Monotube Pile ad - Pile Driving Contractors Association 6 piledrivers.org - Summer 2001 PDCA...

Monotube Pile ad

PDCA piledrivers.org - Summer 2001

It occurs to me that an overview of the contents of thisedition of our organization’s publication provides a snapshotof the diverse components that make up a thriving industrythat is interacting and providing a means to achieve theneeds of our society.

For a company to survive over time, management mustembrace technological change, economic change, socialchange and many other constraints, in addition to opportu-nities in the form of new challenges.

Two of many companies that have steered a successfulpath are recognized in this issue. In addition, space is pro-

vided to presentmethodologies that yieldthe end result required

by a means not yet universally in use.In addition, the need to focus on job site safety is recog-

nized as a very important aspect of the pile driving contrac-tor’s operations.

The question could be asked: Which is more important?Perhaps the question is best answered not by attempting torank in order of importance but by suggesting that all mustbe considered and integrated into the final approach to thesuccessful completion of a project.

Obviously, one issue of our magazine cannot recognizeall participants, methods and solutions to all individualproject challenges.

Hopefully, successful companies and individuals will bewilling to share their history and job site safety observa-tions. Meanwhile, identifying alternative methods will con-tinue to spark the imagination of our readers.

Partnering for the purpose of steering a complex projectto successful completion requires all parties involved to lis-ten, reason and respect all aspects of the components of thejob under consideration. Hopefully, over time, the contentsof our publication will increasingly benefit our customers.

I sincerely thank the contributors for their willingness toparticipate in the exchange of information.

Please call (970) 945-1231 to order reprints of articles or to obtain a copy of Piledrivers.org’s editorialindex. Visit the Pile Driving Contractors Association on the Worldwide Web at www.piledrivers.org. Forfurther information on Pile Driving Contractors Association topics, please contact us at (970) 945-1231.

Piledrivers.org is published quarterly. Please contact us by mail at P.O. Box 1429, Glenwood Springs,Colo. 81602; by fax at (970) 384-0512; by telephone at (970) 945-1231; or by e-mail [email protected].

Statements of fact and opinion are the responsibility of the authors alone and do not imply an opin-ion on the part of the officers or members of the Pile Driving Contractors Association. Copyright 2001 by

the Pile Driving Contractors Association. All rights reserved. Materials may not be reproduced or translat-ed without written permission. Direct requests for reprint permission should be made to the executivedirector of the Pile Driving Contractors Association.

The subscription rate for members is $18, which is included in the Association’s annual dues. TheU.S. subscription rate for non-members is $36 for one year and $72 for two years. Canadian subscribers:add $5 per year; all other non-U.S. subscribers add $10 per year.

POSTMASTER: Send address changes to: The Pile Driving Contractors Association, P.O. Box 1429,Glenwood Springs, Colo. 81602.

We’ve Taken ASnapshot Of AThriving Industry

Table Of ContentsFrom The PresidentAn overview of this edition of piledrivers.org pro-vides a snapshot of the diverse components thatmake up a thriving industry. . . . . . . . . . . . .Page 3

Member SpotlightIn the early 1900s,Arthur Boh and brother Henrygarnered the knowledge and expertise to catapultBoh Bros. Construction to one of the leading pile-driving companies in Southeastern Louisiana. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 7

Project SpotlightWhen a railroad is being repaired, work must becompleted during lulls in the train schedules.AltairConstruction faces this challenge daily. . .Page 10

Protecting The Marine EnvironmentContractors, consultants and owners have beenrequired to find a cost-effective way to mitigatehigh underwater shock wave overpressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 11

Safety:A Constant VigilIn 1992, there was talk about the OccupationalSafety and Health Administration certifying riggers,so Jim Czaja set up a class on rigging for carpen-ters, pile drivers and millwrights. . . . . . . .Page 18

Optimum Seismic PerformanceLarge diameter steel tubular piles offer manyadvantages as the foundations of major over-waterbridges in areas where earthquakes are common. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page 22

San Francisco Will Host RoundtableThe next PDCA Winter Roundtable will be held inSan Francisco Feb. 21 through Feb. 23. . . .Page 23

Departments

Advertisers.org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

New Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

PDCA Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Piling Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Classifieds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Articles Wanted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

PDCA Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Page 7

Page 11

Page 22

piledrivers.org - Summer 2001 PDCA

American Piledriving Equipment7032 S. 196th St. • Kent, Wash. 98032

Phone: (800) 248-8498 • (253) 872-0141E-mail: [email protected] • Web site: www.apevibro.com

Page 4

CONEXPO•CON/AGG 2002Phone: (800) 867-6060 • (414) 298-4141 • (301) 587-3140

Fax: (414) 272-2672 • (301) 587-4260E-mail: [email protected]

Page 27

Design & Installation Of Cost Efficient Driven PilesP.O. Box 1429 • Glenwood Springs, Colo. 81602Phone: (970) 945-1231 • Fax: (970) 384-0512

E-mail: [email protected] • Home page: www.piledrivers.orgPage 14

Monotube Pile CorporationP.O. Box 7339 • Canton, Ohio 44705-0339

Phone: (330) 454-6111 • Fax: (330) 454-1572E-mail: [email protected]

Page 2

Municon Consultants775 Congo St. • San Francisco, Calif. 94131Phone: (415) 584-2430 • (888) 584-9185

