ML19323F603
| ML19323F603 | |
| Person / Time | |
|---|---|
| Site: | Bailly |
| Issue date: | 05/27/1980 |
| From: | Shorb E NORTHERN INDIANA PUBLIC SERVICE CO. |
| To: | Tedesco R Office of Nuclear Reactor Regulation |
| References | |
| NUDOCS 8005290224 | |
| Download: ML19323F603 (60) | |
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Northern Indiana Public Service Company qj General Othces l 5?65 Hohman Avenue l Hammond. Indsna 46325 l Tel.: 853-5200 (219) 4 EUGENE M. SHORS remst vict Pmtssot NT May 27,1980 THIS DOCUMENT CONTAINS POOR QUAllTY PAGES Mr. Robert L. Tedesco, Assistant Director for Licensing Division of Licensing U. S. Nuclear Regulatory Commission Washington, D. C. 20555
Dear Mr. Tedesco:
In answer to your letter of May 16, 1980, in which you transmitted 19 Regulatory Staff Positions (RSPs) and 10 Requests for Information on the Bailly pile design, we are providing 40 copies of Commit-ments to the RSPs and also the information requested.
We believe that our response complies with all RSPs, as we under-stand them. In addition, we believe that our response supplies all of the information that you asked for in your Requests for Information.
Therefore, we believe that this meets all of the outstanding require-ments.
Very truly yours,
- v r.
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i EMS: cgs Enclosures 80052902 i
, , SARGENT Q LUNDY ENGINEERS CH IC AGO RESPONSE TO NRC STAFF POSITIONS BAILLY GENERATING STATION NUCLEAR - 1 NORTHERN INDIANA PUBLIC SERVICE COMPANY 362.01 We require that you submit daily records of production (RSP) pile dri ving and redri ving to the onsite NRC pile inspector within 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> of driving and redriving.
RESPONSE: Northern Indi ana Public Service Company (NIPSCO) will comply with this position.
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SARGENT Q~ ,NDY ENGINEERS CHICAGO 362.02 We require that your estimated contours of the top of (RSP) the bearing layer be revised daily during the course of pile driving. The intent of our position is to have available the most accurate estimate of the contours of the bearing layer.
RESPONSE: NIPSCO will comply with this position.
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SARGENT & LUNDY ENGINEERS CHICAGO 362.03 We require that any pile which e xhi bi ts relaxation (RSP) during redri ving be cited in a non-conformance report (NCR) by your QA organization. We f urther require that these NCR's be reviewed by your geotechnical and struc-tural engineers and that their evaluation be submitted to the OIE, Region III, with copies provided to NRR for our review and acceptance.
RESPONSE: Any pile which exhibits a lower penetration resistance during redriving than was achieved at the end of initial driving will be cited in an NCR. The NCR will be reviewed by the geotechnical engineer and the disposi-tion recommended. If applicable, a structural engineer will also review the NCR. Approval of all NCR's will be by the designated engineers within Sargent & Lundy's offices. A copy of the NCR, including the disposition, will be submitted to the NRC and to the NRR.
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, , SARGENT & LUNDY E N G l fd E E R S C HIC AGO 6
362.04 Prior to beginning driving production piles in the areas (RSP) you have designated as preconstruction areas, we require that you perform the pipe pile densification program proposed in your submittal dated August 14, 1979, for
' bese areas. However, verification borings that involve an. oval of soil should not be performed. Accordingly, in preconstruction Area "D", in lieu of additional borings, we require that you drive at least four densi-fication piles within the area bounded by the four jetted piles to verify your belief that additional densification in this area is not necessary. We also require you to drive one pipe pile outside the area of any possible disturbance to provide comparative driving records. Finally, we require that your evaluation of the satisf actory densification of each area be submitted to the onsite NRC pile inspector and that the NRC inspector 's review and acceptance be completed, prior to beginning driving of the production piles in these areas.
RESPONSE: NIPSCO will comply with this position. The pipe pile densification program as defined in the August 14, 1979, submittal will be revised to:
- a. eliminate verification soil borings that involve removal of soil from each area.
- b. drive at least four densification piles within the area bounded by the four jetted piles in Area D, as
- well as one control pipe pile, driven outside the i
area of disturbance.
- c. NIPSCO's evaluation of the satisf actory densifica-tion of each area will be submitted to the NRC pile inspector. His revi ew and acceptance of each area will be completed before production piles are driven in that preconstruction area.
The densification pipe pile locations for Area D are I
shown on the attached Exhibit 4-1.
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, , SARGENT & LUNDY ENG1NEERS C H IC AG'J 362.05 While we will accept slightly greater pile placement (RSP) tolerances than those you have proposed (i .e . ,14 inche s in horizontal location, 110 degrees in rotation and 2%
out of plumb) on no more than 10% of all safety-related piles, we require you to have each of the piles exceed-ing the above specified placement tolerances cited in an NCR by your QA organizat Sn and reviewed and approved by your structural engineer. In no foreseeable instance, however, will we accept pile placement tolerances which t exceed 11 - inches in horizontal location, 120 degrees rotation or 4% out of plumb; such piles must be re placed . The additional piles which replace those piles that are abandoned because they exceed the pro-posed tolerances, are not to be included in determining whether you have exceeded the 10% limitation.
RESPONSE: NIPSCO will comply with this position.
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CARGENTOLUNDY E N G1N E Eng CHICAGO 362.06 We require that a description of the technical back-(RSP) ground and experience of your structural and geotech-nical engineers who will review NCR's related to pile placement under safety related structures, be submitted to OIE, Region III, with copies to NRR for our review and approval prior to the start of pile driving.
RESPONSE: The requirements for the engineers are that they possess a Bachelor's Degree in Civil Engineering (for geotech-nical) or Structural Engineering (for structural) and that they be familiar with the design of the foundation, the specification, and the past submittals and commit-ments to the NRC.
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SARGENT O LUNDY ENGINEERS CHICAGO 362.07 We require that you provide a minimum vertical (RSP) se pa ration of at least 3 feet for splices in adjacent piles. In addition, splices should not be made in the upper 20 feet of safety-related piles. In the event a splice is required in the upper 20 f eet of a pile, an NCR shall be issued and its disposition approved by your structural engineer. In such cases, we require that you place longer piles adjacent to the pile spliced in the upper 20 feet so that no further splicing in the upper 20 f eet of adj acent piles will be necessary.
