GEOTECHNICAL REPORT - · PDF filethe Yorktown bearing stratum, which begins in the vicinity of elevation -80 to -100. ... Geotechnical Report - Final I-264, Project 0264-134-102

Geotechnical Report - Final I-264, Project 0264-134-102

Bridges B601, B602, B603 and B621 Virginia Beach, Virginia

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GEOTECHNICAL REPORT - FINAL

I-264, PROJECT 0264-134-102

BRIDGE B601, I-264 CD ROAD over NEWTOWN RD

BRIDGE B602, I-264 CD ROAD over Former NSRW

BRIDGE B603, GREENWICH RD/CLEVELAND ST over I-264

BRIDGE B621, GREENWICH ROAD over LAKE 2

TABLE OF CONTENTS

Introduction ..................................................................................................... 1

Proposed Construction .................................................................................... 2

Site Conditions ................................................................................................ 3

Site Geology ................................................................................................... 4

Subsurface Exploration ................................................................................... 5

Standard Penetration Test (SPT) Borings ............................................................... 5

Cone Penetrometer Test (CPT) Probes ................................................................... 6

Laboratory Testing .................................................................................................. 6

Subsurface Conditions .................................................................................... 6

Geotechnical Recommendations .................................................................... 8

Site Preparation and Grading ........................................................................................... 8

Bridge Foundations .......................................................................................................... 9

Drilled Shafts ........................................................................................................ 10

Driven Piles ........................................................................................................... 13

APPENDICES

Appendix A1: Site Location Map

Appendix A2: Geotechnical Engineering Reports by HDR (Separate Documents)

Appendix B: Drilled Shaft Capacity Analysis Spreadsheets

Appendix C: APILE Outputs – Pile Supported Substructures

Appendix D: Pile Set-up Evaluation and Revised Embedment Determination



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GEOTECHNICAL REPORT

I-264, PROJECT 0264-134-102

BRIDGES B601, B602, B603, and B621

SECTION 1

INTRODUCTION

This report presents the results of our geotechnical evaluations and recommendations for

proposed bridges associated with improvements to I-264 in the City of Virginia Beach,

Virginia. These bridges will form parts of a new Collector-Distributor (CD) Road along

the south (eastbound) side of I-264, a widening of I-264, a new flyover crossing the

interstate, and a low-profile “wharf” structure where the flyover road will connect to

existing Greenwich Road. A general description of the subsurface conditions and

geotechnical recommendations for the design of the foundations for these structures are

included in this report.

The borings and laboratory testing considered in our evaluations were completed by HDR

Engineering, Inc. under their contract with VDOT. In addition to completing a

comprehensive boring program, HDR’s scope included evaluation of the subsurface

conditions with respect to embankments and roadway construction, with emphasis on

settlement and global stability. The scope included in the current design effort is limited

to the proposed structures, such as bridges, retaining walls, and larger drainage

conveyances. HDR completed Geotechnical Engineering Reports (GERs) for the

interchange improvement program, divided into seven Project Study Areas (PSAs). Of

those, the following four, all dated September 20, 2013, are pertinent to this contract:

GER No. 1: Greenwich Road Overpass

GER No. 4: I-264 CD

GER No. 5: Newtown

GER No. 6: Witchduck



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This report is intended to support the bridge design, and provide the design team and

VDOT with information regarding the approach to the foundation selection and detailing

for the four bridges. The site location map, extracted from GER No. 4, is depicted in

Appendix A1.

Also, separate geotechnical reports were submitted which address the associated retaining

walls and culverts.

PROPOSED CONSTRUCTION

The site lies near the western limits of the City of Virginia Beach; however, the recently-

designed associated contract immediately west of this section lies in the City of Norfolk.

This project, located in the southeast quadrant of the I-64/I-264 interchange, includes

three new bridges and one bridge widening, as listed in the following table:

Table 1: Project 0264-134-102, Proposed Bridges

Bridge

No. Location Baseline

Approx. Station

Limits

Approx.

Length

(ft)

No.

Spans

B601 I-264 CD Rd over

Newtown Road I-264 54+98 to 57+71 272 2

B602 I-264 over Former

NS Railway I-264 184+03 to 186+27 224 3

B603 Greenwich/Cleveland

Flyover, over I-264

Greenwich

Road 57+51 to 64+75 724 4

B621

Greenwich Road

over Lake 2

(“Wharf Bridge”)

Greenwich

Road

48+70 to 51+90 WBL 320 16

50+10 to 51+10 EBL 100 5

NOTE: Station limits and lengths rounded to nearest foot.



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The proposed bridges and associated roadway improvements are intended to improve

traffic flow, increase capacity, and enhance safety for the traveling public. The existing

elevations throughout the site, primarily the result of earlier highway projects, will

generally provide sufficient grade separation for clearance under the bridges without the

need for extensive grading; however, widening and/or approach fills will be needed at

some of the abutments. The exception is the new flyover bridge, where significant fill

embankments are proposed.

The anticipated design is for the bridge abutments and piers to be mostly supported by

pile-supported foundations; however, there are several locations where pier columns will

be directly supported by drilled shaft foundations, including the flyover pier in the

median of I-264, and the piers of the widened bridge over the former Norfolk Southern

Railway ROW. Anticipated factored loads are discussed later in this report.

SITE CONDITIONS

As the area is fully developed and most of the planned improvements are upgrades to the

existing infrastructure, the site generally consists of the rights of way for the existing

highways and local roads. The notable exception is the flyover bridge, which will cross

the corners of two existing ponds as well as an adjacent woods. These ponds are

believed to be the result of borrow pits excavated during the original highway

construction; they are not a part of the local water or storm water infrastructure.

Surface features include the existing I-264 highway and ramps, and the bridges over

Newtown Road and the former right-of-way of the Norfolk Southern Railroad. The

proposed construction generally runs parallel and south of the existing highway, with the

exception of the flyover, which crosses I-264 and parallels the north side in an easterly

direction, connecting to the existing western terminus of Cleveland Street. Approximate



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existing ground elevations range from 8, to 40, with the higher elevations the result of fill

placed for the existing approaches and abutments.

SITE GEOLOGY

The following paragraphs comprise a brief overview of the geologic setting at the site.

Detailed discussions of the local geology are provided in the previously referenced

Geotechnical Engineering Reports prepared by HDR.

The site lies in the Coastal Plain which encompasses the eastern portion of the state,

beginning at the “Fall Line,” roughly approximated by Interstate I-95, where, moving in a

westward direction, the coastal sediments transition to bedrock-derived Piedmont

materials.

The geologic information covering the Virginia Coastal Plain indicates that the site is

underlain by the geologically recent Tabb Formation, and the more ancient Yorktown

Formation, a subunit of the Chesapeake Group, at greater depths.

The Quaternary age Tabb Formation is present throughout the upper portion of the

subsurface profile. Earlier publications referred to this formation or its subunits, as the

Norfolk, Sand Bridge, and Kempsville formations. The Norfolk Formation primarily

consists of soft to medium stiff clays, typically exhibiting high plasticity. The Sand

Bridge and Kempsville Formations generally consist of silty and clayey sands, which are

very loose to loose nearer the surface, transitioning to medium dense nearer the base.

Occurring alternately with the sands are very soft to medium stiff clays, generally

exhibiting high plasticity.

Below these geologically recent strata lies the Tertiary age Yorktown Formation, a

subunit of the Chesapeake Group, which consists of gray silty sand interbedded with

sandy silt. The Yorktown contains marine shell fragments, which are typical with most

Chesapeake Group formations. These strata are preconsolidated, and as a result are

medium dense to dense in situ.



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It must also be anticipated that very recent Holocene age Alluvium is present, particularly

along the present and the former banks of local streams. Note that many of the stream

channels were likely relocated during earlier construction projects, so alluvium could be

present in former stream channels, in addition to the ones presently observable. Alluvial

materials of this type consist of gravel, sand, silt, and clay of highly variable composition

and sorting. Artificial fill placed to form the highway embankments is also present along

the right of way. Considering the age of the roadway, the old fill strata should be

expected to be highly variable, and may not meet current standards for compacted

highway embankment fill.

SUBSURFACE EXPLORATION

As discussed above, VDOT engaged HDR Engineering, Inc. (HDR) to perform

subsurface explorations, laboratory soil testing, and prepare geotechnical reports. HDR’s

scope was to use the subsurface and laboratory data to complete engineering analyses

addressing roadways and embankments; specifically design considerations such as global

stability and settlement. Their reports were also to present and transmit the data for use

in the present design effort for major structures such as bridges, retaining walls and large

culverts. Since these voluminous documents have already been submitted and accepted

by VDOT, they are not reproduced herein; however, they should be considered

incorporated into this report by reference.

Standard Penetration Test (SPT) Borings

The explorations considered for the bridges were generally limited to those drilled to

the Yorktown bearing stratum, which begins in the vicinity of elevation -80 to -100.

These subject borings were drilled to elevations ranging from -100 to about -130.



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Cone Penetrometer Test (CPT) Probes

A series of (Cone Penetrometer Test) CPT probes were performed to supplement the

SPT borings These explorations, which included tip resistance, sleeve friction and

selected pore pressure dissipation measurements, extended to approximate depths of

105 to 140 feet below the ground surface.

Laboratory Testing

The laboratory testing program, generally performed by S&ME or GET Solutions,

included extensive index property tests (gradation analyses, Atterberg limits

determinations (liquid and plastic), and natural moisture contents). The laboratory

program also included compaction testing (moisture versus compacted density),

California bearing ratio, chemical tests (pH, resistivity, sulfides, chlorides, organics),

one-dimensional consolidation, and U-U triaxial tests.

The results of these tests are included in the Appendices of the HDR geotechnical

reports

SUBSURFACE CONDITIONS

The conditions indicated by the borings are consistent with those described in the

geologic discussion, and are discussed in considerable detail in the HDR Reports.

Specifically, much of the near-surface zones consist of highly variable artificially placed

fill. At the higher elevations, this probably represents embankment fill placed during

earlier highway construction. At lower elevations, the fill could be the result of either

earlier roadway construction, or the myriad development projects which have occurred

over the years.

