

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BACKGROUND-FINAL SELECTION OF LDOEPS

FINAL SELECTION OF LDOEPS WAS BASED ON:

  • Its advantages over the other treatments as previously discussed above
  • Being the most economical and efficient foundation design
  • Overall Constructability
  • Heavily favored by IDOT District 8 (recently used on nearby structure)

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BACKGROUND-SUBSURFACE DATA

  • The subsurface at Pier 3 generally consists of a sequence of sandy fill,

clay, sand, and cobbles and gravel overlying sandstone and limestone bedrock.

  • The top of rock is on average approximately 120 feet below ground

surface.

  • Boring data for Pier 3 is supplied by Boring BB-304.

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5 EAST ABUTMENT WEST ABUTMENT #1 #2 #3 #4

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PROJECT OVERVIEW (CONTD.)

  • Project was let in June of 2018 and is currently under construction.
  • During Pile Driving at Pier 3, Pile 4 was crushed at its toe (OUCH!!!).
  • As a result, the axial capacity of Pile 4 was compromised.
  • Consequently, this problem needed to be resolved in a timely manner!

LET’S NOW TALK CONSTRUCTION AND THE FIX………

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CONSTRUCTION …

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  • ASTM A252 Grade 3 steel
  • 50 ksi min. yield strength
  • 45 ksi max allowable driving

stress (90%)

  • 48-in OD
  • 0.75 inch wall thickness
  • Drive shoes
  • 2 planned splices

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THE PILES

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THE HAMMER:

Hammer: APE D160-42

  • Single acting diesel
  • 397 kip-ft rated energy max at fuel setting,
  • 35.28 kip ram weight
  • 11.25 ft max rated hammer stroke

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WEAP ANALYSIS SUMMARY

  • Drivability Analysis:
  • Assesses Driving Conditions with depth
  • Assessed both with and without soil plug
  • Bearing Graph Analysis
  • Did not use API method because of

experience with the adjacent MLK Connector LDOEPs

  • Max fuel setting 4 modeled
  • Hammer modeled with 80% efficiency
  • Boring used BB-301 (W. Abut & Pier 1)
  • Limestone bedrock assumed 2,500 ksf

unit end bearing

  • Full soil plug not expected
  • Partial plug simulated by increasing

end area linearly from no plug at top to 50% plug at bottom in dense granular layer just above the bedrock surface.

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WEAP DRIVABILITY ANALYSIS SUMMARY

  • Max 10 bpi (IDOT spec.)
  • 11 bpi at 9.7 ft stroke (no plug)
  • 19 bpi at 9.4 ft stroke (partial plug)
  • 8 bpi at 9.8 ft stroke (Bearing Graph

Analysis)

  • 31 – 35 ksi estimated driving stresses

Average Transfer Efficiency is 39% (COV = 26) for diesel hammers (Appendix B3 of the 2010 version GLRWEAP manual)

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PDA TESTING TIMELINE FOR DRIVING PIER 3 ON 11/27/18

10:44 am

1

5:25 pm

2

4:46 pm

3

3:07 pm

4

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Pier 3, Pile 1, EOID

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Pier 3, Pile 4, EOID

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PLAY BACK OF PDA RECORD FOR PIER 3, PILE 4

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DRIVE TIMELINE VIEWED IN PDA RECORD

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Blow 339: Just prior to stopping the hammer 3:15:54 pm

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Blow 339: F2 Strain Sensor Wiggly

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Restart Driving: Blow 348 3:19:52 pm

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Blow 349: Velocity Bump Starts 3:19:53 pm

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Blow 385: Velocity Bump 3:20:54 pm

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Blow 450: Initial return shifted to left It should be here! 3:25:21 pm

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Pier 3, Pile 4, EOID 3:30:05 pm

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WELL, THAT DIDN’T GO AS PLANNED!

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  • Pile is damaged, but the

show must go on …

  • Moved to Pile 3 and

lowered the fuel setting to 1.

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Pier 3, Pile 3, EOID

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Pier 3, Pile 2, EOID

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PIER 3 PILE STATS

Pile No. Nominal Required Bearing (Kips) CAPWAP Total Driven Bearing (Kips) CAPWAP Shaft/ End Bearing (Kips) LP (ft) Damage Depth 1st Indicated (ft) Final Penetration (blows/in.) PDA Calc. CSB (ksi) PDA Calc. ETR% Stroke (ft) Fuel Setting 1 3006 4,200 400 / 3,800 117.75 13 @ 1 in 42.85 55.8% 11.7 4 2 3006 4,330 630 / 3,700 117.94 15 @ 1 in 34.09 33.9% 8.4 1 3 3006 4,310 710 / 3,600 118.17 10 @ 3/8in 36.00 40.6% 9.0 1

4* 3006 495 495 / --- 123.0 118.78 54 @ 1 in 39.14 61.1% 11.2 4

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* Pile 4 damaged about 5 ft above the bottom. Only use shaft resistance above damage.