RESPONSE: Production pile lengths shall be estimated and piles f abricated to eliminate splices in the upper 20 feet of safety-related piles. If such a splice becomes neces-sary, an NCR shall be issued and dispositioned by the structural engineer. In such cases, longer adjacent piles will be f urnished so that adjacent piles are not spliced in the upper 20 feet.
As stated in the December 4,1978, submittal to the NRC, the bending moment in the piles at 10 feet below the mat is approximately 20% of the maximum moment. The welding procedure will be done in accordance with AWS Dl.1 requirements. The weld strength would be equal to or greater than the H-pile strength since the weld material is of a higher yield strength material.
Splices will be eliminated in the upper 20 f eet of the l
piles; however, piles meeting the driving criteria may have splices within 3 feet of an adj acent pile, below I
20 feet.
SARGENTO LUNDY EMG1NEERS CHICAGO 362.08 We require that you perform field bending of reinforcing (RSP) steel bars in the foundation mat, if this is neces-sitated by pile placement tolerances, in accordance with approved structural codes.
RESPONSE: NIPSCO will comply with this position. Any field bending of reinforcing bars will comply with the requirements of ACI 318-77.
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- SARGENT Q LUNDY ENGINEERS CHICACO 362.09 We require that you abandon ra ther than pull, any pile (RSP) which is driven below an elevation of -10 feet or into the clay layer, but which does not comply with any of the required criteria for pile placement. In abandoning such piles, we require you to cut the abandoned piles off at an elevation at least 12 inches below the bottom grade of the foundation mat. For this position, the elevation of the clay layer is to be estimated from the stratigraphy determined by your onsite borings.
RESPONSE: NIPSCO will comply with this position.
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- SARGENT Q LUNDY ENGINEERS C HIC AGO 362.10 We require that you have a qualified inspector on duty, (RSP) as described in your QC Manual, for each pile driving rig in operation. We further require that you submit the qualifications and experience of each such inspector (s) to the onsite NRC pile inspector for review and approval prior to any driving of safety-related piles.
RESPONSE: NIPSCO will comply with this position. The qualifica-tions and experience are as follows:
A Level I inspec tor , trained in accordance with ANSI N45.2.6, shall be on duty f or each pile driving rig in operation. His responsibilites shall be to record I
inspection, examination and testing data and to imple-ment inspection, examination and testing procedures.
His qualifications shall be available at the site for NRC review. A Level II or III inspector shall evaluate the validity of res ults performed by the Level I inspector at each rig. Qualification records shall be available at the site for NRC review.
CARGENTO LUNDY ENOfNEED0 CHICAGO 362.11 We require that safety-related foundation piles be (RSP) redriven in such a manner that the heave on any pile at the completion of pile driving is less than 0.5 inches.
Each pile showing heave equal to, or greater than, 0.5 inches shall be cited in an NCR by your QA organi-zation, reviewed by your geotechnical engineer and your structural engineer. Their evaluation of each NCR must be submitted to OIE, Region III, with copies provided to NRR for our review and acceptance. If, at the comple-tion of pile driving, any pile should show heave in excess of 1.0 inches, it is expected that we will require either redriving or load testing prior to accep-tance of that pile.
RESPONSE: NIPSCO will comply with this position. Heave after redrive will be limited to 0.5 inches using the follow-ing procedure.
- 1. Piles initially meeting the driving criteria will have their approximate elevation surveyed (11/2 inch) prior to driving adjacent piles.
- 2. All piles will be redriven.
- 3. Upon completion of redriving the piles will be l
1 accurately surveyed (11/8 inch).
- 4. Final elevations will be taken after all piles are redriven to determine final reheave.
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- SARGENT O LUNDY ENGINEEOS CHtC ACO 362.12 We require that you monitor the settlements of all (RSP) portions of the foundation mat during the construction of the Bailly plant. In this regard, we request that you provide a description of your proposed settlement monitoring program. To f acilitate unambiguous settle-ment measurements, we f urther require that you establish at least four permanent bench marks anchored into the underlying bedrock outside the construction area. The elevations of these bench marks are to be established prior to any pile driving. Finally, we require that you document and submit to the OIE, Region III, with copies provided to NRR, periodic settlement measurements at significant stages of the plant's construction; e.g. , on each por tion of the foundation mat prior to placing of subsequent sections, partial construction of the build-ings, placement of major internals such 'as the reactor pressure vessel and completion of the buildings.
RESPONSE: NIPSCO will comply with this position. NIPSCO will establish four b'ench mar ks , seated into rock on site.
These bench marks will be established prior to any pile driving. Exhibit 12-1 shows their locations. The settlement monitoring program submitted on July 20, 1978, in response to NRC Question 362.8, will be amended to read: "After each section of the foundation mat is poured and concrete allowed to cure (approximately seven days), the permanent reference points, installed in the mat will have the reference elevations recorded. These points will be surveyed for elevation before subsequent mat sections are poured. This will continue until the entire base mat has been poured." At this time, the frequency of reading will be as presented in the July 20, 1978, submittal.
SARGENT & LUNDY E P$ G I N E E R S CHICAGO 362.13 We require that you perform at least two tests designed (RSP) to determine the long-term load bearing capacity of the safety-related piles. Specifically, we require that you perform these long-term load tests for a time period of at least 96 hours0.00111 days <br />0.0267 hours <br />1.587302e-4 weeks <br />3.6528e-5 months <br /> and until: (1) the rate of settlement is determined to be less than 0.01 inches per day measured over at least a 24-hour period; (2) or you determine that the pile being tested has failed. We require that the load in this particular test be 300 tons. In this regard, provide the details of your proposed method of conducting these long term load tests, including your proposed methods of measuring the settlement of the test piles.
l RESPONSE: NIPSCO will comply with this position. The reaction frame, monitoring frame and load application sequence for production pile load tests will be performed in accordance with ASTM D 1143, Piles Under Axial Compres-sive Load, and as described in the December 4, 1978 submittal with the following exception applying to long term (96 hours0.00111 days <br />0.0267 hours <br />1.587302e-4 weeks <br />3.6528e-5 months <br /> minimum) load tests: upon reaching a test load of 300 tons, the load will be maintained for a period of 96 hours0.00111 days <br />0.0267 hours <br />1.587302e-4 weeks <br />3.6528e-5 months <br />, minimum, and until (1) pile movement
- is less than .01 inches per day, or (2) the pile has failed. If the pile has not f ailed, the load application will resume and continue until either test pile failure or 600 tons, the jack capacity, is obtained.