E-mail: [email protected] 16

PilecoP.O. Box 16099 • Houston, Texas 77222

Phone: (800) 474-5326 • (713) 691-3000 • Fax: (713) 691-0089Web site: www.pileco.com

Page 8

Pile Equipment, Inc.1058 Roland Ave. • Green Cove Springs, Fla. 32043-8361

Phone: (800) 376-9416 • (904) 284-1779 • Fax: (904) 284-2558E-mail: [email protected] • Web site: PILE-EQP.net

Page 19

Pittsburgh Coatings Corporation103 Port Ambridge Drive • Ambridge, Pa. 15003Phone: (412) 366-5159 • Fax: (412) 366-6019

Back Cover

PK Pipe & Tubing, Inc.P.O. Box 2470 • Uvalde, Texas 78802-2470

Phone: (830) 278-6606 • Fax: (830) 278-4305Page 20

Vibraconsult/OZA GroupPhone: (216) 397-9625 • Fax: (216) 397-1175

E-mail: [email protected] 16

ADVERTISERS.ORGCharles Ellis

PresidentBRB Contractors Inc.Phone: (402) 228-1624

Jim FrazierVice President

Lawrence ConstructionCompany

Phone: (303) 791-5642E-mail: [email protected]

Home page:www.wedrivepile.com

Randy DietelTreasurer

Piling, Inc.Phone: (409) 945-3459

E-mail: [email protected]

Woodrow W. Ford Jr.Immediate Past Chairman

Ford Pile Foundations, Inc.Phone: (757) 497-3593


John “Doc” JinningsDirector

Hercules Machinery Corp./MidAmerica Foundation Supply

Phone: (800) 348-1890Home page:

www.hercules-mafco.com

Reginald K.L. LeeDirector

Hawaiian Dredging Construction Co.


home page:www.hawaiiandredging.com

Garland E. LikinsDirector

Pile DynamicsPhone: (216) 831-6131E-mail: [email protected]

Fred StromnessDirector

Build, Inc.Phone: (801) 295-1300E-mail: [email protected]

Wayne WatersDirector

Ed Waters & SonsPhone: (904) 268-4419


John L.WhiteDirector

American Piledriving EquipmentPhone: (253) 872-0141

E-mail: [email protected] page: www.apevibro.com

Charles C.WhiteakerDirector

8 Fairview Ave.Corte Madera, Calif. 94925


Stephen K.Whitty Jr.Director

Specialty Piling Systems, Inc.Phone: (504) 643-0690


Max J.WilliamsDirector

Gulf Coast Pre-Stress, Inc.Phone: (228) 452-9486

E-mail:[email protected]

Home page:www.gcprestress.com

Stan D. Orr, CAE Executive Director

PDCAPhone: (970) 945-1231

E-mail: [email protected] page:

www.piledrivers.org

2001 PDCA Board of Directors

Piledrivers.orgPublisher - Stan Orr, CAE - Glenwood Springs, Colo.

Editor - Jennifer Hart - Hanover, Pa.Layout/Design/Production - Brian Sherman - Mt. Pleasant, S.C.

Cover photography courtesy of Boh Bros. Construction.Load test of a 54-inch diameter concrete cylinder

pile for the St. George Island Bridge.



Dhirendra S. SaxenaASC Geosciences, Inc.3055 Drane Field Rd. • Lakeland, Fla. 33811Phone: (863) 644-8300 • Fax: (863) 644-8203E-mail: [email protected]

Lynn JohnsonBo-Mac Contractors, Inc.P.O. Box 5386 • Beaumont,Texas 77723Phone: (409) 842-2125 • Fax: (409) 842-2011

Rodney WaitsContinental Construction Co.5646 Shelby Oaks Drive • Memphis,Tenn. 38134Phone: (901) 382-4070 • Fax: (901) 388-2534E-mail: [email protected]

Casey StockonCS Marine ConstructorsP.O. Box 2195 • Vallejo, Calif. 94592Phone: (707) 562-4100 • Fax: (707) 562-4106E-mail: [email protected]

Jeff ThompsonCS Marine ConstructorsP.O. Box 2195 • Vallejo, Calif. 94592Phone: (707) 562-4100 • Fax: (707) 562-4106

Tony RubanEBA Engineering Consultants14535 118th Ave.Edmonton,Alberta,T5L-2M7, CanadaPhone: (780) 451-2121 • Fax: (780) 454-5688E-mail: [email protected]

Tony SimmondsGeokon, Inc.48 Spencer St. • Lebanon, N.H. 03766Phone: (603) 448-1562 • Fax: (603) 448-3216E-mail: [email protected]

Don TheobaldGulf Coast Pre-Stress, Inc.P.O. Box 825 • 494 N. Market St.Pass Christian, Miss. 39571-0825Phone: (228) 452-9486 • Fax: (228) 452-9495

Brax SnyderLinkBelt2651 Palumbo Dr. • Lexington, Ky. 40509Phone: (859) 263-5200 • Fax: (859) 263-5260

John IsolaHarper Structures, Inc.1613 South Defiance St. • P.O. Box 70Archbold, Ohio 43502Phone: (419) 445-8110 • Fax: (419) 445-8212E-mail: [email protected]

Jim GodwinJ & G SalesP.O. Box 5226 • Katy,Texas 77491Phone: (713) 937-4252 • Fax: (713) 937-6252E-mail: [email protected]

