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Woods, Richard D. 1 P.E., F.ASCE and Crapps, David K.2 P.E., M.ASCE
1
Professor Emeritus, University of Michigan, rdw@umich.edu
2
Principal Engineer, David K. Crapps, Inc., dcrapps@attglobl.net
INTRODUCTION
The Blackwater River I-10 Bridge (hereafter referred to as the Blackwater Bridge),
located east of Pensacola and downstream of Milton, Florida, was completed in 1968.
The bridge was 893.4 meters (2931 feet) long consisting of 40 spans. The pile bent
supported spans were typically 16.8 meters (55 feet) and the pier supported spans
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were typically 28.0 meters (92 feet). The channel crossing was a three-span
continuous unit consisting of a 36.6 meter span (120 feet), a 51.8 meter (170 feet)
across the channel followed by a second 36.6 meter (120 feet) span. Figure 1 shows a
view of the bridge looking to the west and Figure 2 a view looking east at the channel
crossing. The eastbound bridge is on the left and the westbound bridge on the right in
Figure 1 and the opposite in Figure 2. Prestresssed concrete piles (610 mm = 24 inch
square) provided foundation support.
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in the new bridge. Dr. Schmertmann was actively involved in the project, especially
during the investigative work. We applied two techniques taught and advocated by
Dr. Schmertmann throughout his career. The first was the “method of multiple
working hypotheses” and the second was the “observational approach”. Vibration
induced settlement was one of the hypotheses. The observational approach was used
during the test program described herein and during construction to minimize the
effects of construction on the traveling public in the event there was damaging
settlement due to pile driving vibrations.
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Measurements were made of vibrations from traffic and were considered by the
authors of sufficient magnitude from truck traffic to induce settlement. One of the
goals of the S&CI study was to duplicate and document settlement from vibrations
applied to the bridge either by truck traffic and/or that may occur during pile driving
for construction of the new bridge. Two test sites were selected for study. Shear
wave velocity profiles were made at each test site using crosshole methods. Three
test piles were driven at each test site while vibration measurements were made in the
bridge and down hole measurements were made of soil vibrations. No settlement was
detected during driving of the test piles with vibration levels normally expected to
cause settlement. One of the explanations was another favorite topic of Dr.
Schmertmann – aging of soils (see Schmertmann (1991)).
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Determining the magnitude of settlement was not as easy as one may imagine. The
original plans provided plan elevations for the entire structure (footings, caps and
deck were of most interest). The FDOT made available the results of a deck surveys
made in 1992 and again in 1995. As part of our study, a survey was made of the
existing top of footing elevations. Figure 3 shows Dr. Schmertmann performing a
survey of the pier footings to provide reference elevations for the observational
approach during the test program and during construction of the new westbound
bridge. The height of grout and steel shims were measured. All of the data were
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considered to provide the best estimates of settlement of the entire bridge. The data
showed that 48% of the bents and piers had experienced settlements greater than or
equal to 25 mm (1 inch) with maximum settlement up to about 100 mm (4 inches).
OBSERVATIONAL APPROACH
Borings were made at all the proposed new pier locations and they showed loose
sand layers located below the elevation of the existing bent/pier piles. The design
loads are much larger today than in 1968 when the existing bridge was built and
Contractors use larger hammers now than then. Analyses estimated vibrations from
pile driving would produce higher levels of vibration in the existing bridge than
traffic had imposed. Analyses showed that vibrations from the driving of the piles for
the replacement bridge could cause additional settlements up to 150 mm (6 inches) if
a 162,700 Nm (120,000 lb-ft hammer was used to drive the piles and the new bridge
was in close proximity to the old bridge.
The projected pile driving vibrations warranted further study. Therefore, S&CI
proposed two test sites, each with three piles to gain additional on-site information.
This test program was included in the Traylor Brothers, Inc. Design Build Team
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work. East and westbound traffic was diverted onto the eastbound bridge on which
the tests were conducted in the early stages of the project.
Figure 4 shows the Test Site 1 layout near existing pier 14L. The layout for Test
Site 2 was similar and was located near existing Pier 20L. The “150 feet” (45.7 m)
dimension shown is the width of the Right of Way and the northern R/W is at the top
of the figure. Note that the existing bridge was located as near as practical to the
existing northern R/W line to minimize the effects of vibration to the extent practical.
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Pioneering research at the University of Florida, under the direction of Dr. John H.