Pile settlements will be measured using dial gauges located at the four corners of the test pile and connec-ted to an independent monitoring f rame. As specified in ASTM D 1143, a wi r e-mi r ror-scale arrangement will be used as a secondary settlement monitoring system.
CARGENT Q LUNDY ENOINEEno CMICACO 362.14 We require you to perform a nu'mber of load tests on the (RSP) production piles in the manner proposed in your QC manual. These test piles must include:
- a. at least two piles with Type "A" driving records (i.e., a rapid increase in driving resistance near final tip elevation), one of which is to be located in the northern portion of the site and one located in the southern portion.
- b. at least two piles with Type "B" driving records (i.e., an increase in driving resistance, followed by a decrease in driving resistance culminating in an increase in driving resistance near the final tip elevation), one of which is to be located in the northern portion of the site and one located in the southern portion.
- c. at least two piles in those areas affected by pre-construction activities.
- d. at least two piles that heaved significantly (i.e.,
more than 0.5 inch); these piles are to be load tested before redriving so that the effect of heave on pile capacity can be further checked; i.e., one of these test piles should be a shorter pile (less than about 40 feet in length) and one should be a longer pile (i.e., more than about 60 feet in t
length).
- e. at least two of the original indicator piles placed during 1978 which were not redriven at least one year prior to the present load test; one of these load tests should be on a pile in the heave cluster test group and one should be outside this group.
In addition we require you to perform at least two l lateral load tests and at least three uplift load tests.
The latter should include a short Type "A" pile, a short Type "B" pile and one in an area designated by you as a preconstruction area.
, We require that you submit your bases for selecting the l short piles for the uplift load tests to the OIE, Region III, with copies to the NRR for our review and approval prior to the start of this particular test.
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RESPONSE: NIPSCO will comply with this position. Load testing will be performed in accordance with ASTM D-ll43, " Piles Under Axial Compressive Load" Standard Load Test Proce-dure. NIPSCO reserves the right to use the optional quick load test method, with Staff approval.
SARGENT & LUNDY enannetus CHICAGO 362.15 We require that the pile cushion (i .e . , the wire rope (RSP) assemblage) behavior be documented in the pile driving records.
RESPONSE: The pile driving hammer (s) shall be mar ked to allow for visual inspection of the hammer cushion thickness. The pile driving record shall have a space provided for recording a cushion thickness check.
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SARGENTO LUNDY ENGINEERS
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't 362.16 We consider it necessary to have a qualified NRC pile (RSP) inspector on site during pile driving. The staff and
, its consultants also need to witness both typical and critical i tems of foundation construction. Accord- .
ingly, we require that you provide appropriate suppor t '
, facilities and services on the Bailly site for these i ac ti vi ti es , i
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3 RESPONSE: NIPSCO will comply with this position.
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SARGENT Q LUNDY E W GlN E E R S CHIC AGO 362.17 We require that if there is a delay during driving of a (RSP) pile, all of the driving resistatce criteria be met af ter driving is resumed.
l RESPONSE : NIPSCO will comply with this position. The pile driving specification will be revised to state that "if during final seating there is a delay in driving exceeding 30 minutes, the pile will be driven a sufficient dir.-
tance to break any soil f reeze bef ore the final driving criteria is applied to that pile. There shall be no limitation on the maximum interval between stopping and reactivation of driving a pile prior to initiating final driving."
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SARGENT & LUNDY EMGINEERS CC4 f COGO I
362.18 During pile driving, we require you to monitor (RSP) piezometric and groundwater levels. In particular, piezometers must be: (1) installed prior to pile driving; (2) located in the zone of influencs of the pile driving, with one placed at the estimated pile tip elevation and at least two others at appropriate eleva-tions in the upper clay layers; and (3) established at a minimum of four locations with one in an area designated by you as a preconstruction area and one in the area of the maximum anticipated heave. The purpose of these piezometers is to monitor pore pressure buildup as the result of pile driving. We further rquire you to peri-cidically submit repor ts of the piezometer readings to the OIE, P.egion III, with copies provided to NRR. These reports must contain the water levels, any changes during cons tr uction activities, and other pertinent information including which piles were driven during the reporting period, the rig location, and dewatering ac ti vi ti es . In this regard, provide details of your a
" proposed piezometer installation and groundwater moni-toring program.
RESPONSE: Piezometers will be installed before any pile driving is undertaken to monitor pore water pressures, with empha-i sis on pore pressures induced by pile dri vi ng . The piezometers will be installed at four locations within the various buildings, as shown in Figure 362.18-1. The locations for the installation of the piezometers were selected taking into consideration the variations in thickness of the glaci al lacustrine silty clay layer, the density of piles (since it would aff ect soil heave) and the desire to monitor one of the preconstruction areas where the dist ur bed soils will be densifi ed by driving pipe piles, i
j Location 1 represents an area of average pile density.
4 At Location 1 the clay is about 40 feet thick. Thus, the data obtained at this location will reflect the
SARGENTO LUNDY ENGINEERS cMecACO ef f ects of 40 feet of clay thickness on the pore pres-t sures induced by pile driving, for areas of average pile
, density.
Locations 3 ane 4 are within the Reactor Building and represent areas where pile densities are greatest. The thickness of the clay at Location 3 is about 22 feet, while at Location 4 it is about 34 feet. Thus, within the Reactor Building where the pile densities are greatest, the two locations selected for pore pressure monitoring represent fairly well the upper and lower limits of the clay thickness within this building.
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ing is Location 2, located within preconstruction Area A. This is the area where the pile density is 2
greatest, and the thickness of the clay layer is repre-sentative of the average clay thickness encountered at the various preconstruction zones. In view of the f act that the number of production piles within the precon-struction zones is only 5% of the total number of piles within the Category I structures, there is no need to monitor more than one location. Furthermore, the trends in pore pressure development and subsequent dissipation as will be established at the three other locations will be used to estimate the pore pressure ef f ects at the other preconstruction areas. '
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SARGENTO LUNDY E fe G I N E E R S C MICOGO At each of the four locations one piezometer will be installed close to the estimated average pile tip eleva-
. tion within the proximity of that particular location.