Robert WernessL.H. Bolduc Co., Inc.649 W. Garfield St. • P.O. Box 815Anoka, Minn. 55303-0815Phone: (763) 427-4330 • Fax: (763) 427-4012E-mail: [email protected]

Bill StramerLinkBelt2651 Palumbo Dr. • Lexington, Ky. 40509Phone: (859) 263-5200 • Fax: (859) 263-5260E-mail: [email protected]

Pat CollinsLinkBelt 2651 Palumbo Dr. • Lexington, Ky. 40509Phone: (859) 263-5200 • Fax: (859) 263-5260E-mail: [email protected]

Michael McDowellMcDowell Northwest, Inc.18800 80th Place S. • Kent,Wash. 98032-1008Phone: (425) 251-8570 • Fax: (425) 251-8628

Thomas GomollMenck GmbhP.O.Box 1165 • 25475 Ellerau,GermanyPhone: [49] 49-4106-7002-35Fax: [49] 49-4106-7481-2E-mail: [email protected]

Allan HeinkeMowhawk Northeast Inc.398 Stamm Rd. • Newington, Conn. 06111Phone: (860) 666-1451 • Fax: (860) 666-1570E-mail: [email protected]

Glenn LockieNational Ventures, Inc.264 Cazneau Ave. • Sausalito, Calif. 94965Phone: (415) 331-7260 • Fax: (415) 331-7261E-mail: [email protected]

Dave DouglassNicholson Construction12 McClane St. • Cuddy, Pa. 15031Phone: (412) 221-4500 • Fax: (412) 221-3127E-mail: [email protected]

Julie MillerPiling & Shoring Services2424 Harrison Rd. • Columbus, Ohio 43204-3508Phone: (614) 272-9700 • Fax: (614) 272-1174E-mail: [email protected]

Sandra RichardsonPiling Products, Inc.102 State Rd. 13, Ste.A • Jacksonville, Fla. 32259Phone: (904) 287-8000 • Fax: (904) 287-3514E-mail: [email protected]

Robert WadhamsProfessional Const. SVC Inc.8001 Downman Rd.New Orleans, La. 70126Phone: (504) 241-8001Fax: (504) 245-7475

Lucian WeberProfilARBEDISPC 66, Rue De Luxembourg L-4009City ESH-SUR-ALZETTE, Luxembourg

Richard D.WoodsUniversity of Michigan2360 G. G. Brown LabAnn Arbor, Mich. 48109-2125Phone: (734) 764-4303Fax: (734) 764-4292E-mail: [email protected]

Brad WestWest Construction Co.6120 A St. • Anchorage, Alaska 99518Phone: (907) 561-9811 • Fax: (907) 561-9844

PDCA CommitteeInterest FormName: ___________________________________________ Company: _________________________________________

Addresss: __________________________________________ City/state/zip: ______________________________________

Phone: ___________________________ Fax: _____________________________ E-mail: __________________________

I am interested in serving on the following Pile Driving Contractors Association committees:

❑ Membership ❑ Professional Activities ❑ Education ❑ Marketing & Public Relations

❑ Annual Conference ❑ Technical Activities ❑ Technology

Please mail, fax or e-mail this form to PDCA at:P.O. Box 1429, Glenwood Springs, Colorado 81602

Fax: (970) 384-0512 • E-mail: [email protected] • Phone: (970) 945-1231

Do you have some great ideas that would improve PDCA?Is there something you know we can do better?

Join a committee and have a profound effect on PDCA policy and future activities.


It is no secret that New Orleans haspoor and mostly unstable soil construc-tion. But in the early 1900s, Arthur Bohand brother Henry garnered the knowl-

edge and expertisenecessary to catapultBoh Bros.ConstructionCompany to one ofthe leading pile-driving companiesin SoutheasternLouisiana. Sincethat time, Boh Bros.has grown into oneof the largest andmost diversified

heavy-construction companies in theSouth.

Boh Bros. Construction Company, in

business since 1909 andstill based in NewOrleans, has expandedfrom its Louisiana rootsto other Gulf andSouthern states, includ-ing Alabama, Florida,Georgia, Mississippiand Texas. Boh Bros.performs heavy con-struction for all types ofindustrial, commercialand public projects.The company is wellknown for its work inasphalt and concretepaving, bridge andoverpass construction,marine, mechanical andindustrial piping, excavation, site devel-

opment and railroad construction.According to Dale Biggers, Piling

and Marine Department manager, BohBros. maintains a modern pile drivingfleet that includes Manitowoc 4000Wand 4100 ringers on barges for marineconstruction. For land-based pile driv-ing, Boh Bros. has American 5299 50-ton cranes, larger Manitowoc cranesand Lorain motor cranes.

Boh Bros. has experience in drivingall types of piles. Its large inventory ofmore than 70 hammers allows BohBros. to work with timber piles, H-piles, concrete piles, pipe piles, drilledshafts and corrugated sheet metal.

Biggers calculated that 60 percentof Boh Bros.’ pile driving is land-based, with the bulk of the workfocused on highway, heavy and officebuilding construction. One of its mostwell-known projects was the AudubonAquarium of the Americas in NewOrleans. Boh Bros. drove 240-footlong, 20-inch-diameter piles for theproject and was also involved in driv-ing more than 20,000 piles for variousadditions to the New Orleans

Convention Center. More recently, Boh Bros. completed a

115-foot wet-rotary predrill for theWestin Hotel in downtown New Orleansfor installation of 60-foot, 14-inch-squareprestressed concrete piles. Boh Bros. iscurrently working on the construction ofthe St. George Island Bridge in theWestern panhandle of Florida, where thecompany will drive 54-inch cylinder pilesabout 80 feet long. Biggers estimated thatthe pile-driving portion of the bridgeconstruction should take about ninemonths to complete.