Schmertmann, showed that SPT blow counts (up to at least N equal 50) are inversely
proportional to the enthru, the energy in the rods (see Schmertmann and Palacios
(1979)). Dr. Schmertmann energy calibrated all of the SPT drill rigs used at the
Blackwater Bridge site (see Schmertmann (1996)). All of the SPT borings, at both
test sites, used the same Failing 1500 drill rig, equipped with a safety hammer and the
energy calibration showed that 72% of the theoretical energy entered the rods
(enthru) during routine sampling
Two casings were grouted in place at each of the test sites for Crosshole shear wave
measurements. Sensors were placed in the same casings during the driving of the
three instrumented test piles to measure in situ soil vibrations. The adjacent existing
pier footings were monitored for settlement. No settlement was detected (within
about ± 0.5 mm (0.02 inch)) even though vibration levels were reached which were
expected to induce settlement.
The pile installation method for production pile driving was selected to minimize
vibration transmitted to the existing bridge and included jetting piles to the maximum
practical depth before driving. This initial jetting generally placed the new pile tips
below the tip elevation of the existing adjacent pier/bent locations.
The existing parallel bridges remained in service during construction of the new
westbound bridge. However, precautions were taken to protect the public in the
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event time was needed to make repairs or to re-level the bridge due to storms or
construction related activities. Detours were constructed at the ends of the parallel
bridges so that all traffic could be quickly routed over either of the bridges or could
proceed as originally planned using both bridges. At critical times, all of the traffic
was placed on the original eastbound bridge so that it would be removed as far as
practical from pile driving. (Upon completion of the new westbound bridge, all
traffic was placed on it, the two existing parallel bridges were removed and then the
new eastbound bridge was constructed.)
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The observational approach was closely followed throughout the entire pile driving
operations for the new westbound bridge to prevent unpleasant surprises. Vibrations
reaching the four closest piers or bents were monitored for vibration and the closest
Pier/Bent was monitored for settlement during driving. Settlements were small and
the pile driving operations proceeded as planned.
Soil borings logs, shown in Fig. 5 for Test Site 1 (TS-1), were available for pre-
design and showed weak, loose, noncohesive soils below the tips of the existing
foundation piles which were driven to a depth of about 8.5 m (28 ft) into the river
bed. Logs for Test Site 2 (TS-2) were similar. These short piles were believed to be
susceptible to vibration induced settlement during driving of the piles for the
replacement bridge as well as from ongoing truck traffic on the bridge.
It was anticipated that settlement of the existing bridge piers due to driving of the
replacement bridge piers could be predicted based on the amplitude of vibrations
experienced by the soil supporting the existing bridge piles. To estimate this
settlement, the volumetric strain occurring in the soil in the -40 ft to -90 ft (-12.2 m to
-27.4 m) elevation range would be summed for all the blows required to drive the
piles for the new bridge. Volumetric strain (
H/H) would be assumed equal to the
shearing strain, s, and calculated from the relationship:
Vv
Js (1)
Vs
An empirical equation of the standard form (function of SPT blow count and
confining pressure) for shear wave velocity would be developed specifically for this
site from measurements of shear wave velocity in crosshole seismic tests;
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Attempts would be made during the crosshole tests to obtain tomographic type data
for waves traveling at angles across horizontally bedded soil strata as well as waves
traveling horizontally from borehole to borehole.
Particle velocity would be predicted by again developing a site specific empirical
equation from measured energy required to drive the replacement bridge foundation
piles, and the distance to the existing bridge pile supported piers. This empirical
equation would take the common form (Woods & Jedele, 1985) of:
FIELD MEASUREMENTS
Crosshole seismic tests were performed at both test sites and a shear wave velocity
profiles developed to a depth of about 30.5 m (100 ft) below mud line at each site.
Vertically polarized shear waves were generated in the crosshole source borehole
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with a hydraulic packer hammer, shown in Fig. 6a & 6b, and the arrivals of the shear
waves at transducers in a receiver borehole were detected with triaxial arrays of
geophones coupled to the casing with pneumatic expanders. Shear wave velocities
were chosen to characterize pile support for both the existing and replacement bridge
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(a) (b)
FIG. 6 . (a) Hydraulic SV borehole shear source with platen expanded,
(b) Dr. Woods guiding hammer down borehole.
because both foundations were in saturated, noncohesive soils. Primary waves (P-
waves) would only reveal the compression wave velocity in the void space water of
the saturated soils and not of the skeleton of the soil. Furthermore, shear wave
velocity could be used in conjunction with ground motion measurements to calculate
shear strain in a process of estimating shake-down settlement. The use of shear
waves and particularly the choice of using SV-waves led to one of the key
conclusions/observations of this testing program as described in the next section.
Geophone packages at 3 elevations in one of the crosshole casings at each test site
are shown in Fig. 7. These three component geophone packages recorded vertical
and two orthogonal horizontal motions. During driving of the test piles, vibrations
were recorded at these three elevations in the crosshole casing and at triaxial
geophone arrays on the piers of the existing bridge. Figure 8 shows a work boat next
to the two crosshole casings extending above water and Fig. 9 shows a geophone
recorder on a pier of the existing bridge.