In addition to that, two piezometers will be installed within the glacial lacustrine silty clay layer. One piezometer within the clay layer and one near the esti-mated pile tip elevation will be of the pneumatic type, such as the Petur pore pressure transductr. One piezom-eter within the clay layer will be electronic, such as the piezometer probe (Ref erence 1) shown in Fig-i ure 362.18-2. The electronic piezometer will provide a continuous record of pore pressure development and will enable a correlation between pore pressure developnent and pile driving activities.
During pile driving within a radius of 10 to 15 feet from each location, the piezometers will be read fre-quently enough to allow correlation with the pile driving activities. It is anticipated that when pile driving operations take place at distances greater than 15 feet the increase in pore pressure may be very small to negligible, and it is expected that daily readings will be suf ficient. However , the schedule of piezometer readings will allow more frequent readings if there are significant changes in pore pressures vithin a period of one day.
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SARGENT & LUNDY ENGINEERS CHICAGO When pore pressure readings are obtained, other signifi-cant activities such as pile driving (pile number being driven, location of the various rigs) and dewatering will be recorded for correlation with the pore pressure observations.
Ref. 1 The Piezometer Pro be , Anwar E. Z. Wizza, R, Torrence Martin and John E. Garlenger, Proceedings of ASCE Specialty Conf erence on In Situ Measurement of Soil Properties, Vol. 1, pp. 536-545, 1975.
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SARGENTQ LUNDY E N GI N E E R S CHICAGO 362.19 We require that your QA/QC Manual be revised to incor-(RSP) porate the regulatory staff positions, discussed above (i .e . , 362.01 through 362.18 of this attachment). In this regard, provide copies of your revised QA/QC Manual reflecting our positions and responding to our questions (i.e., 362.20 through 362.29) .
RESPONSE: NIPSCO will comply with this position. The manual will be revised prior to the start of pile driving and will be available on site for review by the NRC.
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, , SARGENT & LUNDY E Fd G 1 N E E R S CHIC AGO REQUEST NUMBER 362.20 Provide your analyses which show that the depth of penetration of piles into the bearing layer is significant to pile capacity.
Specifically, provide justification for the criteria you proposed at our meeting with you on-April 17, 1980, that all safety-related foundation piles penetrate' at least 3 feet into the bearing layer.
We understand that this latest proposed driving criterion is an addition to the previously proposed driving' resistance criteria of 500 blows for the last 5 feet or less, 100 blows for the last one foot or less, and 10 blows per inch for each of the last 3 inches or less of penetration.
1 RESPONSE: The experiences accumulated from the six compression load tests as well as the results of wave equation analyses show that the final penetration resistance is not a significant parameter in terms of pile load capacity as long as it meets or exceeds 10 blows per inch. This observation is demonstrated by the data shown in Exhibit 362.20-1 which plots ultimate pile load capacity versus pile penetration into the bearing s tra t uin. The corresponding average penetration resis-tance over the last 3 inches of penetration is indicated for each pile load test.
There appears to be a strong correlation between ultimate pile capacity 'and pile penetration into the bearing stratum irrespective of the magnitude of the i
final driving resistance. Specifically, the pile capacity increases as the penatration into the bearing i
stratum increases. A pile penetration of 3 feet into
! the bearing stratum is sufficient to provide more than the minimum required pile capacity of 400 tons.
SARGENT & LUNDY ENGINEERS C HIC AGO The data shown in Exhibit 362.20-1 demonstrate that there is no correlation between pile capacity and pene-tration resistance. This is further substantiated by comparing the results of Test Piles TP-A and TP-B. Test Pile TP-A was approximately 12 feet longer than Test Pile TP-B and had a penetration resistance of 95 blows for the last 3 inches (average 32 blows per inch) while TP-B had a penetration resistance of only 41 blows for the last 3 inches (average 14 blows per inch). However, TP-A penetrated only 3 feet into the bearing stratum while TP-B penetrated over 5 1/2 feet. Ex-hibit 362.20-2 compares the load deflection diagrams of these two piles. It is obvious that TP-B has superior load-deflection characteristics, in spite of the fact that its average final penetration resistance was less than one-half of the corresponding penetration resis-tance of Test Pile TP-A.
On the basis of the above analysis of pile load test data, it is proposed that an additional pile instal-lation criterion be adopted requiring a minimum penetration of 3 feet into the bearing ' stratum. It should be noted at this point that the existing criteria of 500 blows for the last 5 feet or less, 100 blows for the last 1 foot or less, and 10 blows per inch for each of the last 3 inches or less of penetration have forced
SARGENT & LUNDY ENGINEERS CHICAGO the indicator piles and piles driven as part of the heave monitoring program to penetrate at least 3 1/2 feet into the bearing stratum. This is demon-strated in Exhibit 362.20-3 which plots the penetration resistance for the last 3 inches versus pile penetration into the bearing stratum.
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SARGENT & LUNDY ENGINEERS CHICAGO REQUEST NUMBER 362.21 Provide a list of all indicator piles presently in the ground which did not meet your proposed driving criteria during the indicator pile program. Additionally, provide separate lists for each safety-related structure, of all indicator piles which will be redriven.
RESPONSE: The followir.g is a list of indicator piles which did not i
meet the driving criteria, or must be redriven because of improper hammer operation during driving or cushion thickness:
AA-106 RB-512 RWD-140 AB-9 RD-24** RWD-143 AB-17** RD-48** SC-31*
AB-33** RD-52** SC-47 RA-53** RD-55** SC-70 RA-54 RD-56 SC-107 RA-55** RD-64** SF-20 RB-123** RWA-03** SF-34 RB-258** RWC-62*
RB-405** RWC-109** Heave Cluster:
RB-510** RWD-Ol* AB-107**
RB-511 RWD-04* AB-108**
RB-513** RWD-09* SA-42**-
- Improper equipment operation
- Cushion Thickness In addition to the above listed piles, piles which met
- the driving criteria but were located in areas of future excavation will also be redriven.
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SARGENT & LUNDY ENGINEERS CHICAGv The following is a list, by building, of all piles which will be redriven.