The other 40 percent of Boh Bros.’pile driving is concentrated on marineprojects. The company has been involvedin countless wharf, dock and fenderingprojects from the mouth of theMississippi River to north of BatonRouge, La. The face of the Mississippihas been forever changed thanks to thework of Boh Bros. They have also workedon projects from the Port of CorpusChristi to the Port of Tampa.

With almost a century of experienceunder its belt, Boh Bros., which is stillfamily owned and operated, continues tobe one of (Continued On Page 9)

A Boh Bros. Construction crew at work at the Energy Centerparking facility in New Orleans.

Boh Bros. has done work at the Napoleon Ave.wharf at the port of New Orleans.


Pile Co. Delmag Ad


the most respected Southern construction companies. Biggersrelated the secret to the company’s success.

“There are a nucleus of people within the company, fromsupervisors to craftsman, who have been with Boh Bros. for 15to 25 years or more,” he said. “It is unusual for this industry tohave such low staff turnover. The experience gained from literal-ly thousands of man-years of service translates into higher quali-ty construction services for our customers.”

Biggers noted that the third generation of the Boh family isinvolved in the day-to-day operations of the business, whichhelps promote a safe and efficient work environment. Biggers

himself has33 years ofservice withthe companyand has beeninvolved inthe PileDrivingDepartmenthis entirecareer.

Boh Bros.has stood thetest of timethrough itslong historyin pile drivingand heavyconstruction.Boh Bros.president andCEO RobertH. Bohsummed upthe company’sphilosophy bysaying thatthe key issticking tothe basics. Heemphasizedthat users ofconstructionservices willalways have aplace forgood peoplewho producehigh qualitywork on timeand in a safemanner.

Course For Geotechnical And StructuralEngineers

Oct. 4-Oct. 6, 2001Boston, Mass.

Contact: Jae Law - (303) 494-0702

2001 PDCA Cost-Efficient Driven Pile SeminarOct. 11-Oct.12, 2001

Atlanta, Ga.Contact: Stan Orr, CAE - (970) 945-1231

[email protected]

Course For Geotechnical And Structural EngineersOct. 15-Oct. 17, 2001

Orlando, Fla.Contact: Jae Law - (303) 494-0702

6th Annual PDCA Winter RoundtableFeb. 21-Feb. 23, 2002San Francisco, Calif.

Contact: Stan Orr, CAE - (970) [email protected]

CONEXPOMarch 19-March 23, 2002

Las Vegas, Nev.Visit PDCA’s booth: GL3631

(800) [email protected]

7th Annual PDCA Winter RoundtableFeb. 21-Feb. 22, 2003

Atlanta, Ga.Contact: Stan Orr, CAE - (970) 945-1231

[email protected]

8th Annual PDCA Winter RoundtableFeb. 20-Feb. 21, 2004

Orlando, Fla.Contact: Stan Orr, CAE - (970) 945-1231

[email protected]

Member Spotlight(Continued From Page 7)

The Westin Hotel in New Orleans was a BohBros. project.


When a road or highway needs repair, automobile drivers aresometimes inconvenienced by detours or different traffic pat-terns established to accommodate the contractor working on theroad. But when a railroad is being repaired, there usually is no

way to reroute the trains –work must be completedduring lulls in the trainschedules. Altair Con-struction faces this challengedaily.

Altair Construction, arailroad repair and replace-ment contractor based inCincinnati, is one of twosubsidiary companies ownedby The Fenton Rigging

Company. In business since 1898, FentonRigging is known as one of the premier riggingcompanies in the Midwestern United States.Fenton Rigging purchased Altair Construction in1987.

Altair currently employs 35 people and usesan 80-ton Lima crawler crane and two pile driv-ing hammers – an ICE 42S and an APE D30-32– to repair and replace railroad bridges. Today,Altair Construction’s staff spends most of its timeperforming bridge work in the Eastern part ofthe United States, but the company has done work from coast tocoast.

“Our geographic focus is based primarily on demand,” saidButch Witte, project manager for Altair Construction. “We havedone work in the Midwest for Union Pacific Railroad, but weare currently doing a great deal of bridge replacement and repairfor CSX and Norfolk Southern Railroads. We also service short-line railroads throughout the United States.”

In Witte’s 39-year career, he has worked for both of Fenton’ssubsidiary companies, as well as for The Fenton RiggingCompany itself. Early on, he operated a crane used to clean uprailroad wreckage. He worked in crane rentals for 16 years andhas spent the remaining time involved in railroad bridge replace-ment and repair.

The railroad usually provides the plans for their projects,specifies the pile type, establishes a time frame and, in somecases, provides materials. Working around the train schedule canbe a formidable task.

“Nothing stops the trains,” said Witte. “There may be severaltrains a day traveling along the railroad on which we are work-

ing. Usually we try to work in between scheduled trains, butsometimes the schedule changes.”

Witte continued: “We use a railroad flagman to alert us whena train is approaching. We have had to cut off a pile in the past

to allow a train to pass through. After the train went by, wewelded the pile back together and continued with our work.”