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PILE IS DAMAGED: NOW WHAT?

  • What was the cause?
  • Review Soil Borings
  • Review WEAP analysis
  • Review PDA files
  • Review PDA/CAPWAP

Report

  • Can the pile still be used?
  • How can it be fixed?

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Meetings Emails Calls

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FHWA REVIEW OF THE DAMAGED PILE IN THE MLK BRIDGE

Reviewed project documents, mainly GRL documents for the damaged Pile 4 of Pier 3 and FHWA’s findings, conclusions, and recommendations for this pile are listed next.  Damage at the toe of the pile is indicated, but extent of the damage is not clear.  Blow count and PDA capacity for the damaged pile kept increasing with depth and reached 2800 kips when driving stopped.  CAPWAP capacity results were reported for all Pier 4 piles except damaged Pile

  • 4. (no end bearing or side resistance along damaged area)

 Analysis results for the damaged pile show CAPWAP capacity of 2520 kips.  The required capacity for each pile in Pier 3 is 3006 kips. The capacity of the damaged Pile 4, 2520 kips, is close to the required capacity.

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FHWA REVIEW OF THE DAMAGED PILE IN THE MLK BRIDGE

 A pile cap will tie the 4 piles in Pier 3 together to function as a group of piles in supporting the pier loads.  Total capacity of four piles in Pier 3 is 15,360 kips larger than required capacity of 12,024 kips. Conclusions/Recommendations:

  • Although Pile 4 in Pier 3 is damaged to some extent, it is still has good capacity,

that will be supplemented if needed by capacity of neighboring piles.

  • Review FHWA findings and recommendations in the assessment process.

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WHO NEEDS TO BE INVOLVED IN THE FIX?

  • Solution Path: IDOT allowed the

Contractor to hire Structural Engineer of Record to assess and develop a repair

IDOT Contractor Structural Engineer of Record

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REPAIR OPTIONS:

DO NOTHING

  • Accept and move
  • n (Contractor's

1st choice)

  • Load test

Use residual capacity

  • 495 kips skin
  • Neglect end

bearing Make it a drilled shaft

  • Drill 3' Dia rock

socket

  • Pressure grout

bottom Pull and Replace Dive more piles

  • Adjacent
  • In the center
  • Bigger one

around it

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?

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CONTRACTOR DECIDES TO CORE THE BEDROCK INSIDE THE DAMAGED PILE

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PILE

CORING LOCATIONS

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REPAIR OPTIONS

DO NOTHING

  • Accept and move
  • n (Contractor's

1st choice)

  • Load test

Use residual capacity

  • 495 kips skin
  • Neglect end

bearing Make it a drilled shaft

  • Drill 3' Dia rock

socket

  • Pressure grout

bottom Pull and Replace Dive more piles

  • Adjacent
  • In the center
  • Bigger one

around it

Drive a 60-in Dia LDOEP around the 48-in Dia Pile

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PROPOSED REPAIR FOR PIER 4 SHOWING SHEAR STUD ARRANGEMENT ALONG SPLICE ZONE

48” φ Pile with rebar cage (Typical at all Piers) prior to repair Pier 3, Pile 4 repair showing Outer 60” φ Pile and Inner 48” φ Pile with rebar cage along Splice Zone with “Interlocking” Shear Studs

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REPAIR CONSTRUCTION MONITORING

  • IDOT D8 Construction performing visual
  • n blows/ft and blows/in
  • PDA testing (GRL & IDOT)
  • Double the accelerometers and strain

sensors

  • Wireless (GRL)
  • Cabled (IDOT)
  • CAPWAP results

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PDA AND CAPWAP

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Nominal Required: 3,769 kips CAPWAP Capacity: 3,733 kips

  • Shaft Resistance: 1,113 kips
  • End Bearing: 2,620 kips
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THANK YOU BRAD HESSING

Bradly.Hessing@Illinois.gov

HEATHER SHOUP

Heather.Shoup@Illinois.gov

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