Auxiliary Building AA-106 AB-17 AB-107 AB-9 AB-33 AB-108 Radwaste Building -
RWA-03 RWC-06 RWC-109 RWA-169 RWC-18 RWD-01
- RWA-172 RWC-30 RWD-04 RWA-177 RWC-42 RWD-09 RWB-02 RWC-56 RWD-12 RWB-06 RWC-62 RWD-140 l RWB-92 RWC-76 RWD-143 RWB-110 RWC-86 RWE-16 RWC-02 RWC-89 c Reactor Building RA-53 RB-258 F2-455 RA-54 RB-405 aC-459 RA-55 RB-500 RC-466 RA-61 RB-504 RD-24 i
RB-1 RB-508 RD-48 RB-49 RB-510 RD-52 RB-61 RB-511 RD-55 RB-66 RB-512 RD-56 RB-123 RB-513 RD-64 RB-160 RB-519 RB-202 RC-55 Service Building SA-42 SC-47 SC-107 l SC-31 SC-70 SF-20 SF-34
SARGENT O LUNDY E N GIN E E R S CHICAGO REQUEST NUMBER 362.22 Provide analyses of the behavior of Pile Numbers SF-31, SF-63, and SF-66 whose driving resistance records indicate apparent relaxation after redriving. Accordingly, show whether relaxation could occur with a consequent reduction of pile load capacity with time for piles at the Bailly site.
i RESPONSE : Piles SF-31, SF-63, and SF-66 are located at the south-east corner of the Service Building within the limits of preconstruction Area E where the subsoils were dis-i turbed by previous installation of piles by jetting.
, Exhibit 362.22-1 presents driving records for these I
piles. Piles SF-31 and SF-63 were initially driven to a depth of approximately 70 feet without meeting the specified pile driving criteria. Approximately one month (27 days) after initial driving, an additional section of pile was welded to the driven section and the pile driving resumed. The pile driving resistance for the first foot of additional penetration was three to four times greater than the initial penetration resis-l tance. After the first foot of penetration, the pene-tration resistance gradually decreased to a level i
consistent with the driving behavior encountered during initial driving (i.e., prior to the delay). This behavior is typical of soil setup, commonly referred to as soil freeze. The reduction in resistance noted after the first foot of penetration is the result of breaking the soil freeze.
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SARGENTO LUNDY ENGINEERS CHICAGO The behavior described above is widely accepted by Geo-technical engineers as indicative of soil setup.
Exhibits 362.22-2 and 362.22-3 show selected driving records f rom published case histories that are typical of driving conditions when soil setup occurs. The similarity of these records with the driving records of Piles SF-31 and SF-63 demonstrates that soil setup developed during the 27-day delay.
The driving of Pile SF-66 was stopped for 44 minutes (lunch break) after the pile penetrated to a depth of 33 feet. When the driving operation resumed, the pene-tration resistance remained fairly constant for the next 5 feet.
Our experience with other indicator piles suggests.that this behavior is typical of driving through a hard clay layer within the interbedded deposit (see for example RWC-62, RWC-86, RWC-89, and AB-17). The delay period of 44 minutes was not long enough for soil freeze to develop. The driving behavior of this pile does not, however, in any way indicate that relaxation occurred.
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- SARGENT & LUNDY E PS G I N E E R S CHfCAGO 362.22 REFERENCES
(
- l. Davisson, M. T., (1973) "High Capacity Piles," Illinois Section of ASCE lecture series entitled " Innovations in Foun-dation Construction."
- 2. Vij ayre riya , V. N., Cheng, A. P., and Kolk, J. H., (1977),
"Effect of Soil Setup on Pile Drivability in Chalk," Journal of the Geotechnical Engineering Division, ASCE, Vol. 103 No. 4710, pp. 1069-1082, October 1977.
a
- 3. Lee, Y. P., " Dri vi ng Behavior of Long Steel Piles," ASCE Proceedings of the Conference on Performance of Earth and i
- Ear th Suppor ted S tr uctures , Vol . 1, Par t 2, pp. 1259-1270.
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f SARGENT & LUNDY E N GIN E E RS CHICAGO I
REQUEST NUMBER 362.23 J
J Provide your proposed criteria which will be used~during redriving i to determine whether relaxation has occurred; i.e., indicate how j you will identify relaxation from the data obtained during
- redriving piles.
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! RESPONSE: See response to POSITION NUMBER 362.3.
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SARGENT & LUNDY EM GIN E E R S CHICAGO REQUEST NUMBER 352.24
^
Provide a detailed drawing of the site showing the pile locations, the orientation of pile axes, and a unique identification for each safety-related pile. Addi-tionally, provide your proposed driving and load testing sequence.
RESPONSE: The attached Exhibit 362.24-1 shows all Category I pile locations with a unique identification number for each.
The orientation of the piles will all be with the webs running in the north-south direction.
The exact sequence of pile driving will be determined by the pile driving contractor after award of the contract.
The general outline of pile driving sequencing criteria was submitted to the NRC on August 14, 1979.
Exhibit 362.24-2 shows the proposed general sequence, by building, of pile driving.
The load testing sequence has also not been defined, as it will consist of review of pile driving records to select piles that meet the criteria outlined in POSITION NUMBER 362.14 of this transmittal. The intent is~also to perform tests as early on in the pile driving as is feasible and compatible with the pile driving con-tractor 's schedule of operation.
i
, , SARGENT & LUNDY ENG1NEERS C H I C.4 GO REQUEST NUMBER 362.25
' Provide your criteria and describe your procedures to recompact soil disturbed by the process of pulling out a pile.
RESPONSE: In accordance with the response to POSITION NUMBER 362.09, piles that are out of tolerance will only be pulled if their tip elevations are above -10 or the top of the clay layer. This means that piles will not penetrate into the underlying lacustrine clay. As such, any disturbance in the overlying sands because of pile i
extraction will be very localized. The subsequent redriving of a pulled pile will serve to recompact the soil that may have been disturbed by extraction.
No piles were extracted during the indicator pile program. It is expected that very few, if any, produc-tion piles will require extraction, i
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SARGENT & LUNDY ENG1NEERS CHICAGO REQUEST NUMBER 362.26 In the pile esting program, some piles were cased from ground surface down to the proposed mat subgrade elevation in order to eliminate frictional resistance in this zone. However, surcharge effects (i.e., the increased effective confining pressures) were present on the embedded portion of these cased piles but will not be present during plant service. Additionally, groundwater levels have been lowered during the indicator pile program and will be similarly lowered during placement of production piles. Accord-ingly, provide your analyses which estimate the reduction in pile capacity after removal of the surcharge loading and after the rise of groundwater levels when dewatering operations are halted.