One of Altair Construction’s recent projects started in July1999 at Zephyrhills, near Lakeland, Fla. Witte and his teamreplaced an existing 320-foot timber deck ballast bridge withconcrete.

“For obvious reasons, replacing timber with concrete is fairlycommon in the railroad industry today,” commented Witte.“We have started to see some steel piling with wood decks, butthe majority of bridges are being replaced with concrete orsteel.”

At Zephyrhills, Altair Construction used 12-ton, 60-foot-long, 20-inch square concrete piles. They used precast concretedecks with cast-in-place concrete caps. About four to five trainspassed by every day. Before each train, the track was set backdown and the train went over the bridge. The project was com-pleted in June 2000.

Altair Construction is a member of the Pile DrivingContractors Association and of the American RailwayEngineering Maintenance of Way Association (AREMA).


High underwater shock wave over-pressures created by pile driving with animpact style hammer are detrimental tothe health of fish. In recent years, envi-ronmental agencies worldwide have beengiven more power to introduce stringentenvironmental protection regulationsapplicable to marine construction activi-ties. Contractors, consultants and ownershave been required to begin searching fora cost-effective way to mitigate highunderwater shock wave overpressure toobtain permission to complete projectsthat include marine pile driving.

Background The work discussed in this article was

completed at the Canada Place CruiseShip Terminal in the city of Vancouver,Province of British Columbia, Canada.

In 1999 the Vancouver Port Authority(VPA) began a revitalization project atCanada Place, the central cruise ship portin Vancouver. The marine work was toinclude modifications and seismicupgrades to the existing pier, an extension

of the existing pier creating a third cruiseship berth and a new fender system.Fraser River Pile and Dredge Ltd.(FRPD) secured the prime contract forthe marine portion of the work.

Work on-site began in March 2000with densification of the seabed in theoffshore area adjacent to and north of theexisting pier. Simultaneously, FRPDbegan phase I pile driving, which includ-ed the installation of 24-inch diameter,.75-inch wall closed-ended steel pipe pilesdriven through the north apron area ofthe existing pier. These piles would sup-port the refurbished terminal superstruc-ture and were driven through previouslyimported fill and into glacial till usingboth an ICE 80S diesel impact hammerand an ICE 115 hydraulic impact ham-mer. This portion of the work was com-pleted in early May 2000 and no negativeimpact to the marine environment wasrecorded.

Phase II pile driving started immedi-ately with the installation of 36-inchdiameter x .75-inch wall open-ended steelpipe piles along the interface between theexisting dock and its new extension.These piles were driven through the pre-viously densified overburden and downto glacial till using an ICE 66-80 vibrato-ry hammer and then seated with the ICE80S. This portion of the work was com-pleted by mid-May 2000 and no negativeimpact to the marine environment wasrecorded.

Phase III pile driving began immedi-ately with the installation of 36-inchdiameter x .75-inch wall open-ended steelpipe piles driven in the offshore areaimmediately adjacent to and north of theexisting pier. These piles were driventhrough previously densified overburdenand into glacial till using a Delmag D80diesel impact hammer. Native materialwas subsequently cleaned out from theinside of these piles and a tremmie plugwas cast in place to provide additionalbearing capacity. This phase continued

for 10 days, with no recorded impact tothe marine environment until May 23,2000, when the first fish mortalities onthe Canada Place project were observedand recorded. The fish mortalities wereattributed to extremely high underwatershock wave overpressures created duringpile driving.

The Bubble Curtain System Measures to mitigate the fish mortali-

ties began immediately with deploymentof a simple prototype bubble curtain onMay 24, 2000, while pile driving contin-ued. The initial design of the prototypebubble curtain was based on an extensionof the theory behind the documentedsuccessful use of air curtains to reduceshock wave overpressures created byunderwater blasting.

The prototype bubble curtain consist-ed of a circular or square shaped air dis-tribution manifold made of rubber, plas-tic or steel tubing, which encircled thepiling at various points below the watersurface level. The Canadian government’sDepartment of (Continued On Page 12)


Fisheries and Oceans (DFO) monitoredpile driving activities full-time at the site.Work continued throughout phase III,with DFO shutting down the work inter-mittently whenever a fish kill was record-ed. FRPD continually made adjustmentsand refinements to the bubble curtainsystem, and a testing period followedeach refinement. Work was allowed toproceed cautiously and the effects of eachimprovement were ascertained underclose scrutiny and constant monitoringby DFO. FRPD was continually workingtoward the development of a cost-effec-tive mechanical system that would suc-cessfully mitigate fish mortalities due tohigh underwater overpressures createdduring pile driving. This was the firsttime negative impacts on fish due to piledriving had been documented in BritishColumbia. DFO, in conjunction withFRPD and VPA, quickly recognized thesignificance of developing the bubble cur-tain system and exercised as much lati-tude as possible within the regulations toallow testing during pile driving to con-tinue. Phase III continued in this mannerand was completed by June 20, 2000.

There was a scheduled three-weekbreak from pile driving between the endof phase III and the beginning of phaseIV. Phase IV pile driving included theinstallation of 36-inch diameter x .75-inch wall closed-ended steel pipe piles inthe offshore area to the east of the phaseIII piles. A double bent separated thephase III and phase IV portions of thepier, with a seismic expansion joint beingthe only link between them.

These piles were driven through over-burden and into glacial till using the D80hammer. One third of the phase IV pileswere inclined at 1h:3v and had a customtip designed to keep native material fromentering the pile while still allowing theinstallation and post-tensioning of drilledanchors installed through the piling andinto the glacial till below after comple-tion of the entire pier.