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Attempts were made to determine the SV- wave arrival time and amplitude from
each blow of the pile driving hammer and these velocities and amplitudes could be
used to estimate shear strain in the calculation of settlement. The tip elevation of the
piles continually changed during driving so the angle from horizontal between the tip
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of the pile and any of the three geophone packers changed continuously. Figure 7
demonstrates the continually changing angle as the pile passes elevation -40 feet
(-6.1 m) to the final tip elevations (for example, elevation -105 feet (32.0 m) for Pile
1 at TS-1). The geophones were placed such that, during driving, data were recorded
with the tip of the piles approximately at the same elevation (0 degrees) as one of the
geophones to approximately 74 degrees to one of the geophones.
Crosshole seismic test performed in boreholes 1 & 2 at TS-1 and TS-2 also
employed attempts to detect shear waves in a pseudo-tomographic mode. Angles
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from the horizontal at the source in those cases for the SV-wave ranged from 0° to
about +/-80°. For most of these angles the arrival of the vertical component of the
seismic wave was impossible to detect. Likewise, shear wave amplitudes could not
be measured. Failure to identify arrival times meant velocities could not be
calculated and failure to determine shear wave amplitude meant that shear strains
could not be calculated.
UNDERSTANDING SV-WAVES
At the time these measurements were made, it was well known that the amplitude
of the SV-wave generated by a vertical shear source in a borehole produced a
distribution of shear energy illustrated by Fig. 10.
This distribution of energy is the same for both crosshole and up-hole seismic
methods and demonstrates why the up-hole SV-wave method is not feasible and why
steep-angle ray paths cannot be used in crosshole. With a SV source at depth in a
borehole, the up-hole process requires identification of a ground motion at the surface
near the borehole. However, the maximum SV energy travels away from the source
in a horizontal direction and the amplitude at other directions from horizontal can be
approximated by circles tangent to the borehole at the center of the source. A ray of
energy traveling from the source to the surface would be created from only small
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method, energy is created in the ground at the surface and near to the cased borehole.
That energy travels downward to a receiver in the borehole on a nearly vertical angle.
The source energy is maximum in the downward direction making identification of
seismic energy easy in the down-hole method.
In more recent work by Kim et al (1999) it is shown that not only does the SV
amplitude change with angle from the horizontal, but the whole seismic wave
signature changes. Those researchers developed a FEM for wave propagation in
both isotropic media and cross-anisotropic layered media. Figure 11 shows the
isotropic system where the shear wave velocity (Vs) is 183 m/s (600 fps), Poisson’s
ratio () is 0.33, and the unit weight of the medium () is 15.7 kN/m3 (100 pcf). A
frequency of 11.6 Hz yielding a wavelength of 5.49 m (18 ft) was also assumed. Kim
et al used a vertical SV energy source which yielded seismic wave signatures shown
in Fig. 11 for three elevations in an adjoining borehole. At 0° inclination from
horizontal, the SV wave is clearly identifiable, but at 45° and 63° to the horizontal the
SV-wave is not at all identifiable. The arrivals of the SV–wave in Figs. 11 (a) & (b)
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were calculated based on the shear wave velocity in the isotropic medium. Neither
the arrival time of the SV wave nor the amplitude of the wave are identifiable.
Kim et al used a similar configuration with layers and cross-anisotropy to study the
SV-wave propagation generated by a vertical shear source. Table 1 shows the
properties of the anisotropic layers shown in Fig. 12. It is seen again that the 0°
declination SV-wave is clear, but SV-waves traveling along other ray paths are even
less clearly identifiable than in an isotropic medium, Fig. 11. The SV-wave arrivals
in Figs. 12 (a) & (b) were calculated based on velocities in layers and refraction of
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waves between layers. It is likely that the alluvial soils in the stream bed of the
Blackwater River may more closely resemble the cross-anisotropic model of Fig. 12
than Fig 11 but in either case it is clear why SV-wave velocity and amplitude could
not be determined for almost any angle except 0° to the horizontal.
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Even though many wave propagation measurements at this site were unproductive
with regard to predicting settlement because of the above discovery, the majority of
the settlement prediction process could be accomplished through other measurements.
The shear wave velocity from the crosshole seismic tests was correlated with SPT
blow count (N) for this site. As previously mentioned, the Failing 1500 SPT rig
using a safety sampler was energy calibrated with 72% of the energy into the rods
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(enthru). The following site specific empirical Eq. (4) was developed:
Where: Vs = shear wave velocity (VS = ft/sec when a = 146.7, b = 73.0, NSPT in
blows per foot, and o in ksf) or Vs = m/s when a = 44.71, b = 0.37,
NSPT in blows/305 mm, and o in kN/m2),
NSPT = SPT N value (enthru = 72% for drill rig used in this study), and
o = effective octahedral stress, [Ko was assumed to be 0.5].