RESPONSE: Four piles were load tested while inside a casing in December 1977 and January 1978. Test Piles TP-A and TP-B were compression test piles. Tests TP-13 and TP-6 were uplift.
The piles were driven from elevation +8.5 feet, which is the present general excavation level. Test Piles TP-A and TP-13 were cased down to elevation -6.0 feet, which is the elevation of the final excavation within the limits of the Reactor Building. Test Piles TP-B and TP-6 were cased down to elevation -1.0 feet, which is 1 a
foot below the elevation of the final excavation in the Radwaste Building. The purpose of the casing was to eliminate skin friction over the depth of future excava-4 i
tions in the Reactor Building (from +8.5 to -6.0 feet) and in the Radwaste Building (from +8.5 to elevation 0).
Exhibit 362.26-1 presents the driving records of the four test piles. The penetration resistance was below
SARGENT & LUNDY ENGlWEERS CHIC AGO 20 blows per foot for most of the depth of driving.
When the bearing stratum was encountered, the penetra-tion resistance increased very rapidly until the speci-fled driving criteria were satisfied. The driving behavior of all four piles is very similar, although Test Piles TP-B and TP-6 were approximately 12 feet ,
shorter than Tes: Piles TP-A and TP-13.
Exhibit 362.26-2 summarizes the load deflection dia-grams for the four test piles. The upper part of the figure presents the load test results f rom compression load tests (TP-A, TP-B) while the lower part presents the results of the uplift load tests (TP-6, TP-13) .
I Test Pile TP-A, which was 12.9 feet longer than Test Pile TP-B had an ultimate capacity of 490 tons, while Test Pile TP-B had a capacity of 590 tons. Test Piles TP-6 and TP-13 had almost identical behavior up to an uplift load of 300 tons in spi te of the fact that Test Pile TP-13 was approximately 15 feet longer than Test Pile TP-6.
It is perhaps impor tant to note that Test Piles TP-A and TP-13 were driven to much higher final driving resistances than Test Piles TP-B and TP-6. The final pene tra tion resistances are summarized in the insert table in Exhibit 362.26-2._
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, , SARGENT & LUNDY E N GIN E E R S CHtCAGO On the basis of classical soil mechanics theory on the bearing capacity of deep foundations, it would be expected that the longer piles (TP-A and TP-13) which were also driven to much higher penetration resistances would have higher capacities. However, the load test data shown in Exhibit 362.26-2 do not support this expectation.
The reason for this apparent unusual behavior is the heavily over-consolidated nature of the deposits at this site and the fact that the depth of penetration into the
] bearing stratum has a very important influence on pile capacity. The greater the depth of penetration into the bearing stratrum, the greater the pile capacity.
On the basis of the above considerations, it is con-cluded that the effects of overburden on pile capacity is very small if any. Nevertheless, it is instructive to examine on the basis of classical bearing capacity theory the eff ects of changes in overburden pressure on pile load capacity. The procedure which will be used to evaluate the effects of the reduction of overburden stress on pile load capacity involves a back calculation of the end bearing capacity of the compression pile load tests, and then classical bearing capacity theory is used to compute the pile tip capacity for - the reduced i I
overburden stress. The basic assumption involved in
, , SARGENT & LUNDY ENGIMEERS C HIC AGO this type of analysis is that the overburden stress has f
no influence on pile skin resistance. This is supported by the results of the two uplift tests shown in Ex-hibit 362.26-2.
The first step in this type of analysis requires an estimate of the pile tip resistance of the compression pile load tests. The tip resistances of Test Piles TP-A and TP-B were estimated by subtracting from their total capacities the uplif t capacities of Test Piles TP-13 and TP-6, respectively. Once the tip resistance is esti-
- mated, the bearing capacity coefficient Ng is compu t.ed as
Ng = Q b !(Ab *$o}
in which A b is the base area; Q b is the tip load; and aygis the effective overburden stress.
The new tip resistance is then computed from the back calculated bearing coefficient Ng and the reduced over-d burden stress 0yf as follows.
i Obf = Nq xAb * #vf l
g , , SARGENT & LUNDY E N GIN E E R S CHICAGO The total capacity (Q t ) is obtained by adding the skin resistance os to the computed tip resistance:
Ot =Q 3 +Q bf- Appendix I presents detailed computa-tions for Piles TP-A and TP-B. On the basis of this type of analysis, it was estimated that the capacity of Test Pile TP-A could theoretically be reduced by 57 tons because of excavation from elevation +8.5 feet to elevation -6 feet, resulting in a final capacity of about 430 tons. Similarly, the capacity of Pile TP-B was estimated to be reduced by 70 tons because of excavation from elevation +8.5 feet to eleva-tion 0 feet; thus, the reduced capacity would be 520 tons.
In both cases the theoretical reduction in pile capacity is small. Even with this reduction, the minimum pile capacity is still in excess of the minimum specified capacity of 400 tons.
When the piles were load tested, the piezometric pres-sures within the bearing layer were approximately at elevation +12 feet or greater. After construction is completed and the dewatering operations are terminated, the water levels may rise to elevation +18 feet. This rise in water level is more than compensated by the static load imposed by the weight of the structure.
i i
SARGENT & LUNDY ENGINEERS C HIC AGO It is thus concluded that t'h e effects of reduced over-burden and varying ground water elevations have a very small impact on pile load capacity.
- - SARGENT & LUNDY ENG1NEERS CHICAGO REQUEST NilMBER 362.27 We are concerned that if the flanges of the piles are deformed during driving, the reduction in effective butt area may result in tiving stresses exceeding the pile butt yield stress, thereby caducing the effective driving energy reaching the pile tip.
A:cordingly, provide criteria, including j ustification, which will ensure that during the last five feet of driving, the pile butts will be trimmed if the flanges at the butt are excessively deformed.
RESPONSE: All remaining H-piles to be driven have a minimum yield strength of 50 ksi. However, all piles will be checked for pile damage upon completion of driving. If the pile flanges have bent more than 3 inches away from the original shape, or if there is obvious crippling or localized web buckling, the inspector will require that a set graph be taken. The set graph will be taken while the hammer is operated at the correct speed and stroke.
If the set graph indicates that the energy transf erred to the pile involved significant losses, the pile butt will be trimmed and the pile driven further to satisf y the critarion of 10 blows per inch for the last 3 inches. If the delay between initial driving and j redriving is more than 30 minutes, the pile should be ;
1 driven as described in (RSP) 362.17 of this submittal.