All parties thought driving closed-ended piling (as opposed to open-ended,as driven until this point) would havesubstantially greater negative impact onthe marine environment. The testing and

development period was now over and theproject was required to refine the meansof mitigating shock waves created by piledriving, as well as develop a means of test-ing the effectiveness of the mitigationwithout using fish as the indicator. FRPDutilized the scheduled break periodbetween phases to refine thebubble curtain design based ontests completed so far and toconstruct new, improved physi-cal components. FRPD initiallyused a recorded dive inspectionof the bubble curtain system onthe first pile of phase IV. Theresults of this inspection were dis-appointing because there was anobvious lack of air flow from thesecondary distribution manifolds,there was less than complete airbubble coverage around the pileperimeter throughout the verticaldepth of the water column and sev-eral deployment flaws were found.These factors rendered the existing semi-developed bubble curtain ineffective. Allpile driving activity was immediately shutdown pending redesign of the bubble cur-tain system or implementation of an alter-nate mitigation system.

FRPD channeled all availableresources into searching for a more effec-tive system. Experts from across NorthAmerica and the United Kingdom wereconsulted and numerous proposals wereinvestigated, such as acoustic or strobelight fish deterrent systems, temporaryfixed or floating barriers, rubber or foambladder wrapped around piling, changingthe frequency of the shock wave generat-ed during pile driving by filling the pilingwith dense material, use of an alternatehammer or cushion material between thehammer and pile, large-coverage-areabubble mats installed on the sea floor andan improved design (utilizing new infor-mation obtained during dive inspections)of the original bubble curtain. Several ofthese proposals worked well in theory,but the modified version of the originalsmall manifold bubble curtain systemcontinued to emerge at the top of the listof options when both performance andcost-effectiveness were considered.

Key factors used to assess the viabilityof a mitigation system were depth of cov-erage required (varying with tides), localcurrents, speed, ease and consistency ofdeployment, performance monitoring,capital costs, operating costs,

inspection costs and effectiveness.

FRPD decided to proceed with fur-ther development of the small manifoldbubble curtain system, hoping to developa mechanical device to mitigate underwa-ter overpressure that was superior to anyused before during the installation ofmarine piling.

The new bubble curtain system wasdesigned in-house by FRPD staff and wasconstructed specifically to suit the equip-ment and materials being used on theCanada Place project. The design of thenew system addressed all DFO concerns,with great regard to shock wave overpres-sure mitigation, effectiveness monitoringand consistency of deployment. FRPDreceived permission to conduct testing onJuly 14, 2000, which found minor flawsin the new system. Adjustments weremade accordingly and a second round oftesting was conducted on July 17, 2000.These tests showed that the new systemfunctioned well and performed up to thefull potential of its design expectations.

DFO gave permission for pile drivingactivities to proceed with full-timehydrophone monitoring and stringentreporting guidelines. Phase IV pile driv-ing continued (Continued On Page 13)

Bubble Curtain Systems (Continued From Page 11)


until completion on Oct. 14, 2000, withonly minor adjustments and repairs madeperiodically to the new system.

Phase V pile driving began at the endof September with the installation of 24-inch diameter x .75-inch wall closed-ended pipe piles driven through the exist-ing pier under the existing building usingan APE 7.5A super-low headroomhydraulic impact hammer. A scaled downversion (for the smaller piles) of the newbubble curtain system was utilized tomitigate underwater overpressure, and nonegative impact to fish was recorded. Allpile driving was completed on the projectby the first week of December.

A successful overpressure mitigationsystem had been developed and hadbecome the new standard by which tomeasure protection of aquatic life duringmarine pile driving activities in Canada.

The DetailsAn effective bubble curtain system

must distribute air bubbles around 100percent of the perimeter of a pile over thefull depth of the water column while it isbeing driven. Many small bubbles arepreferable to fewer larger bubbles.Distribution manifolds must be deployedso that there are no gaps in the coveragearea. This can be very difficult oninclined piles installed in areas wherethere are substantial currents.

The components of the systeminclude:

✘ high volume air compressor andprimary feed line;

✘ primary distribution manifold;✘ medium volume secondary feed

lines;✘ secondary distribution manifolds;✘ pressure gauges, flow meters and

deployment hardware.

Selection Of Equipment/MaterialsThe secondary distribution manifolds

are the key component of the system andtherefore should be the first componentof the system designed. These manifoldsshould:

✘ completely surround the piling tobe driven;

✘ have sufficient self weight or be

weighted appropriately so that they arenegatively buoyant once charged with air(consider any attached air lines);

✘ have 1/16-inch diameter airrelease holes every 3/4-inch alongtheir length.

If the pile is to be driven verti-cally in shallow water, one level ofsecondary distribution manifoldsis sufficient. If the water is deeperthan 35 feet, a second level isrequired. Similarly, add a thirdlevel if depth exceeds 70 feet, andso on.

Inclined piles present a newdifficulty since bubbles, oncereleased, rise only vertically.Larger manifolds or additionallevels of manifolds are requiredto maintain 100 percent coverageon inclined piles. Secondarymanifolds should be simple andlight enough to be deployed andrecovered cost-effectively multi-ple times within a single shift,yet durable enough to surviverepeated use and abuse duringpile driving.