Below the fill, interbedded layers of clays and sands are present down to the Yorktown

Formation. These layers can be divided in the upper sand and clay layers, characterized

by very soft and loose consistencies, and the lower sand and clay layers, which are



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typically loose to medium dense, or soft to medium stiff, with sporadic stronger and

weaker outliers. All of these natural strata represent the younger Quaternary geologic

units described above, and are considered subject to settlement under loading.

The deepest borings penetrated into the Yorktown Formation. These strata are mostly

medium dense to dense silty or clayey sands or sandy silty clays, with sporadic shell

fragments. Blow counts range between about 6 to 30, and average in the teens. The

significant presence of fines coupled with the known preconsolidation stress history of

these soils make these materials somewhat unusual, in that their strength is typically

greater than the SPT blow counts would suggest. Similarly, despite their sometimes

sandy and shelly composition, they tend to be somewhat to highly impermeable.



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SECTION 2

GEOTECHNICAL RECOMMENDATIONS

SITE PREPARATION AND GRADING

The bridge sites should be maintained in conditions that will assure proper drainage and

comply with applicable environmental regulations throughout construction. Based on the

design using drilled shafts and driven piles, we expect that excavation and grading will

generally be limited to the approaches and abutments, and are not expected to be deep.

To assure safety, all excavations must be shored or appropriately laid back to prevent

sloughing or lateral displacement and to maintain safe working conditions. Site work

must comply with OSHA regulations, specifically 29 CFR Part 1926, which requires that

the soil be classified in the field by a “competent person.” Because a competent person,

as defined by the regulations, must have the authority to take prompt corrective action,

personnel filling such a role should be employed or retained by the contractor and be on-

site on a regular basis during performance of the work.

Design of temporary support measures are generally the responsibility of the construction

contractor. Any required excavation support, both temporary and permanent, shall be

designed in accordance with applicable AASHTO, VDOT and industry standards.

Contractor-designed temporary support may be accomplished using sheet piles, timber

sheeting, or soldier piles and lagging, or other feasible means. Sheeting may need to be

braced or tied back, depending on construction sequence, the soil heights to be retained,

and adjacent surcharges such as traffic or existing structures.

After clearing and grubbing the limited areas to receive new fill, the stripped surfaces

should be examined by a geotechnical engineer to assure the exposed grade is suitable to

begin placement of new fill. Any highly organic or debris-laden soils should be undercut

to reasonably clean materials. It must be anticipated that even with removal of organic

and other heterogeneous materials, the surface will be very moist to wet, and in many



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locations, very weak. As such, establishing a base acceptable to begin filling will most

likely require use of special procedures, such as end-dumping a “bridge lift” and

displacing the muck or mud, the use of geotextile reinforcement, or perhaps other

methods. Whichever method is used, the base of the embankment should consist of

freely draining granular materials to provide strength, prevent wicking of moisture up

through the fill, and to provide a conveyance for groundwater escaping the underlying

soils as they are compressed.

Depending on availability, construction schedules, and prevailing weather conditions at

the time of construction, it may prove beneficial to use alternative fill materials that are

not susceptible to moisture, and can stabilize soft subgrades. Such materials include a

number of aggregates mixtures, fly-ash-based flowable fill, and proprietary lightweight

products (geo-foam, foamed concrete, etc.); however, use of such products must consider

their potential buoyancy during high-water flood conditions.

Standard earthwork procedures require fill placement to be controlled, and its degree of

compaction tested, to assure minimum standards are met. Specifically, each lift of fill

must be compacted to at least 95 percent of the theoretical maximum dry density, as

determined by VTM-1 or VTM-12 (~standard Proctor), at a moisture within 20 percent of

the optimum moisture content. The subgrade, as well as all base and subbase layers, shall

be compacted as required by VDOT’s Road and Bridge Specifications. Materials shall be

placed in approximately level layers not exceeding 8-inches, loose thickness, with the

density and moisture after compaction verified by a qualified soils technician prior to

placement of successive lifts.

BRIDGE FOUNDATIONS

Materials competent to support the anticipated loads are generally deep, typically starting

from about 40 to 70 feet below grade, and as such deep foundations are required. In

consideration of the subsurface conditions, we recommend that the bridge substructures

be founded on driven piles (Precast Prestressed Concrete - PPC), or drilled shafts. While



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the foundations will in most cases bear in the pre-consolidated Yorktown Formation, the

conditions at the bridge over the former NS Railway (B602) are more favorable, and

light to moderately loaded piles are expected to develop the required resistance above the

Yorktown.

The factored loads provided by the structural engineers include reactions for both piers

and abutments. These values were increased, where applicable, to include the predicted

drag loads (“downdrag”) as discussed later in this report. The final design is based upon

PPC piles, although as the design was being developed, both steel HP sections and PPC

piles were considered. Final selection of PPC piles was based on simplifying the project

by using one pile type, as well as the economy usually associated with concrete over

steel.

There are several locations where space and constructability concerns strongly favor use

of drilled shaft foundations. These include the piers of the bridges along I-264 (B601 and

B602), as well as Pier 1 of the flyover bridge (B603) which is located in the median of I-

264.

Drilled Shafts

As indicated, limited space and constructability concerns favor drilled shaft

foundations for certain piers of three of the bridges. The structural engineers

indicated desired shaft sizes of 4’-6”, 4’-0” and 6’-0” for B601, B-602, and B603,

respectively, to accommodate the columns they will support, as well as to develop

the axial, shear and moment capacities required by the structural design.

Evaluation of factored resistances for axial loading was performed in

conformance with “LRFD Bridge Design Specifications, 2014,” including interim

revisions, published by AASHTO. The code adopts the methodology described in

the 2010 FHWA Publication covering the design and construction of drilled

shafts, by Brown, Turner and Castelli;1 however, the method and resistance

factors used in our analysis are those specified in the current Code.



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The code requires the following resistance factors when calculating the

geotechnical axial resistance of a drilled shaft, as listed in Table 10.8.3.6.3-1:

Skin Resistance, Cohesive Soil: 0.45

Skin Resistance, Non-Cohesive Soil: 0.55

Tip Resistance, Cohesive Soil: 0.40

Tip Resistance, Non-Cohesive Soil: 0.50

The shafts will need to be extended into the Yorktown soils to develop sufficient

skin friction, and combined with moderate end bearing, develop the necessary

factored resistance. Spreadsheets showing example calculations are provided in

the Appendix. Recommended depths, sizes and factored resistances are as

provided in Table 2, below. The sizes and depths were selected based on the

desired shaft sizes and ranges of resistances indicated by the structural engineers.

Other combinations of diameters, depths, and factored resistances can be

evaluated, as needed.

Table 2: Drilled Shaft Recommended Sizes and Depths

Bridge

No.

Substructure

ID

Nominal

Resistance

(kips/tons)

Factored

Resistance

(kips/tons)

Shaft

Diameter

(feet)

Recommended

Tip Elevation

(feet, MSL)

B601 Pier 3080 / 1540 1600 / 800 4.5 -95

B602 Piers 1 & 2 1750 / 875 934 / 467 4.0 -72

B603 Pier 1 3716 / 1857 2010 / 1005 6.0 -85



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The lateral response of the shafts to the shear and moment reactions indicate

anticipated horizontal deflections of less than 0.5 inch, which are considered

acceptable from a geotechnical standpoint.

The potential unbalanced hydrostatic pressures in holes of the depths

recommended will be quite high, which introduces a risk of side collapse, blow-

in, or boils. Accordingly, we would expect that the “wet method,” in which a

slurry is used to maintain the holes during drilling, reinforcement placement and

concreting will be proposed by the drilled shaft contractor. However, other

methods, particularly ones which combine use of casing and slurry, may be

feasible. If slurry is used, its selection should consider the anticipated timing of

drilling, rebar cage installation, and concreting, as well as subsurface conditions

such as soils types and strengths, water salinity, etc. The time it will likely take to

construct each shaft favors polymer type slurries, as these products generally do

not “cake” on excavated shaft walls, nor do they require periodic agitation.

All shaft excavations should be maintained by casing and/or slurry, as

appropriate, during construction. Even so, it is essential that reinforcing steel and

concrete be placed as soon as practicable after drilling to prevent degradation of

the shaft excavations. We anticipate that, as is typical with this method, a short

length of casing will be placed at the top of the excavation after commencing

drilling to maintain the size and shape of the hole, with slurry used deeper in the

shaft excavations. Slurry is pumped from a nearby tank or reservoir as the hole

progresses, which is recovered for reuse during the concreting process.

With the sensitive subsoils, and the loss of integrity and capacity that can occur

during foundation construction, the specifications should require the contractor to

have demonstrated experience installing deep drilled shafts in the Hampton Roads

area. Additionally, the on-site inspection personnel should be experienced in

identifying local soils, in particular the Yorktown Formation, which will have to

be identified from the spoils. Careless installation procedures and inexperienced



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personnel could result in soil inclusions and shafts bearing on disturbed materials,

poor rebar-concrete bonding, as well as other defects.

We understand that the upper 25 feet of the shafts for the B602 piers will be

constructed with permanent casing, due to the close proximity of the light rail

infrastructure to be constructed in the near future. The capacity calculations for

this structure conservatively omitted any skin friction contribution within this

range. There may be other locations where more extensive shaft casing, either

temporary or permanent, will be warranted to protect nearby utilities, existing

structures, etc. If permanent casings are required at locations other than B602, the

Engineer should review the situation and determine if design revisions are

warranted.

Driven Piles

The abutments of all four structures, piers 2 and 3 of the flyover bridge, as well as

all of the bent-type substructures of the wharf bridge, will be supported by driven

piles. The foundation designs use battered piles to resist lateral and transverse

loading; all piles will provide varying degrees of axial support. We understand

that the resulting lateral and transverse reactions per pile to be inconsequential

with respect to geotechnical response. Factored loads were provided by the

structural engineers, and combined with factored drag loads, as applicable, were

used to evaluate pile sizes and anticipated driven depths to achieve the required

per-pile nominal resistances.