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SARGENTQ LUNDY a
. . ENGINEERS CHICAGO REQUEST NUMBER 362.28 Provide details of your proposed construction sequences for the Bailly foundation. In particular, provide details of the excava-tion sequences for the safety-related structures. Describe any constraints you will place on the pile contractor (e.g. , protection of piles, types of equipment and dewatering plans) .
Indicate the locations where sheeting will be required. Provide your proposed criteria for the design of sheeting and its lateral support. Indicate whether the sheeting will be removed when it is no longer needed.
Dis cuss the probability of piles driven close to slopes " walking" down the slope. Describe the steps you will take if this happens.
Provide details of your proposed method of compaction when back-filling slopes between buildings, including descriptions of the type of compaction equipment, type of material and the acceptance criteria for the degree of compaction you propose to achieve.
Describe in detail, your proposed mat construction sequence, including whether the contractor for the foundation mat will be required to place segments of the mats in any particular order.
Indicate whether there will be any restrictions regarding the maximum height of concrete pours.
RESPONSE: The detailed excavation and pile driving sequence will be developed by the pile driving contractor, once the contract is awarded. However, constraints will be placed on the contractor regarding both excavation and pile driving, as discussed below:
Excavation and Pile Driving Sequence A pressure relief well point system, as described in the August 27, 1979, dewatering report, will be installed to
' lower the pressure head within the confined aquifer.
The amount and rate of excavation will be dependent on l the progress of the pressure relief system installation.
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SARGENT & LUNDY E P$ O I N E E R S I CHICAGO Pile driving constraints as they relate to excavation have been presented in the - August 14, 1979, submittal and deal primarily with pile driving progressing toward the top of the excavation slope and the constraint that slopes will be excavated prior to production pile driving .along the top of these slopes. (Refer to Request Number 362.24 for a general pile driving sequence.)
j Sheet Piling 1
Exhibit 362.28-1 shows areas where depressions in the mat will be located. The need for sheet piling or open t
excavation in these areas will be decided by the struc-
- ture's work contractor. The only area where sheet piling is presently required is the tendon tunnel, where sheeting will be used as formwork to provide control over minimum thickness and outside location of the tendon tunnel walls. It is presently anticipated that f
4 any sheet piling, either for the tendon tunnel or any mat depressions, will be left in place.
The design of the sheet piling is the responsibility of
) the contractor. These designs will be reviewed by Sargent & Lundy.
4
SARGENT & LUNDY E N GIN E E R S CHIC AGO Piles " Walking" Down the Slopes During Driving As d is cu ssed in the August 14, 1979 submittal, piles will be driven from a level surface. This will be accomplished with the use of temporary benches where required; i.e., the piles in the Service Building adjacent to the Reactor Building. This will minimize or
- eliminate the potential for piles to " walk" down the slope during Jriving.
If during pile driving piles are observed to be
" walking," a restraining template, tied back if required, will be used to control pile location during driving. The exact method of restraint will be the contractor's option, with review by Sargent & Lundy.
Backfilling Along Slopes The majority of piles will be driven from final grade, so no backfilling will be required. The only back-filling and compaction will be along the' slopes adjacent to the Reactor and Radwaste Building foundation mats (open excavation slopes.) These areas will be back-filled with controlled compacted granular fill, or with lean concrete, depending upon relative cost. If soil is to be used, it will be onsite sand compacted to 85%
relative density or equivalent, using hand compaction equipment, with in-place density tests taken for each lift to verify that an adequate density has been achieved.
f
SARGENT & LUNDY ENGINEERS CHICAGO Mat Construction Sequence The details of the mat construction sequence will be provided by the structure's work contractor. However, the general sequence will be to pour the lowest eleva-tion building mat, the Reactor Building, first, and work up to the Radwaste Building mat followed by the Service and Auxiliary Building mats. There is no particular sequence of pour for segments of each of these building mats, nor stipulations regarding total heights of pour.
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SARGENT & LUNDY ENGINEERS CHICOGO REQUEST NUMBER 362.29 (This question was previously askad in our letter to you dated March 28, 1980, and is repeated here f or the sake of completeness.)
Indicate the methods used to measure the values of the soil pH and resistivities listed in Tables 1 and 2 of Cornet's report, dated July 20, 1978, on the corrosion potential of the Bailly piles.
Specifically, indicate whether standard ASTM tests (i .e . , Stan-dard G 57-78, Part 10, page 902, of the 1978 ASTM Annual Book of Standards) were used or whether you used standard NACE tests.
Additionally, provide a brief description of the tests which were used.
RESPONSE: Soil and groundwater characteristics used to evaluate corrosion potential of the Bailly piles were presented in the " Corrosion Report" prepared by Dr. Israel Cornet and submitted July 20, 1978, in response to NRC Ques-tion 362.7. Table 1 of the Cornet report lists ground-water quality at the Bailly N-1 site, including pH and conductivity (umhos/cm) of the groundwater. Soil pH and resistivity (ohm-cm) are given in Table 2 of that report.
As indicated in Table 1, pH and conductivity of the groundwater samples were determined in the field at the time of sample collection. Tests for these parameters were parformed in accordance with the following pub-lished procedures: Standard Methods for the Examination of Water and Wastewater, 14th Edition, APHA-AWWA-WPCF, 1975, pp. 460-465 and pp. 71-75; and Methods of Chemical Analysis of Water and Wastewater, USEPA, 1974, pp. 239-240 and pp. 275-276. An Orion Specific Ion Meter, l
SARGENT O LUNDY
- E PS G I N E E R S CHICQGO Model 407A, was used in the determination of pH. It was calibrated in the field using two known buffer solutions before each measurement was taken. The published repeatability in the instruction manual is 10.02 pH units. A Yellow Springs Instrument Model 33 S-C-T Meter was used in the determination of conductivity. It was calibrated at the laboratory bef ore being used in the field. The published accuracy of the meter with probe is 12.5% maximum error at 500, 5,000, and 50,000 umhoc/cm and 13.0% maximum error at 250, 2,500, and 25,000 pmhos/cm.
Soil pH values reported in Table 2 were perf ormed using the procedure published in Methods of Soil Analysis, C. A. Black (ed.), American Society of Agronomy and ASTM, 1965, pp. 914-926. In accordance with the proce-dure and as indicated in Table 2, soil pH was measured in soil s amples s uspended in a 0.01M CaCl 2 s lution.