The next step is to select sec-ondary feed lines that are capable of carry-ing a sufficient volume of air at an appro-priate pressure to the secondary distribu-tion manifolds. When sizing these lines,allow for back pressure at the exit point,in-line friction losses and losses through fit-tings. If a .75-inch inside diameter line isused and the manifold release holes are asabove, there must be at least one supplyline for each 144 holes (nine lineal feet ofmanifold). Since they are the part of thesystem most vulnerable to wear and theirfailure results in downtime from pile driv-ing, these feed lines should be of the high-est quality available. They must bedeployed and recovered numerous timeswhile maintaining their resistance to twist-ing, kinking and stretching. Keep hoselengths to the minimum possible to reducethe likelihood of snagging and kinkingduring deployment and recovery.

Now that the number and size of sec-ondary feed lines is known, the compres-sor and primary feed line can be selected.A 100+psi compressor, which supplies 150

cfm per each secondary feed line required,will be sufficient for most applications.Consider a higher supply pressure if water

depth exceeds 100 feet or if there are otherspecial site conditions. Consider excesssupply volume to overcome unforeseenlosses.

Size the primary feed line so it cancarry the full volume capacity of the com-pressor to the primary distribution mani-fold. Allow for line losses if the compressoris to be located a long distance away fromthe primary distribution manifold.

Design the primary distribution mani-fold so that it accepts air from the primaryfeed line and redirects it into the second-ary feed lines. Set up this manifold at aneasily accessible location near the pile driv-ing work. This is the center point of thesystem where air flow to individual sec-ondary manifolds is controlled and systemoperating status is monitored. Includevalves for each feed line so that they canbe controlled and adjusted individually.

Flow gauges and pressure meters mustreport system status at all times to theoperator. Since the majority of the systemcomponents (Continued On Page 16)


The components of a small manifold bubble curtainsystem.


The Design & Installation Of Cost Efficient Driven PilesOctober 11-12, 2001 • Atlanta, Georgia

Why Should You Attend?In the past 30 years, dramatic developments haveoccurred in piles and pile driving equipment. Qualitycontrol devices have improved the reliability of drivenpiles so lower factors of safety can be justified. Higherstrength pile materials are available at little or no costincrease. The driven pile is now more cost-effectivethan ever.

What Will You Learn?This one-and-a-half day seminar will present the tech-nical basis for understanding, analyzing and control-ling pile driving. Newly available pile materials will bediscussed and their limitations described. Newly avail-able hammers will be discussed and compared withtraditional equipment by contractors experienced intheir use. Examples of design applications and designloads will be presented and discussed and the poten-tial for the use of high design loads and lower factorsof safety in the PDCA code will be presented.

Who Should Attend?This seminar is intended for geotechnical and struc-tural engineers, college professors and contractorsinterested in taking advantage of opportunities indriven pile design and installation to reduce the costof deep foundations.

LocationThe seminar location offers attendees easy access tothe airport on a free shuttle service provided by thehotel. The meeting will be held at the Crown PlazaAtlanta Airport Hotel, 1325 Virginia Ave.Reservations can be made by calling (404) 768-6660.The room rate is $99 per night single/double. Thedeadline for a guaranteed rate of $99 is Sept. 10,2001. After that date the rate is available on a space-available basis only.

Registration And FeesThe fee is $250 if payment is received by Oct. 1,2001, and $275 for on-site registrations. Registrationincludes an official Book of Proceedings with sessionhandouts and a copy of the PDCA Code Book,“Recommended Design Specifications for DrivenBearing Piles,” 3rd edition. Registration also includesbreakfast, two breaks, lunch and a reception onThursday, and breakfast and a break on Friday.

The Program ScheduleThursday, Oct. 11, 20018:30 a.m. - 9 a.m. -Introduction to the Seminar-Frazier

9 a.m. - 10 a.m. - Load Transfer From Pile to Soil, with Emphasis on Soils of theSoutheast U.S. - Brown

10 a.m. - 10:15 a.m. - Break

10:15 a.m. - 11:30 a.m. - Wave Mechanics and Wave Equation AnalysisFundamentals - Rausche

11:30 a.m. - 12:15 p.m. - High Strength Steels - Weber

12:15 p.m. - 1:15 p.m. - Lunch

1:15 p.m. - 2:15 p.m. - Pile Capacity Determination - DiMaggio

2:15 p.m. - 3:15 p.m. - Design and Installation of Steel Pipe Piles to High DesignLoads - Miner

3:15 p.m. - 3:30 p.m. - Break

3:30 p.m. - 4:15 p.m. - High Strength Concrete - Theobald

4:15 p.m. - 5:15 p.m. - New Developments in Pile Hammers -Birmingham, White

5:15 p.m. - 6:15 p.m. - Reception

Friday, Oct. 12, 20018:30 a.m. - 9:30 a.m. - Opportunities for High Capacity Steel H-Piles inWeathered Soils - Goble

9:30 a.m. - 10:15 a.m. - Pile-Cap Connection for Prestressed Concrete Piles - Petrou

10:15 a.m. - 10:30 a.m. - Break

10:30 a.m. - 11:30 a.m. - Design, Fabrication and Installation of 54-inch Spun-CastCylinder Piles - Ronald

11:30 a.m. - 12:15 p.m. - Bidding and Payment for Driven Piles - Ford

12:15 p.m. - 12:30 p.m. - Wrap Up and Close - Frazier


Patrick Bermingham has worked for more than 18years developing new technologies for the founda-tions construction industry. As president and head ofresearch of Bermingham Construction andBerminghammer Foundation Equipment, he hasconducted research and product development on awide variety of equipment and foundation systems,including developing an underwater hammer fordeep water applications. He has collaborated withSheffield University in the United Kingdom andother universities for research on rapid load testmethods, developing applications of the Statnamicload test for offshore use and lateral load testing andcreating a high-efficiency drive cap for driving con-crete piles.