The calculations used Φ=0.65 as the resistance factor, in accordance typical local

practice and AASHTO LRFD Table 10.5.5.2.3-1. This factor requires dynamic

testing during test pile installation, coupled with signal matching of the data to

verify pile capacity. As noted in the AASHTO table, dynamic testing and signal

matching must be performed on two piles for every site condition, and for at least

2 percent of the total production piles, whichever is greater. Excepting the wharf



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bridge, we would envision dynamic testing of one (1) or two (2) piles from each

substructure, which should meet or exceed the minimum requirements.

Considering the large number of closely spaced bents for the wharf bridge, we

recommend selecting a test pile quantity meeting the 2 percent requirement,

located at representative locations across the foundation plan area.

Note that the AASHTO code allows use of higher resistance factors for higher

quality control levels of production piles. A factor of Φ=0.75 may be used if

dynamic testing is performed on all production piles, or if one successful static

load test is completed for each site condition. A resistance factor of Φ=0.80 may

be used if both a successful static load test, and at least (2) dynamic tests, are

completed for each site condition. While static load tests are often not cost

effective, in some cases the additional dynamic testing to allow a factor of Φ=0.75

may be.

The design process has gone through several iterations with respect to pile drag

loads (sometimes called downdrag or negative skin friction). Initially, the pile

loads considered relatively minor amounts of drag load, based upon the

presumption that the upper regions of the piles would be coated with bitumen or a

similar friction-reducing material. VDOT subsequently requested that the design

be modified to forego coatings, and the pile resistances were increased to resist

the full anticipated drag loads. While this approach was generally acceptable, the

loads and resulting embedment lengths were quite large, especially for the flyover

bridge, so the decision was made to employ stand-by or “quarantine” times, on

the order of 3 to 6 months or more, to allow all of the ~1 to ~2 feet of primary

settlement to occur prior to driving the affected piles. Although secondary

settlement will still occur over the course of several decades after construction, its

magnitude is quite small, and is not considered problematic. Accordingly, the

anticipated drag loads were removed from the abutment piles for bridge B603.



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Per AASHTO, where drag loads are considered, they must be increased by a

factor of 1.4 (AASHTO Table 3.4.1-2) and added to the factored axial (structural)

load. This combined load is then divided by the resistance factor appropriate for

the level of quality control, in this case 0.65; the resulting value is the Nominal

Axial Resistance which must be attained in the field. Expressed as an equation:

Structural + Drag Loads (Factored) ÷ Φ = Nominal Resistance (construction)

The computer program “APILE,” developed by Ensoft. Inc, was used to predict

pile penetration depths needed to attain the required nominal resistances. The

loads, resistances, and estimated embedments are summarized in Table 3, located

immediately behind the text of this report. APILE output sheets showing

representative calculations are provided in the Appendix.

The surface elevations across each bridge location vary from the average values

considered in the analyses. The elevations range from about elevation 17, to as

low as about -10 in the ponds. As most of the capacity develops at greater depths,

the tip elevations are a more reliable reference point for predicting pile lengths.

Surface elevation irregularities are expected to have little effect on pile capacities.

The soft to moderately consolidated soil conditions throughout the profile do not

suggest unusual or difficult driving; however, should there be any unusual

observations during pile installation, such as unexpected soft or hard zones, lateral

drift or “kick,” etc., they must be evaluated by VDOT and the geotechnical

engineer to determine if corrective procedures or additional evaluations are

warranted. The PDA data should be examined by experienced personnel to

determine pile integrity, and to evaluate the possibility of pile driving damage.

As a precursor to test pile installation, the contractor shall propose equipment for

driving, substantiated by wave equation analysis. During driving and re-striking

the test piles, the entire procedure shall be monitored by dynamic testing, to verify



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pile stresses and capacities, as well as hammer efficiency and performance. The

estimated depths/elevations indicate the depths at which the nominal axial

resistance values are predicted to develop for the recommended pile sizes. Pile

order lengths are typically established by the Engineer subsequent to the

contractor’s analyses and the pre-production wave equation report. Test piles are

typically ordered at least 10 to 15 feet longer than predicted embedment to assure

sufficient lengths to attain capacity.

After the minimum wait time and pile re-striking, the nominal capacity shall be

refined by signal matching analysis of the dynamic data. As set-up or “freeze” is

expected to contribute significantly to the nominal resistances, the time interval

for re-striking test piles should be at least 5 full days (120 hours) after the end of

initial drive, as required by VDOT standard specifications, unless a longer period

is directed by the Engineer. Upon review of the driving records, dynamic data,

and signal matching analyses, the Engineer will set pile order lengths and the

criteria for installing production piles.

Subsequent to the first submittal of this report, VDOT requested that we evaluate

whether some pile depths could be shortened due to the set-up tendencies of the

local soils. The Department provided historical records of dynamic pile test

results, both after initial drive and at the beginning of restrike. Of particular value

were borings showing the subsurface data at the test locations. Our analysis

suggests that, other parameters remaining consistent, capacities after set-up

varied, but were on the order of 128% to 185% of predicted values using a

traditional analysis with APILE. We conservatively increased the predicted skin

friction in the bearing zones by 25%, i.e., skin friction values of 125% of the

traditionally derived values. These increases were only applied to the Yorktown

bearing strata.

1 Brown, Dan A., John P. Turner and Raymond J. Castelli, Drilled Shafts: Construction Procedures and

LRFD Design Methods, FHWA NHI-10-016, 2010.

TABLE 3

PILE LOADS, RESISTANCES & ESTIMATED TIP ELEVATIONS

(Revised to Remove Drag Load from B603)

A B C D E F G H I K

Structure

No.Structure Name Substructure

Pile Size

(square

PPCs)

Factored

Axial Load

(Structural)

(kips)

Drag Load

(kips)

Factored

Drag Load

(kips)

(φφφφ=1.4)

Total Load =

Factored

Axial +

Factored

Drag Loads

Nominal

Resistance

Req'd (kips)

Est. Tip:

Emb't/ Elev

(ft)

inches Structural

Design(APILE calcs) (= 1.4*F) (= E + G) (= H / 0.65) (APILE calcs)

B601 I-264 CD over Newtown Abutment A 12 200 82.5 116 316 486 79 / -67

B601 I-264 CD over Newtown Abutment B 12 200 82.5 116 316 486 79 / -67

B602 I-264 over former NSRR Abutment A 12 115 N/A 0 115 177 41 / -14

B602 I-264 CD over Newtown Abutment B 12 115 N/A 0 115 177 41 / -14

B603 Greenwich Road over I-264 Abutment A ** 24 534 N/A 0 534 822 72 / -56

B603 Greenwich Road over I-264 Abutment B ** 24 506 N/A 0 506 778 85 / -69

B603 Greenwich Road over I-264 Piers 2 & 3 24 400 N/A 0 400 615 Varies / -79*

B621 Greenwich - Wharf Bridge (all) 18 228 16 22 250 385 Varies / -84*

* Piles lengths may vary, as "surface" elevations range from +5 (land), to about 15 feet of water.

** Settlement due to embankment loads to be completed by pre-loading and surcharging prior to pile driving (See text).

2017-02-23

APPENDIX A1 Site Location Map

Pro

ject

Stu

dy A

rea:

I264 C

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64

� ��26

4

� ��64� ��64

S NEWTOWN ROAD

CU

RL

EW

DR

IVE

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NT

ER

DR

IVE

FAULK ROAD

LUCAS AVENUE

EAST MCGINNIS CIRCLE

IVO

R A

VE

NU

E

CORNWALLIS LANE

ED

ISO

N A

VE

NU

E

STONEY POINT SOUTH

PO

PLA

R H

ALL

DR

IVE

KIDD BOULEVARD

DORWIN DRIVE

NORTH CENTER DRIVE

HICKS AVENUE

MO

NM

OU

TH

LA

NE

FIN

NE

Y S

TR

EE

T

N ABILENE AVENUE

JE

RR

Y R

OA

D

PAUL JONES LANE

TA

FT

ST

RE

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GLENROCK ROAD

ST

ON

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PO

INT

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H

ST

EP

HE

NS

ON

AV

EN

UE

EFFIE AVENUE

BANGOR AVENUE

NE

WA

RK

AV

EN

UE

PA

WN

EE

DR

IVE

HOUSTON AVENUE

BL

AC

KS

TO

NE

ST

RE

ET

FO

RE

ST

TO

WN

DR

IVE

HICKS AVENUE CU

RL

EW

DR

IVE

GLENROCK ROADGLENROCK ROAD

264

GR

EE

NW

ICH

RD

VIR

GIN

IA B

EA

CH

BL

PR

INC

ES

S A

NN

E R

D

CL

EV

EL

AN

D S

T

SU

SQ

UE

HA

NN

A D

R

BO

NN

EY

RD

PO

NT

IAC

RD

PA

RL

IAM

EN

T D

R

COVEN

TRY RD

HATTERAS RD

N WITCHDUCK RD

S PARLIAMENT DR

BRIAN AVE

LAVENDER LN

CAPOT RD

MIAMI RD

S NEWTOWN RD

OVERHOLT DR

DORSET AVE

BR

OA

D S

T

JE

AN

NE

ST

OVER

LAND R

D

S WITCHDUCK RD

SO

UT

HE

RN

BL

CHEYENNE RD

EUCLID

RD

HILL PRINCE RD

MAC ST

E CHICKASAW RD

ROSE MARIE AVE

GRAYSON RD

CITATION DR

SIR

BA

RT

ON

DR

CO

LIS

S A

VE

EL

AM

AV

E

FL

OR

AL

ST

TOY AVE

UPPERVILLE RD

LA

RR

Y A

VE

SOUTHGATE AVE

AN

VE

RS

RD

ER

SK

INE

ST

JACQUELINE AVE

RIC

HA

RD

RD

IROQUOIS RD

AMBERLY RD

JERSEY AVE

WO

OD

S E

DG

E R

D

KENLEY RD

CHEROKEE RD

OPAL AVE

LE

ES

BU

RG

DR

NEWTOW

N RD

GREEN KEMP RD

NELMS LN

CA

RN

AT

ION

AV

E

BO

SW

OR

TH

RD

CONVENTION DR

WELLER B

L

BA

NN

OC

K R

D

CLEARFIELD AVE

OUTER

DR

AR

RO

WH

EA

D D

R

RA

CH

EL

ST

SU

MM

ER

CR

K

CH

IPP

EW

A R

D

WEAVER D

R

BOWMAN RD

YODER LN

CO

MA

NC

HE

RD

JO

NA

S S

T

AL

LY

NE

RD

S O

TTA

WA

RD

PENNSYLVANIA AVE

W PALMYRA DR

HUNT CLUB DR

HERNDON RD

SEDGEFIELD AVE

SP

AR

TA

N S

T

PRICE ST

DENN LN

CO

ND

OR

ST

MAYO RD

MA

RL

INT

ON

DR

HUNTINGTON DR

FALCON AVE

WINDBROOKE LN

OSPREY ST

HIL

L G

AIL

RD

FREIGHT LN

MA

RLW

OO

D W

AY

LANDO

LA D

R

PO

NC

A R

DH

AM

ILTO

N L

N

HO

LLAND D

R

ACADEMY RD

DETROIT

ER D

R

CONSUL AVE

WEXFORD DR

E PALMYRA DR

HARRIER ST

PA

IUT

E R

D

GREAT L

AKES D

RPO

LLOCK D

R

TH

OR

NB

UR

Y L

N

CADDOAN RD

BL

AC

KF

OO

T C

RK

LE

ICE

ST

ER

CT

CAYUGA RD

PLAY CT

PLAY DR

GALLANT FOX RD

ELD

ON

CT

MO

JA

VE

RD

MANNINGS L

N

NE

WT

OW

N A

R

CO

MM

ON

S C

T

RITZCRAFT DR

AD

MIR

AL

WR

IGH

T R

D

BRIXTON DR

NA

RR

AG

AN

SE

TT

DR

S P

AL

MY

RA

DR

PEREGRINE ST

CA

RO

LA

NN

E D

R

LEDURA RD

N P

AL

MY

RA

DR

CLEVELAND PL

CO

LTE

R C

T

E OTTAWA RD

KEMPS L

AKE DR

LOFLIN

WAY

N P

AW

NE

E R

D

HIDEAWAY LN

LA

RA

Y D

R

CONFERENCE CT

WO

ODGLEN CT

CH

EY

EN

NE

CI

HO

ME

CE

NT

ER

DR

MIA

MI C

T

VIN

DA

LE

DR

W OTTAWA RD

OA

KE

NG

AT

E D

R

PARRY RD

CAROLANNE TER

OV

ER

LA

ND

CT

PENSIVE LN

TIC

E C

T

SO

UT

HE

RN

BLV

D

NEWTOW

N RD

NEWTOWN RD

DORSET AVE

SO

UT

HE

RN

BL

EUCLID

RD

264

264

264

264

OPAL AVE

VIR

GIN

IA B

EA

CH

BL

SO

UT

HE

RN

BL

N WITCHDUCK RD

S WITCHDUCK RD

SOUTHGATE AVE

PRINCESS ANNE RD

264

CLE

VE

LA

ND

ST

�0

1,0

00

50

0F

ee

t

Pro

ject

Baselin

es

Roa

ds

Pa

rkin

g L

ots

/Dri

ve

wa

ys

Bu

ildin

gs/S

tru

ctu

res

Wa

ter

Bo

die

sP

roje

ct

02

64-1

34

-10

2C

ity

of

Vir

gin

ia B

ea

ch

Pro

ject

Stu

dy A

rea

I264

CD

So

urc

e:

GIS

data

fro

m C

ity o

f V

irg

inia

Bea

ch

an

d C

ity

of

No

rfo

lk

Pre

pa

red

by:

Date

: Ju

ly 7

, 20

10

Dra

win

g 1

:V

icin

ity

Ma

p

Vir

gin

ia D

ep

art

men

t o

f T

ran

sp

ort

ati

on

APPENDIX A2 HDR Reports

(Incorporated by Reference; not included herein)

APPENDIX B Drilled Shaft Capacity Spreadsheets

Drilled Shaft Capacity Evaluation - I-264 Project B601: I-264 CD over Newtown Rd Location B601 Cohesive

Surface Elev. ~ 10.5 ft Cohesionless

Shaft Diameter D 4.5 ft IGM - N/A

Atmospheric Pressure pa 2.12 ksf Rock - N/A ER in %

5

N160 = CN

* N60

N60 =

(ER/60%)

N

=27.5 +

9.2 log

N160

SPT N value

corrected for

overburden

and hammer

SPT N value

corrected for

hammer

0.6 for clean

sands;

0.8 for SM

and sandy

ML

Calculated

Friction angle

of soil

(degrees)

Verical Pre-

consolidation

stress

=pa*0.47*N60^

m (sands)

Effective

stress at

mid-layer

Nominal side

resistance

Cumulative

Nominal Side

Resistance

Factored Side

Resistance

Cumulative

Factored Side

Resistance

Stratum

No Mat'l Type

Top

Elev

Bttm

Elev

Thick-

ness

Depth

of Mid-

point

Total

unit wt

(pcf)

Eff Unit wt

(pcf) Su (ksf)

Su/pa

(ksf)

Alfa

factor, α α α α

(dim) (N1)60 N60 m φ φ φ φ'f / σσσσ'f σσσσ'p (ksf) σσσσ'v (ksf)

Beta

Factor β β β β

(dim)

Side

resist. qs

(ksf) Rs (kips) Rs (kips)

Resistance

Factor (ϕϕϕϕ) Rs (kips) (kips)

1 Cohesionless 10.5 5 5.5 7.75 115 115 12 8 0.8 37.43 5.259 0.403 1.430 0.576 44.82 0.00 0.55 24.65 0.0 Neglect

2 Cohesionless 5 -10 15 -2.5 115 52.6 9 0 0.8 36.28 0.000 1.2 0.000 0.000 0.00 0.0 0.55 0.00 0.0 Neglect

3 Cohesive -10 -20 10 -15 105 42.6 0 0.0000 0.5500 1.81 0.000 0.00 0.0 0.45 0.00 0.0 Neglect

4 Cohesionless -20 -35 15 -27.5 125 62.6 15 16 0.8 38.32 9.157 2.49 0.673 1.676 355.50 355.5 0.55 195.52 195.5

5 Cohesionless -35 -49 14 -42 125 62.6 13 16 0.8 37.75 9.157 3.4 0.551 1.872 370.56 726.1 0.55 203.81 399.3

6 Cohesive -49 -61 12 -55 110 47.6 3 1.4151 0.5585 4.12 1.675 284.24 1,010.3 0.45 127.91 527.2

7 Cohesionless -61 -73 12 -67 125 62.6 23 33 0.8 40.03 16.340 5 0.642 3.210 544.49 1,554.8 0.55 299.47 826.7

8 Cohesionless -73 -95 22 -84 125 62.6 20 33 0.8 39.47 16.340 6.54 0.537 3.512 1092.14 2,646.9 0.55 600.68 1,427.4

9 Cohesionless -95 -140 45 -117.5 125 62.6 9 17 0.8 36.28 9.612 8.19 0.329 2.698 1716.53 4,363.4 0.55 944.09 2,371.5

10

11

12

Tip - Cohesionless N/A Tip - Cohesive

Belled? No Bell Diameter Belled? No Bell Diameter

Z= 100 ft, below ground surface Z= ft, below ground surface

17 N60 (Enter N60 for zone 2 diameters below tip elev.) N c = 6.00 = 6 * [1 + 0.2 (Z/D)] ≤ 9

qp= 20.4 =1.2 * N60 (ksf)N corrected for hammer only 10.5 1.5 Depth range of S u values = 2 diameters below tip of shaft

Rp= 324 kips S u = (from above, as applicable to depth - ksf). If Su < 0.50 ksf, use 0.67 * Su

ϕ = 0.5 q p = 0 =N c * S u ≤ 80.0 ksf

RR = 162 kips R p = 0 kips

ϕ = 0.40

Factored Side Resistance: 1427 kips Nom: 2650

Factored Tip Resistance: 162 kips Nom: 344 CN= 0.77 log (40/σ'v) <2.0 (stress in ksf)

Total Factored Resistance 1589 kips Total: 2994 1497 <-- Tons σ'v = 8.19 ksf

RESISTANCE FACTORS: (Table 10.5.5.2.4-1) CN = 0.53 (dim)

Side - Clay 0.45 Raw: N = 13 17.0 = N60 (for auto hammer: 80%)

Side - Sand 0.55 9 = N160

Tip - Clay 0.4

Tip - Sand 0.5

Water Elevation:

Drilled Shaft Capacity Evaluation - I-264 Project B-602 I-264 CD over Hampton Roads Light RailLocation B602 Cohesive

Surface Elev. ~ 17 ft (Top of shafts @ ~13 - but, upper-strata omitted in capacity calcs) Cohesionless

Shaft Diameter D 4 ft IGM - N/A

Atmospheric Pressure pa 2.12 ksf ER in % Rock - N/A

5

N160 = CN *

N60

N60 =

(ER/60%)

N

=27.5 +

9.2 log

N160

SPT N value

corrected for

overburden

and hammer

SPT N value

corrected for

hammer

0.6 for clean

sands;

0.8 for SM

and sandy

ML

Calculated

Friction angle

of soil

(degrees)

Verical Pre-

consolidation

stress

=pa*0.47*N60^

m (sands)

Effective

stress at

mid-layer

Nominal side

resistance

Cumulative

Nominal Side

Resistance

Factored Side

Resistance

Cumulative

Factored Side

Resistance

Stratum

No Mat'l Type

Top

Elev

Bttm

Elev

Thick-

ness

Depth of

Mid-

point

Total unit

wt (pcf)

Eff Unit wt

(pcf) Su (ksf) Su/pa (ksf)

Alfa

factor, α α α α


Beta

Factor β β β β

(dim)