The Fisher Accument Model 291 pH Meter used has pub-lished repeatability of 10.01 pH units and a relative accuracy of 10.01 pH units. The instrument was cali-brated before each use using two known buffer solutions.
Soil resistivity was measured in soil samples taken f rom borings at the depths listed in Table 2. Standard ASTM or NACE tests were not used. The test method used was based upon the definition of resistivity, i.e., the
SARGENT & LUNDY E N G I Pd E E R S CHICOGO resistance measured between opposite f aces of a rectan-gular prism and reported in ohms times unit length (Standard Methods, page 72). Measurements of soil resistivity were made using a probe consisting of two metal electrodes with flat, parallel electrode faces 1 cm 2 in area and 1 cm apart. The soil samples were cut in half horizontally to expose a fresh surf ace for testing. The probe was then inserted to its f ull length (20 mm) into the soil sample and the resistance measured using a Radio Shack "Micronta" volt-ohm meter . A mini-mum of five readings were made on each soil sample. The resistivity value reported for each sample in Table 2 is the average of all measurements taken on that sample.
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EXHIBIT 4-1 DENSIFIC ATION PILE PROGRAM PRECONSTRUCTION AREA D
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- RADWASTE X PROPOSED BENCH MARKS BUILDING BUILDING (TO ROCK)
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@ e e EXHIBIT 12-1 LOCATION OF SETTLEMENT MONITORING STATIONS AND BENCH MARK LOCATIONS BAILLY N-l NORTHERN INDI ANA PUBLIC SERVICE COMPANY l SARGENT & LUND'.* I
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ANWAR (, 2. WissA, TORRENCE MARTIN, AND THE PIEZOMETER PROBE J0H't E. GARLANGER, FIGURE I THE Pi rR0u, iN situ ncAsuRostNr Or soit ,E20 METER RC,tRiits, B Al L LY, N - 1 VOLUME 1. PROC (E0lNGs Cr soit0F THEtRTCO,NFERENCE ON iN situ n usuReacNT rR0 us, m Ric a NORTHERN INDIANA PUBLIC UE'$Iv'ill0 !!,0%c"""h 0 I"Cl%ltlM!"'"' SERVICE COMPANY NORTH CAROLINA STATE UNIV [RstTY, RALEIGH, NORTH j
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EXPLANATION:
X PILES LOAD TESTED TO FAILURE.
hJ 200 O FAILURE LOAD ESTIMATED ON THE BASIS 0F T-Z ANALYSES PERFORMED BY L.C. REESE.
D (32) DENOTES AVERACE PENETRATION RESISTANCE OF 32 BPI OVER THE LAST THREE INCHES OF PENETRATION.
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O 2 4 6 8 10 12 PENETRATION INTO THE BEARING STRATUM, FEET I),
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D FIGURE 362.20-1 ULTIMATE PILE CAPACITY vs. PENETRATION INTO THE BEARING STRATUM B AI L LY, N - 1 NORTHERN INDIANA PUBLIC SERVICE COMPANY
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TP-A' -38.5 47.0' 39 95 584 ~3 FT.
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$ FIGURE 362.20-2 E3FECTS OF PILE PENETR ATION l
lNTO THE BEARING STRATUM l ON LOAD-DEFLECTION CHARACTERISTICS B A I L LY, N - 1 NORTHERN INDIANA PUBLIC SERVICE COMPANY DAMES B MOOrtE
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PENETRATION RESISTANCE FOR L AST 3 INCHES vs a
PENETR ATION INTO THE BEARING STRATUM l "
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!i: DRIVING RECORDS FOR l 1 ll I
! !h PI L ES S F-31, S F- 63 1 l ll i i i l, ii AND SF-66 t . l:I l i
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NUMBER OF HAMMER BLOWS PER FOOT o 50 100 15 0 200 SPLICING 1 50 ' )
l l-W 100 g z t
_O_ SPLICING F-
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F-W 150 z
LaJ CL LL O
SPLICING 75 MINUTES INITI AL DRIVING [
E [ RE0 RIVING DELAY 250 HPl4 x 89- 80* C
( AFTER BLESSEY)
I s 300 o
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- ' FIGURE 362.22-2 TYPICAL PILE DRIVING RECORD DEMONSTRATING SOIL FREEZE DURING DELAY PERIOD FOR PILE SPLICING
REFERENCE:
nEtvlN T. DAVISSON, 1973, FIGURE 9. HIGH B AI L LY, N - 1 l NORTHERN INDIANA PUBLIC
$[$SETNU'50!"$$CS$"$[E$u$','!"
AMERICAN SOCIETY OF CIVIL ENblNEERS ILLINOIS RIES, SERVICE COMPANY DIVISION, civil ENGlhEERING DEPARTMENT, ILLIN0ls INSTITUTE OF TECHNOLOGY. sammes a mooses
NUMBER OF BLOWS PER FOOT o 50 10 0 15 0 200 0 50 10 0 15 0 200 O i i O i i PILE BI PILE Al 14BP89 14BP89
) VULC AN 80 C VULCAN 800 HAMMER 8 010 I HAMMER l
k f 570PPED - 5 TOPPED 50 \ ' """5' "'"- 50 '
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- PLICING SPLICING Es >
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- 10 MIN. 3 l
STOPPED 1 HR 20 MIN.
FOR SPLICING AND STARTED 513 BLOWS WITH NO MOVEMENT.
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TYPICAL PILE DRIVING RECORDS DEMONSTRATING SOIL FREEZE
"!IlU* TEE . i m . riGuRt 4. oRiviNG DURING DELAY IN PILE DRIVING BEHAVIOR OF LONG STEEL PILES, PERFORMANCE OF E ARTN AND E ARTH-SUPPORTED STRUCTURES.
v0tuME i PART 2. PPeCEEoiNG5 Or THE SPECiAtTv B AI L LY, N - 1 CONFERENCE ON PEllf0RMANCE OF EARTH AND EART,.-SuPPORTEo STRUCTURES AMERiCAN 50CiETv 0F civil ENGINEERS. Soll MECMANICS AND NORTHERN INDIANA PUBLIC FOUNDATIONS DIVISION. SCHOOL OF CIVit ENGihEERING, PUROUC UNIVER$1Tv, LAFAYETTE SERVICE COMPANY INDIANA DAME S S MOOME
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