This empirical value of Vs was very good up to velocities of about 400 ft/sec (121.9
m/s) and approximate at higher velocities. Velocities higher than this value were
generally at depths greater than elevation – 15.2 m (-50 ft), and soils at deeper
elevations had higher N values and were less likely to undergo shake-down
settlement.
To complete the calculation of strain by equation (1), the p-p particle velocity, Vv,
was also needed. Initially it was expected that a distance/energy relationship could be
developed based on energy imparted to the soil at the pile tip. Coupling of energy
into the ground from a pile being driven into the ground is a complex phenomenon.
The tip of the pile must create a bearing capacity failure in the ground causing plastic
deformations. At some distance from the pile tip those deformations decay to the
elastic range and seismic waves propagate outward from the pile tip. The sides of the
pile near the tip also create shear waves during bearing capacity failure. Because of
non-homogeneity of the soil and non-ideal pile behavior, P- & S-waves interact
during driving to create derivative waves including SH-waves. Shear energy is also
transferred from the shaft of the pile to the surrounding soil as the pile is driven, but
the soil at those elevations has already been brutalized by the tip passing through.
Consequently, transfer of energy from the shaft by shear is a small fraction of the
total energy transferred. Therefore it was assumed that the enthru energy from the
pile driving analysis was all delivered to the soil at the tip. Initially it was expected
that energy transferred to the soil at the tip of the pile would be traced through
vibration measurements in the cased borehole at three elevations, Fig. 7 for example,
and vibration amplitude at the three levels of geophones would provide the p-p
particle velocities need for equation (1).
Because it was impossible to identify SV-waves and estimate peak particle velocity
from most of the ray paths from the tips of the test piles to the geophone locations, a
different approach was adopted. Resultant peak particle velocities were determined
from measurements of vibration at the three elevations in the cased hole, Fig. 7. The
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distance from the test pile to all the geophones in the cased holes was taken as the
diagonal distance from the pile tip to the geophone location in the crosshole casing.
From this data a correlation between pile energy, distance, and peak particle velocity
was developed:
1.25
§ D ·
Vr K¨ ¸ (5)
© EMX ¹
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Using (4) & (5), shear strain in the soil under the existing bridge piers was calculated
for each foot of driving of the piles for the replacement bridge. Estimates of
settlement then were made by calculating relative density of the soil from blow count,
volumetric strain based on strain calculated above, and number of cycles of vibration
from each blow on the piles. These calculations showed a considerable potential for
vibration induced settlement of the existing bridge (up to 6 inches) during driving of
piles for the replacement bridge.
A parallel study using precise leveling techniques was implemented to measure
actual settlement. However, these measurements showed no detectable settlement of
the existing bridge piers (within the survey accuracy of about 0.5 mm (0.02 inch)
during the test program. Very small apparent settlements (an average of about 0.3
mm (0.012 inch) with a maximum of about 1.5 mm (0.06 inch) were measured in the
existing bridge piers during the driving of the production piles for the new westbound
bridge.
It is postulated that preconditioning from prior vibrations, including those from
storms, higher than expected silt content of the soil profile and development of slight
cementation because of aging of the noncohesive soils led to the over prediction of
settlement. Silt content and cementation were not considered in the literature studies
in which settlement at given relative densities and at given strain levels were
predicted. Future studies to better quantify the threshold velocity required for
settlement in aged soils and those with higher silt contents would likely improve
estimates of vibration generated settlements.
CONCLUSIONS
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REFERENCES
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Crapps, David K., Schmertmann, John H. and Pang, Shing, (1996), EFFETCS OF
VIBRATIONS AT BLACKWATER RIVER I-10 BRIDGE (3 Volumes),
Schmertmann & Crapps, Inc. Project No. 985, State Project N0. 58002-3449,
report prepared for Finley McNary Engineers, Inc., TRAYLOR BROTHERS,
INC. Design Build Team for the Florida Department of Transportation, August.
Kim, S-M, Liao, S-Y, and Roesset, J.M. (1999), “Simulation of the Crosshole
Method in Isotropic and Anisotropic Media,” International Journal for
Numerical and Analytical Methods in Geomechanics, Vol. 23, pp 1101-1119.
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NOTATION
a = empirical constant
b = empirical constant
D = distance from pile being driven to centerline of crosshole casing (ft)
EMX = maximum energy in the pile (Enthru) (ft-lb)
H = height of layer
K = empirical constant in Eq. (4)
Ko = at rest pressure (assumed to be 0.5 in this study)
n = empirical constant
NSPT = blows/foot
Vr = p-p resultant particle velocity (in/sec)
Vs = shear wave velocity,
TS = test site
o = effective octahedral stress (ksf)
H = change in height of layer
H/H = volumetric strain
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