Side

resist. qs


Resistance


1 Cohesionless 17 5 12 11 120 120 30 22 0.8 41.09 11.813 0.72 1.880 1.353 204.09 0.00 0.55 112.25 0.0 Neglect

2 Cohesionless 5 -10 15 -2.5 125 62.6 34 33 0.8 41.59 16.340 1.91 0.000 0.00 0.0 0.00 0.00 0.0 Neglect

3 Cohesive -10 -16 6 -13 105 42.6 0 0.0000 0.5500 2.51 0.000 0.00 0.0 0.45 0.00 0.0 Neglect

4 Cohesionless -16 -35 19 -25.5 115 52.6 12 14 0.8 37.43 8.229 3.13 0.540 1.691 403.68 403.7 0.55 222.03 222.0

5 Cohesionless -35 -60 25 -47.5 125 62.6 24 32 0.8 40.20 15.942 4.42 0.686 3.031 952.19 1,355.9 0.55 523.70 745.7

6 Cohesive -60 -72 12 -66 110 47.6 2 0.9434 0.6057 5.8 1.211 182.66 1,538.5 0.45 82.20 827.9

7 Y Cohesionless -72 -90 18 -81 125 62.6 3 1.4151 0.5585 14 25 0.8 38.04 13.085 6.86 0.447 3.067 693.70 2,232.2 0.55 381.54 1,209.5

8 Y Cohesionless -90 -115 25 -102.5 125 62.6 3 1.4151 0.5585 14 25 0.8 38.04 13.085 7.8 0.413 3.222 1012.14 3,244.4 0.55 556.68 1,766.1

9

10

11

12

Tip - Cohesionless Tip - Cohesive


Z= 89 ft, below ground surface Z= 80 ft, below ground surface

14 N60 (Enter N60 for zone 2 diameters below tip elev.) Nc= 9.00 = 6 * [1 + 0.2 (Z/D)] ≤ 9

qp= 16.8 =1.2 * N60 (ksf) N corrected for hammer only -63.0 -71.0 Depth range of Su values = 2 diameters below tip of shaft

Rp= 211 kips Su = 2 (from above, as applicable to depth - ksf). If Su < 0.50 ksf, use 0.67 * Su

ϕ = 0.5 qp= 18 =Nc * Su ≤ 80.0 ksf

RR = 106 kips Rp= 226 kips

r.f. 0.40

Factored Side Resistance: 828 kips Nom: 1539 90


Total Factored Resistance 934 kips Total: 1750 875 σ'v = 7.8 ksf



Side - Sand 0.55 14 = N160

Tip - Clay 0.4

Tip - Sand 0.5

Water Elevation:

Drilled Shaft Capacity Evaluation - I-264 Project B-603 - Greenwich FlyoverLocation B-603 Cohesive

Surface Elev. ~ 20 ft Cohesionless

Shaft Diameter D 6 ft IGM - N/A

Atmospheric Pressure pa 2.12 ksf Rock - N/A ER in %

0

N160 = CN

* N60

N60 =

(ER/60%)

N

=27.5 +

9.2 log

N160

SPT N value

corrected for

overburden

and hammer

SPT N value

corrected for

hammer

0.6 for

clean

sands;

0.8 for SM

and sandy

ML

Calculated

Friction angle

of soil

(degrees)

Verical Pre-

consolidation

stress

=pa*0.47*N6

0^m

(sands)

Effective

stress at

mid-layer

Nominal side

resistance

Cumulative

Nominal Side

Resistance

Factored Side

Resistance

Cumulative

Factored Side

Resistance

Stratum

No Mat'l Type

Top

Elev

Bttm

Elev

Thick-

ness

Depth of

Mid-

point

Total unit

wt (pcf)

Eff Unit

wt (pcf) Su (ksf)

Su/pa

(ksf)

Alfa

factor, α α α α


Beta

Factor

ββββ (dim)

Side

resist. qs


Resistance




3 Cohesionless 0 -10 10 -5 110 47.6 24 26 0.8 40.20 13.502 2.47 0.897 2.215 417.54 912.6 0.55 229.65 502.0

4 Cohesionless -10 -35 25 -22.5 108 45.6 8 9 0.8 35.81 5.779 3.28 0.417 1.368 644.45 1,557.1 0.55 354.45 856.4

5 Cohesionless -35 -55 20 -45 108 45.6 7 9 0.8 35.27 5.779 4.3 0.354 1.524 574.66 2,131.8 0.55 316.06 1,172.5

6 Cohesive -55 -65 10 -60 105 42.6 0.95 0.4481 0.5500 4.97 0.523 98.49 2,230.2 0.45 44.32 1,216.8

7 Cohesionless -65 -85 20 -75 125 62.6 13 20 0.8 37.75 10.946 5.97 0.435 2.598 979.43 3,209.7 0.55 538.69 1,755.5

8 Cohesionless -85 -120 35 -102.5 125 62.6 6 10 0.8 34.66 6.287 7.22 0.276 1.990 1312.89 4,522.6 0.55 722.09 2,477.6

9

10

11

12

Tip - Cohesionless N/A Tip - Cohesive


Z= 105 ft, below ground surface Z= 120 ft, below ground surface

15 N60 (Enter N60 for zone 2 diameters below tip elev.) Nc= 9.00 = 6 * [1 + 0.2 (Z/D)] ≤ 9

qp= 18 =1.2 * N60 (ksf) N corrected for hammer only -100.0 -112.0 Depth range of Su values = 2 diameters below tip of shaft

Rp= 509 kips Su = 2.5 (as applicable to depth - ksf). If Su < 0.50 ksf, use 0.67 * Su

ϕ = 0.5 qp= 22.5 =Nc * Su ≤ 80.0 ksf

RR = 254 kips Rp= 636 kips

ϕ = 0.40

Factored Side Resistance: 1,756 kips Nom: 3210 RR = 254.47 kips


Total Factored Resistance 2010 kips Total: 3719 1860 <-- tons σ'v = 7.22 ksf



Side - Sand 0.55 6 = N160

Tip - Clay 0.4

Tip - Sand 0.5

Water Elevation:

APPENDIX C APILE Outputs

Green-A_Final.txt =========================================================================

APILE for Windows, Version 2014.6.10

Serial Number : 136155605

A Program for Analyzing the Axial Capacity and Short-term Settlement of Driven Piles under Axial Loading. (c) Copyright ENSOFT, Inc., 1987-2014 All Rights Reserved

=========================================================================

This program is licensed to :

AECOM Hunt Valley, MD

Path to file locations : U:\Resources\Surface\Geotech\I-64 and I-264 - Witchduck\APILE\I-264 and Witchduck\B603-Green\ Name of input data file : Green-A_REV.ap6d Name of output file : Green-A_REV.ap6o Name of plot output file : Green-A_REV.ap6p ------------------------------------------------------------------------- Time and Date of Analysis -------------------------------------------------------------------------

Date: February 22, 2017 Time: 18:04:33

1 ********************* * INPUT INFORMATION * *********************

B-603: Greenwich Flyover

DESIGNER : JES

JOB NUMBER :

METHOD FOR UNIT LOAD TRANSFERS :

- FHWA (Federal Highway Administration) Unfactored Unit Side Friction and Unit Side Resistance are used.

COMPUTATION METHOD(S) FOR PILE CAPACITY :

- FHWA (Federal Highway Administration)

TYPE OF LOADING : - COMPRESSION

PILE TYPE :

Precast concrete pile (Square/Rectangular/Orthogonal)

DATA FOR AXIAL STIFFNESS :

- MODULUS OF ELASTICITY = 0.340E+07 PSI - CROSS SECTION AREA = 574.00 IN2

Page 1

Green-A_Final.txt

NONCIRCULAR PILE PROPERTIES :

- TOTAL PILE LENGTH, TL = 120.00 FT. - PILE STICKUP LENGTH, PSL = 2.00 FT. - ZERO FRICTION LENGTH, ZFL = 5.00 FT. - PERIMETER OF PILE = 94.00 IN. - TIP AREA OF PILE = 574.00 IN2 - INCREMENT OF PILE LENGTH USED IN COMPUTATION = 1.00 FT.

SOIL INFORMATIONS :

LATERAL EFFECTIVE FRICTION BEARING SOIL EARTH UNIT ANGLE CAPACITY DEPTH TYPE PRESSURE WEIGHT DEGREES FACTOR FT. LB/CF 0.00 SAND 0.00 110.00 30.00 0.00 28.00 SAND 0.00 47.60 30.00 0.00 28.00 CLAY 0.00 42.60 0.00 0.00 62.00 CLAY 0.00 42.60 0.00 0.00 62.00 SAND 0.00 62.60 34.00 0.00 77.00 SAND 0.00 62.60 34.00 0.00 77.00 CLAY 0.00 47.60 0.00 0.00 87.00 CLAY 0.00 47.60 0.00 0.00 87.00 SAND 0.00 62.60 32.00 0.00 130.00 SAND 0.00 62.60 32.00 0.00

MAXIMUM MAXIMUM UNDISTURB REMOLDED UNIT UNIT SHEAR SHEAR BLOW UNIT SKIN UNIT END FRICTION BEARING STRENGTH STRENGTH COUNT FRICTION BEARING KSF KSF KSF KSF KSF KSF 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.22 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.22 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.72 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.72 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00

* MAXIMUM UNIT FRICTION AND/OR MAXIMUM UNIT BEARING WERE SET TO BE 0.10E+08 BECAUSE THE USER DOES NOT PLAN TO LIMIT THE COMPUTED DATA.

LRFD FACTOR LRFD FACTOR ON UNIT ON UNIT DEPTH FRICTION BEARING FT. 0.00 1.000 1.000 28.00 1.000 1.000 28.00 1.000 1.000 62.00 1.000 1.000 62.00 1.000 1.000 77.00 1.000 1.000 77.00 1.000 1.000 87.00 1.000 1.000 87.00 1.000 1.000 130.00 1.000 1.000

1 **********************

Page 2

Green-A_Final.txt * COMPUTATION RESULT * **********************

********************** * FED. HWY. METHOD * **********************

PILE TOTAL SKIN END ULTIMATE PENETRATION FRICTION BEARING CAPACITY FT. KIP KIP KIP 0.00 0.0 6.9 6.9 1.00 0.0 10.6 10.6 2.00 0.0 15.6 15.6 3.00 0.0 21.6 21.6 4.00 0.0 28.8 28.8 5.00 1.2 35.1 36.3 6.00 3.7 40.5 44.2 7.00 6.7 44.8 51.6 8.00 10.2 48.2 58.4 9.00 14.0 50.7 64.7 10.00 18.3 52.3 70.5 11.00 22.9 53.0 75.9 12.00 27.9 53.1 81.0 13.00 33.3 53.1 86.4 14.00 39.1 53.1 92.2 15.00 45.2 53.1 98.3 16.00 51.7 53.1 104.8 17.00 58.5 53.1 111.5 18.00 65.6 53.1 118.7 19.00 73.0 53.1 126.1 20.00 80.7 53.1 133.8 21.00 88.8 53.1 141.9 22.00 97.1 53.1 150.2 23.00 105.7 53.1 158.8 24.00 114.5 53.1 167.6 25.00 123.6 48.6 172.3 26.00 133.0 42.5 175.5 27.00 142.6 36.5 179.1 28.00 152.4 30.4 182.8 29.00 158.2 24.4 182.6 30.00 159.9 18.3 178.2 31.00 161.6 12.2 173.8 32.00 163.3 7.7 171.0 33.00 165.0 7.7 172.7 34.00 166.7 7.7 174.4 35.00 168.4 7.7 176.1 36.00 170.0 7.7 177.8 37.00 171.7 7.7 179.5 38.00 173.4 7.7 181.2 39.00 175.1 7.7 182.9 40.00 176.8 7.7 184.6 41.00 178.5 7.7 186.3 42.00 180.2 7.7 187.9 43.00 181.9 7.7 189.6 44.00 183.6 7.7 191.3 45.00 185.3 7.7 193.0 46.00 187.0 7.7 194.7 47.00 188.7 7.7 196.4 48.00 190.4 7.7 198.1 49.00 192.0 7.7 199.8 50.00 193.7 7.7 201.5 51.00 195.4 7.7 203.2 52.00 197.1 7.7 204.9 53.00 198.8 7.7 206.6 54.00 200.5 7.7 208.3 55.00 202.2 7.7 209.9 56.00 203.9 7.7 211.6 57.00 205.6 7.7 213.3 58.00 207.3 7.7 215.0 59.00 209.0 36.0 244.9 60.00 210.7 74.1 284.8 61.00 212.3 112.3 324.6

Page 3

Green-A_Final.txt 62.00 214.0 150.4 364.4 63.00 228.4 188.5 417.0 64.00 255.7 226.7 482.4 65.00 283.4 264.8 548.2 66.00 311.6 293.1 604.6 67.00 340.2 293.1 633.3 68.00 369.3 293.1 662.3 69.00 398.8 293.1 691.9 70.00 428.8 293.1 721.9 71.00 459.3 293.1 752.3 72.00 490.2 293.1 783.3 73.00 521.6 293.1 814.6 74.00 553.4 266.6 820.0 75.00 585.7 230.9 816.5 76.00 618.4 195.2 813.6 77.00 651.6 159.4 811.0 78.00 671.1 123.7 794.8 79.00 676.7 88.0 764.7 80.00 682.4 52.3 734.6 81.00 688.0 25.8 713.8 82.00 693.7 25.8 719.5 83.00 699.3 25.8 725.1 84.00 704.9 36.3 741.2 85.00 710.6 50.4 761.0 86.00 716.2 64.6 780.8 87.00 721.8 78.7 800.5 88.00 739.6 92.8 832.4 89.00 769.7 106.9 876.7 90.00 800.2 121.1 921.3 91.00 831.1 131.5 962.6 92.00 862.3 131.5 993.8 93.00 893.9 131.5 1025.4 94.00 925.8 131.5 1057.3 95.00 958.1 131.5 1089.6 96.00 990.8 131.5 1122.3 97.00 1023.8 131.5 1155.4 98.00 1057.2 131.5 1188.8 99.00 1091.0 131.5 1222.5 100.00 1125.1 131.5 1256.7 101.00 1159.6 131.5 1291.2 102.00 1194.5 131.5 1326.0 103.00 1229.7 131.5 1361.3 104.00 1265.3 131.5 1396.8 105.00 1301.3 131.5 1432.8 106.00 1337.6 131.5 1469.1 107.00 1374.3 131.5 1505.8 108.00 1411.3 131.5 1542.9 109.00 1448.8 131.5 1580.3 110.00 1486.5 131.5 1618.1 111.00 1524.7 131.5 1656.2 112.00 1563.2 131.5 1694.7 113.00 1602.1 131.5 1733.6 114.00 1641.3 131.5 1772.9 115.00 1680.9 131.5 1812.5 116.00 1720.9 131.5 1852.5 117.00 1761.2 131.5 1892.8 118.00 1802.0 131.5 1933.5

NOTES: - AN ASTERISK IS PLACED IN THE END-BEARING COLUMN IF THE TIP RESISTANCE IS CONTROLLED BY THE FRICTION OF SOIL PLUG INSIDE AN OPEN-ENDED PIPE PILE.

************************************************* * COMPUTE LOAD-DISTRIBUTION AND LOAD-SETTLEMENT * * CURVES FOR AXIAL LOADING * *************************************************

T-Z CURVE NO. OF DEPTH TO CURVE LOAD TRANSFER PILE MOVEMENT NO. POINTS FT. PSI IN.

Page 4

Green-A_Final.txt

1 10 0.0000E+00 0.0000E+00 0.0000E+00 0.0000E+00 0.1000E-01 0.0000E+00 0.2000E-01 0.0000E+00 0.4000E-01 0.0000E+00 0.6000E-01 0.0000E+00 0.8000E-01 0.0000E+00 0.9000E-01 0.0000E+00 0.1000E+00 0.0000E+00 0.5000E+00 0.0000E+00 0.2000E+01 2 10 0.1403E+02 0.0000E+00 0.0000E+00 0.5575E+00 0.1000E-01 0.1115E+01 0.2000E-01 0.2230E+01 0.4000E-01 0.3345E+01 0.6000E-01 0.4460E+01 0.8000E-01 0.5018E+01 0.9000E-01 0.5575E+01 0.1000E+00 0.5575E+01 0.5000E+00 0.5575E+01 0.2000E+01 3 10 0.2796E+02 0.0000E+00 0.0000E+00 0.6923E+00 0.1000E-01 0.1385E+01 0.2000E-01 0.2769E+01 0.4000E-01 0.4154E+01 0.6000E-01 0.5538E+01 0.8000E-01 0.6230E+01 0.9000E-01 0.6923E+01 0.1000E+00 0.6923E+01 0.5000E+00 0.6923E+01 0.2000E+01 4 10 0.2800E+02 0.0000E+00 0.0000E+00 0.9971E+00 0.4787E-01 0.1662E+01 0.9276E-01 0.2493E+01 0.1706E+00 0.2991E+01 0.2394E+00 0.3324E+01 0.2992E+00 0.2991E+01 0.5984E+00 0.2991E+01 0.8976E+00 0.2991E+01 0.1496E+01 0.2991E+01 0.5984E+01 5 10 0.4503E+02 0.0000E+00 0.0000E+00 0.4500E+00 0.4787E-01 0.7500E+00 0.9276E-01 0.1125E+01 0.1706E+00 0.1350E+01 0.2394E+00 0.1500E+01 0.2992E+00 0.1350E+01 0.5984E+00 0.1350E+01 0.8976E+00 0.1350E+01 0.1496E+01 0.1350E+01 0.5984E+01 6 10 0.6196E+02 0.0000E+00 0.0000E+00 0.2135E+01 0.4787E-01 0.3559E+01 0.9276E-01 0.5338E+01 0.1706E+00 0.6406E+01 0.2394E+00 0.7118E+01 0.2992E+00 0.6406E+01 0.5984E+00 0.6406E+01 0.8976E+00 0.6406E+01 0.1496E+01 0.6406E+01 0.5984E+01 7 10 0.6200E+02 0.0000E+00 0.0000E+00 0.1845E+01 0.1000E-01 0.3691E+01 0.2000E-01 0.7382E+01 0.4000E-01 0.1107E+02 0.6000E-01 0.1476E+02 0.8000E-01

Page 5

Green-A_Final.txt 0.1661E+02 0.9000E-01 0.1845E+02 0.1000E+00 0.1845E+02 0.5000E+00 0.1845E+02 0.2000E+01 8 10 0.6953E+02 0.0000E+00 0.0000E+00 0.2680E+01 0.1000E-01 0.5359E+01 0.2000E-01 0.1072E+02 0.4000E-01 0.1608E+02 0.6000E-01 0.2144E+02 0.8000E-01 0.2412E+02 0.9000E-01 0.2680E+02 0.1000E+00 0.2680E+02 0.5000E+00 0.2680E+02 0.2000E+01 9 10 0.7696E+02 0.0000E+00 0.0000E+00 0.2337E+01 0.1000E-01 0.4673E+01 0.2000E-01 0.9346E+01 0.4000E-01 0.1402E+02 0.6000E-01 0.1869E+02 0.8000E-01 0.2103E+02 0.9000E-01 0.2337E+02 0.1000E+00 0.2337E+02 0.5000E+00 0.2337E+02 0.2000E+01 10 10 0.7700E+02 0.0000E+00 0.0000E+00 0.3347E+01 0.4787E-01 0.5578E+01 0.9276E-01 0.8367E+01 0.1706E+00 0.1004E+02 0.2394E+00 0.1116E+02 0.2992E+00 0.1004E+02 0.5984E+00 0.1004E+02 0.8976E+00 0.1004E+02 0.1496E+01 0.1004E+02 0.5984E+01 11 10 0.8203E+02 0.0000E+00 0.0000E+00 0.1500E+01 0.4787E-01 0.2500E+01 0.9276E-01 0.3750E+01 0.1706E+00 0.4500E+01 0.2394E+00 0.5000E+01 0.2992E+00 0.4500E+01 0.5984E+00 0.4500E+01 0.8976E+00 0.4500E+01 0.1496E+01 0.4500E+01 0.5984E+01 12 10 0.8696E+02 0.0000E+00 0.0000E+00 0.3113E+01 0.4787E-01 0.5188E+01 0.9276E-01 0.7781E+01 0.1706E+00 0.9338E+01 0.2394E+00 0.1038E+02 0.2992E+00 0.9338E+01 0.5984E+00 0.9338E+01 0.8976E+00 0.9338E+01 0.1496E+01 0.9338E+01 0.5984E+01 13 10 0.8700E+02 0.0000E+00 0.0000E+00 0.2123E+01 0.1000E-01 0.4246E+01 0.2000E-01 0.8492E+01 0.4000E-01 0.1274E+02 0.6000E-01 0.1698E+02 0.8000E-01 0.1911E+02 0.9000E-01 0.2123E+02 0.1000E+00 0.2123E+02 0.5000E+00 0.2123E+02 0.2000E+01 14 10 0.1085E+03 0.0000E+00 0.0000E+00 0.3333E+01 0.1000E-01 0.6667E+01 0.2000E-01

Page 6

Green-A_Final.txt 0.1333E+02 0.4000E-01 0.2000E+02 0.6000E-01 0.2667E+02 0.8000E-01 0.3000E+02 0.9000E-01 0.3333E+02 0.1000E+00 0.3333E+02 0.5000E+00 0.3333E+02 0.2000E+01 15 10 0.1300E+03 0.0000E+00 0.0000E+00 0.3609E+01 0.1000E-01 0.7217E+01 0.2000E-01 0.1443E+02 0.4000E-01 0.2165E+02 0.6000E-01 0.2887E+02 0.8000E-01 0.3248E+02 0.9000E-01 0.3609E+02 0.1000E+00 0.3609E+02 0.5000E+00 0.3609E+02 0.2000E+01

TIP LOAD TIP MOVEMENT KIP IN.

0.0000E+00 0.0000E+00 0.8221E+01 0.1496E-01 0.1644E+02 0.2992E-01 0.3289E+02 0.5984E-01 0.6577E+02 0.3890E+00 0.9866E+02 0.1257E+01 0.1184E+03 0.2184E+01 0.1315E+03 0.2992E+01 0.1315E+03 0.4488E+01 0.1315E+03 0.5984E+01

LOAD VERSUS SETTLEMENT CURVE ****************************

TOP LOAD TOP MOVEMENT TIP LOAD TIP MOVEMENT KIP IN. KIP IN. 0.1356E+02 0.7150E-02 0.5495E-01 0.1000E-03 0.1388E+03 0.7285E-01 0.5495E+00 0.1000E-02 0.4948E+03 0.3254E+00 0.2748E+01 0.5000E-02 0.8018E+03 0.5961E+00 0.5495E+01 0.1000E-01 0.1565E+04 0.1471E+01 0.2748E+02 0.5000E-01 0.1817E+04 0.1833E+01 0.3690E+02 0.1000E+00 0.1843E+04 0.2270E+01 0.6998E+02 0.5000E+00 0.1862E+04 0.2795E+01 0.8893E+02 0.1000E+01 0.1888E+04 0.3828E+01 0.1145E+03 0.2000E+01

Page 7

Green-B_Final.txt =========================================================================

APILE for Windows, Version 2014.6.10

Serial Number : 136155605

A Program for Analyzing the Axial Capacity and Short-term Settlement of Driven Piles under Axial Loading. (c) Copyright ENSOFT, Inc., 1987-2014 All Rights Reserved

=========================================================================

This program is licensed to :

AECOM Hunt Valley, MD

Path to file locations : U:\Resources\Surface\Geotech\I-64 and I-264 - Witchduck\APILE\I-264 and Witchduck\B603-Green\ Name of input data file : Green-B.ap6d Name of output file : Green-B.ap6o Name of plot output file : Green-B.ap6p ------------------------------------------------------------------------- Time and Date of Analysis -------------------------------------------------------------------------

Date: February 22, 2017 Time: 18:08:44

1 ********************* * INPUT INFORMATION * *********************

B-603: Greenwich Flyover

DESIGNER : JES

JOB NUMBER :

METHOD FOR UNIT LOAD TRANSFERS :

- FHWA (Federal Highway Administration) Unfactored Unit Side Friction and Unit Side Resistance are used.

COMPUTATION METHOD(S) FOR PILE CAPACITY :

- FHWA (Federal Highway Administration)

TYPE OF LOADING : - COMPRESSION

PILE TYPE :

Precast concrete pile (Square/Rectangular/Orthogonal)

DATA FOR AXIAL STIFFNESS :

- MODULUS OF ELASTICITY = 0.340E+07 PSI - CROSS SECTION AREA = 574.00 IN2

Page 1

Green-B_Final.txt

NONCIRCULAR PILE PROPERTIES :

- TOTAL PILE LENGTH, TL = 120.00 FT. - PILE STICKUP LENGTH, PSL = 2.00 FT. - ZERO FRICTION LENGTH, ZFL = 5.00 FT. - PERIMETER OF PILE = 94.00 IN. - TIP AREA OF PILE = 574.00 IN2 - INCREMENT OF PILE LENGTH USED IN COMPUTATION = 1.00 FT.

SOIL INFORMATIONS :

LATERAL EFFECTIVE FRICTION BEARING SOIL EARTH UNIT ANGLE CAPACITY DEPTH TYPE PRESSURE WEIGHT DEGREES FACTOR FT. LB/CF 0.00 SAND 0.00 110.00 30.00 0.00 22.00 SAND 0.00 47.60 30.00 0.00 22.00 CLAY 0.00 42.60 0.00 0.00 57.00 CLAY 0.00 42.60 0.00 0.00 57.00 SAND 0.00 57.60 32.00 0.00 69.00 SAND 0.00 57.60 32.00 0.00 69.00 CLAY 0.00 42.60 0.00 0.00 82.00 CLAY 0.00 42.60 0.00 0.00 82.00 SAND 0.00 62.60 33.00 0.00 130.00 SAND 0.00 62.60 33.00 0.00

MAXIMUM MAXIMUM UNDISTURB REMOLDED UNIT UNIT SHEAR SHEAR BLOW UNIT SKIN UNIT END FRICTION BEARING STRENGTH STRENGTH COUNT FRICTION BEARING KSF KSF KSF KSF KSF KSF 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.22 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.22 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.72 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.72 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00 0.10E+08* 0.10E+08* 0.00 0.00 0.00 0.00 0.00

* MAXIMUM UNIT FRICTION AND/OR MAXIMUM UNIT BEARING WERE SET TO BE 0.10E+08 BECAUSE THE USER DOES NOT PLAN TO LIMIT THE COMPUTED DATA.

LRFD FACTOR LRFD FACTOR ON UNIT ON UNIT DEPTH FRICTION BEARING FT. 0.00 1.000 1.000 22.00 1.000 1.000 22.00 1.000 1.000 57.00 1.000 1.000 57.00 1.000 1.000 69.00 1.000 1.000 69.00 1.000 1.000 82.00 1.000 1.000 82.00 1.000 1.000 130.00 1.000 1.000

1 **********************

Page 2

Green-B_Final.txt * COMPUTATION RESULT * **********************

********************** * FED. HWY. METHOD * **********************

PILE TOTAL SKIN END ULTIMATE PENETRATION FRICTION BEARING CAPACITY FT. KIP KIP KIP 0.00 0.0 6.9 6.9 1.00 0.0 10.5 10.5 2.00 0.0 15.5 15.5 3.00 0.0 21.3 21.3 4.00 0.0 28.4 28.4 5.00 1.2 34.7 35.9 6.00 3.7 40.1 43.8 7.00 6.6 44.5 51.1 8.00 10.0 47.9 57.9 9.00 13.7 50.5 64.2 10.00 17.8 52.1 70.0 11.00 22.3 52.9 75.3 12.00 27.2 53.1 80.3 13.00 32.4 53.1 85.4 14.00 37.9 53.1 91.0 15.00 43.7 53.1 96.8 16.00 49.8 53.1 102.9 17.00 56.3 53.1 109.3 18.00 63.0 53.1 116.0 19.00 69.9 48.6 118.5 20.00 77.1 42.5 119.7 21.00 84.6 36.5 121.1 22.00 92.3 30.4 122.7 23.00 97.0 24.4 121.4 24.00 98.7 18.3 117.0 25.00 100.4 12.2 112.6 26.00 102.1 7.7 109.8 27.00 103.8 7.7 111.5 28.00 105.5 7.7 113.2 29.00 107.2 7.7 114.9 30.00 108.9 7.7 116.6 31.00 110.6 7.7 118.3 32.00 112.3 7.7 120.0 33.00 113.9 7.7 121.7 34.00 115.6 7.7 123.4 35.00 117.3 7.7 125.1 36.00 119.0 7.7 126.8 37.00 120.7 7.7 128.5 38.00 122.4 7.7 130.2 39.00 124.1 7.7 131.8 40.00 125.8 7.7 133.5 41.00 127.5 7.7 135.2 42.00 129.2 7.7 136.9 43.00 130.9 7.7 138.6 44.00 132.6 7.7 140.3 45.00 134.2 7.7 142.0 46.00 135.9 7.7 143.7 47.00 137.6 7.7 145.4 48.00 139.3 7.7 147.1 49.00 141.0 7.7 148.8 50.00 142.7 7.7 150.5 51.00 144.4 7.7 152.1 52.00 146.1 7.7 153.8 53.00 147.8 7.7 155.5 54.00 149.5 20.0 169.5 55.00 151.2 36.5 187.7 56.00 152.9 53.1 206.0 57.00 154.6 69.6 224.2 58.00 165.0 86.2 251.2 59.00 184.3 102.7 287.0 60.00 203.9 119.3 323.2 61.00 223.9 131.5 355.5

Page 3

Green-B_Final.txt 62.00 244.2 131.5 375.8 63.00 264.9 131.5 396.4 64.00 285.9 131.5 417.4 65.00 307.2 131.5 438.7 66.00 328.9 121.1 449.9 67.00 350.9 106.9 457.8 68.00 373.2 92.8 466.0 69.00 395.9 78.7 474.6 70.00 410.1 64.6 474.7 71.00 415.7 50.4 466.2 72.00 421.4 36.3 457.7 73.00 427.0 25.8 452.9 74.00 432.7 25.8 458.5 75.00 438.3 25.8 464.1 76.00 443.9 25.8 469.8 77.00 449.6 25.8 475.4 78.00 455.2 25.8 481.1 79.00 460.9 43.0 503.9 80.00 466.5 66.2 532.7 81.00 472.1 89.4 561.5 82.00 477.8 112.6 590.3 83.00 495.4 135.8 631.1 84.00 525.2 158.9 684.2 85.00 555.5 182.1 737.6 86.00 586.1 199.3 785.4 87.00 617.2 199.3 816.5 88.00 648.7 199.3 848.0 89.00 680.6 199.3 879.9 90.00 712.9 199.3 912.2 91.00 745.6 199.3 944.9 92.00 778.7 199.3 978.0 93.00 812.3 199.3 1011.6 94.00 846.2 199.3 1045.5 95.00 880.5 199.3 1079.9 96.00 915.3 199.3 1114.6 97.00 950.5 199.3 1149.8 98.00 986.1 199.3 1185.4 99.00 1022.0 199.3 1221.3 100.00 1058.4 199.3 1257.7 101.00 1095.2 199.3 1294.6 102.00 1132.5 199.3 1331.8 103.00 1170.1 199.3 1369.4 104.00 1208.1 199.3 1407.4 105.00 1246.6 199.3 1445.9 106.00 1285.4 199.3 1484.7 107.00 1324.7 199.3 1524.0 108.00 1364.4 199.3 1563.7 109.00 1404.4 199.3 1603.7 110.00 1444.9 199.3 1644.2 111.00 1485.8 199.3 1685.1 112.00 1527.1 199.3 1726.4 113.00 1568.9 199.3 1768.2 114.00 1611.0 199.3 1810.3 115.00 1653.5 199.3 1852.8 116.00 1696.5 199.3 1895.8 117.00 1739.8 199.3 1939.1 118.00 1783.6 199.3 1982.9

NOTES: - AN ASTERISK IS PLACED IN THE END-BEARING COLUMN IF THE TIP RESISTANCE IS CONTROLLED BY THE FRICTION OF SOIL PLUG INSIDE AN OPEN-ENDED PIPE PILE.

************************************************* * COMPUTE LOAD-DISTRIBUTION AND LOAD-SETTLEMENT * * CURVES FOR AXIAL LOADING * *************************************************

T-Z CURVE NO. OF DEPTH TO CURVE LOAD TRANSFER PILE MOVEMENT NO. POINTS FT. PSI IN.

Page 4

Green-B_Final.txt

1 10 0.0000E+00 0.0000E+00 0.0000E+00 0.0000E+00 0.1000E-01 0.0000E+00 0.2000E-01 0.0000E+00 0.4000E-01 0.0000E+00 0.6000E-01 0.0000E+00 0.8000E-01 0.0000E+00 0.9000E-01 0.0000E+00 0.1000E+00 0.0000E+00 0.5000E+00 0.0000E+00 0.2000E+01 2 10 0.1103E+02 0.0000E+00 0.0000E+00 0.4445E+00 0.1000E-01 0.8889E+00 0.2000E-01 0.1778E+01 0.4000E-01 0.2667E+01 0.6000E-01 0.3556E+01 0.8000E-01 0.4000E+01 0.9000E-01 0.4445E+01 0.1000E+00 0.4445E+01 0.5000E+00 0.4445E+01 0.2000E+01 3 10 0.2196E+02 0.0000E+00 0.0000E+00 0.5509E+00 0.1000E-01 0.1102E+01 0.2000E-01 0.2204E+01 0.4000E-01 0.3305E+01 0.6000E-01 0.4407E+01 0.8000E-01 0.4958E+01 0.9000E-01 0.5509E+01 0.1000E+00 0.5509E+01 0.5000E+00 0.5509E+01 0.2000E+01 4 10 0.2200E+02 0.0000E+00 0.0000E+00 0.8558E+00 0.4787E-01 0.1426E+01 0.9276E-01 0.2139E+01 0.1706E+00 0.2567E+01 0.2394E+00 0.2853E+01 0.2992E+00 0.2567E+01 0.5984E+00 0.2567E+01 0.8976E+00 0.2567E+01 0.1496E+01 0.2567E+01 0.5984E+01 5 10 0.3953E+02 0.0000E+00 0.0000E+00 0.4500E+00 0.4787E-01 0.7500E+00 0.9276E-01 0.1125E+01 0.1706E+00 0.1350E+01 0.2394E+00 0.1500E+01 0.2992E+00 0.1350E+01 0.5984E+00 0.1350E+01 0.8976E+00 0.1350E+01 0.1496E+01 0.1350E+01 0.5984E+01 6 10 0.5696E+02 0.0000E+00 0.0000E+00 0.1610E+01 0.4787E-01 0.2684E+01 0.9276E-01 0.4026E+01 0.1706E+00 0.4831E+01 0.2394E+00 0.5368E+01 0.2992E+00 0.4831E+01 0.5984E+00 0.4831E+01 0.8976E+00 0.4831E+01 0.1496E+01 0.4831E+01 0.5984E+01 7 10 0.5700E+02 0.0000E+00 0.0000E+00 0.1318E+01 0.1000E-01 0.2636E+01 0.2000E-01 0.5271E+01 0.4000E-01 0.7907E+01 0.6000E-01 0.1054E+02 0.8000E-01

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Green-B_Final.txt 0.1186E+02 0.9000E-01 0.1318E+02 0.1000E+00 0.1318E+02 0.5000E+00 0.1318E+02 0.2000E+01 8 10 0.6303E+02 0.0000E+00 0.0000E+00 0.1876E+01 0.1000E-01 0.3752E+01 0.2000E-01 0.7503E+01 0.4000E-01 0.1125E+02 0.6000E-01 0.1501E+02 0.8000E-01 0.1688E+02 0.9000E-01 0.1876E+02 0.1000E+00 0.1876E+02 0.5000E+00 0.1876E+02 0.2000E+01 9 10 0.6896E+02 0.0000E+00 0.0000E+00 0.1636E+01 0.1000E-01 0.3272E+01 0.2000E-01 0.6544E+01 0.4000E-01 0.9816E+01 0.6000E-01 0.1309E+02 0.8000E-01 0.1472E+02 0.9000E-01 0.1636E+02 0.1000E+00 0.1636E+02 0.5000E+00 0.1636E+02 0.2000E+01 10 10 0.6900E+02 0.0000E+00 0.0000E+00 0.2644E+01 0.4787E-01 0.4406E+01 0.9276E-01 0.6609E+01 0.1706E+00 0.7931E+01 0.2394E+00 0.8812E+01 0.2992E+00 0.7931E+01 0.5984E+00 0.7931E+01 0.8976E+00 0.7931E+01 0.1496E+01 0.7931E+01 0.5984E+01 11 10 0.7553E+02 0.0000E+00 0.0000E+00 0.1500E+01 0.4787E-01 0.2500E+01 0.9276E-01 0.3750E+01 0.1706E+00 0.4500E+01 0.2394E+00 0.5000E+01 0.2992E+00 0.4500E+01 0.5984E+00 0.4500E+01 0.8976E+00 0.4500E+01 0.1496E+01 0.4500E+01 0.5984E+01 12 10 0.8196E+02 0.0000E+00 0.0000E+00 0.3088E+01 0.4787E-01 0.5147E+01 0.9276E-01 0.7721E+01 0.1706E+00 0.9265E+01 0.2394E+00 0.1029E+02 0.2992E+00 0.9265E+01 0.5984E+00 0.9265E+01 0.8976E+00 0.9265E+01 0.1496E+01 0.9265E+01 0.5984E+01 13 10 0.8200E+02 0.0000E+00 0.0000E+00 0.2104E+01 0.1000E-01 0.4207E+01 0.2000E-01 0.8415E+01 0.4000E-01 0.1262E+02 0.6000E-01 0.1683E+02 0.8000E-01 0.1893E+02 0.9000E-01 0.2104E+02 0.1000E+00 0.2104E+02 0.5000E+00 0.2104E+02 0.2000E+01 14 10 0.1060E+03 0.0000E+00 0.0000E+00 0.3499E+01 0.1000E-01 0.6998E+01 0.2000E-01

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Green-B_Final.txt 0.1400E+02 0.4000E-01 0.2099E+02 0.6000E-01 0.2799E+02 0.8000E-01 0.3149E+02 0.9000E-01 0.3499E+02 0.1000E+00 0.3499E+02 0.5000E+00 0.3499E+02 0.2000E+01 15 10 0.1300E+03 0.0000E+00 0.0000E+00 0.3880E+01 0.1000E-01 0.7760E+01 0.2000E-01 0.1552E+02 0.4000E-01 0.2328E+02 0.6000E-01 0.3104E+02 0.8000E-01 0.3492E+02 0.9000E-01 0.3880E+02 0.1000E+00 0.3880E+02 0.5000E+00 0.3880E+02 0.2000E+01

TIP LOAD TIP MOVEMENT KIP IN.

0.0000E+00 0.0000E+00 0.1246E+02 0.1496E-01 0.2491E+02 0.2992E-01 0.4983E+02 0.5984E-01 0.9965E+02 0.3890E+00 0.1495E+03 0.1257E+01 0.1794E+03 0.2184E+01 0.1993E+03 0.2992E+01 0.1993E+03 0.4488E+01 0.1993E+03 0.5984E+01

LOAD VERSUS SETTLEMENT CURVE ****************************

TOP LOAD TOP MOVEMENT TIP LOAD TIP MOVEMENT KIP IN. KIP IN. 0.1840E+02 0.1211E-01 0.8326E-01 0.1000E-03 0.1885E+03 0.1244E+00 0.8326E+00 0.1000E-02 0.5902E+03 0.5313E+00 0.4163E+01 0.5000E-02 0.8231E+03 0.8284E+00 0.8326E+01 0.1000E-01 0.1602E+04 0.1986E+01 0.4163E+02 0.5000E-01 0.1818E+04 0.2381E+01 0.5591E+02 0.1000E+00 0.1866E+04 0.2863E+01 0.1060E+03 0.5000E+00 0.1895E+04 0.3411E+01 0.1347E+03 0.1000E+01 0.1934E+04 0.4476E+01 0.1734E+03 0.2000E+01

Page 7

Appendix D Pile Setup Approach and Evaluation