*****Dan Brown, PhD, is Gottlieb Professor of CivilEngineering at Auburn University. The author ofnumerous papers on deep foundations, he is a pastrecipient of the ASCE Huber Prize for his researchon pile foundations. A past chairman of the ASCEDeep Foundations Committee, he currently serves aschair of the ASCE International Deep FoundationsCongress, scheduled for 2002 in Orlando. He earnedhis PhD at the University of Texas.

*****Jerry Dimaggio, PE, is principal geotechnical engi-neer with the Federal Highway Administration inWashington, D.C., and a member of the adjunctfaculty at the University of Delaware. He has morethan 25 years of experience in all phases of geotech-nical practice and serves on numerous national com-mittees related to the development of technicalguidelines, specifications and testing standards.

*****Woodrow Ford is the owner of Ford PileFoundations, Inc., a pile driving contractor inVirginia Beach, Va. He is a founding member andpast chairman of the Board of PDCA.

*****Jim Frazier is manager of the pile driving division ofLawrence Construction in Littleton, Colo. He hasmore than 20 years experience in pile driving andbridge construction, including bidding and estimat-ing. He currently serves as vice president of PDCA.

*****George Goble, PhD, PE, is owner of George GobleConsulting, Inc. He has served on the faculty of CaseWestern Reserve University and the University ofColorado and as chairman of the Civil EngineeringDepartment at both institutions. While at CaseWestern University he directed the research that pro-duced the pile driving analyzer and associated meth-ods for determining analytical capacities for dynamicpile testing and analysis.

*****Rick Henry is president of MKT Manufacturingand Mississippi Valley Equipment Company. He hasa bachelor’s degree in Aerospace Engineering and amaster of engineering degree from the University ofKansas. He has been working as a design engineerand executive in the pile driving equipment businesssince 1977.

*****Robert Miner, PE, is the founder of Robert MinerDynamic Testing, Inc., of Manchester, Wash. He waspreviously office manager for the GRL Washingtonoffice. He has been involved in dynamic testingusing a variety of methods for more than 15 years.

*****Michael Petrou, PhD, is an associate professor inthe Department of Civil and EnvironmentalEngineering at the University of South Carolina. Hereceived his PhD from Case Western ReserveUniversity in 1993. He has extensive experience inthe area of civil engineering materials and the gener-al area of bridge design. He is a member of severalASTM committees, the Prestressed ConcreteInstitute and Transportation Research Board techni-cal committees. He is the author and co-author of45 research publications.

*****Frank Rausche, PhD, PE, president ofGRL and Associates, Inc., of Cleveland, hasmore than 30 years experience in dynamicpile testing, wave equation analysis, founda-tion design and pile driving hammer designand evaluation. He participated in the CasePile Project and was the author of both theWEAP program and CAPWAP. He current-ly supervises the work of a dozen field engi-neers involved in dynamic pile testing, bothon land and offshore.

*****Hugh Ronald, PE, is senior bridge engineerfor Sverdrup, located in Jacksonville. He hasbroad and extensive experience in bridgedesign, project management, value engineer-ing and design-build. In addition to hisbridge design expertise, Ronald has per-formed extensive design work on water andwastewater treatment plants, marine struc-tures, stadiums and buildings throughoutthe United States and overseas. He earned abachelor of science in Civil Engineering atthe University of Arizona and is a memberof ASBI, IASBE and PCI.

*****Don Theobald is vice president of engineer-ing for Gulf Coast Pre-Stress, Inc., in PassChristian, Miss. He has been in the pre-stressed concrete industry for 32 years. Heserves as chairman of the PrestressedConcrete Pile Committee for the PrestressedConcrete Institute. He is an active partici-pant in the PCI Bridge ProducersCommittee and is a member of the PCI FastTeam for the study of concrete girders.Theobald is a member of the Gulf SouthPrestressed Concrete Association and is onthe Bridge Products StandardizationCommittee.

*****Lucian Weber is general manager-technicalassistance, long products with ProfilARBEDin Luxembourg. A major part of his job at

ProfilARBED is working with the design and instal-lation of driven bearing piles and sheet piles. He haspublished extensively and is intimately familiar withpiling practices worldwide.

*****John White is president of American Pile DrivingEquipment, one of the largest hammer manufactur-ers in the world. A former Marine, he started his piledriving career in 1977. He worked as a pile hammerserviceman at Pacific American CommercialCompany, restoring pile driving equipment and set-ting up hammers. In 1983 he pioneered the Seattlebranch for ICE. In 1990 he designed his own ver-sion of pile driving hammers and founded APE. In1992 White received his first of many patents per-taining to pile driving hammers and equipment. Heserves as a Board member of the DFI and thePDCA.

Company name

1st attendee name

2nd attendee name

3rd attendee name

Address

City/state/zip

Phone

Fax

E-mail

Attendee Registration Fees # Attending Per Person❑ Paid by Oct. 1, 2001 _____ $250❑ Paid on-site _____ $275

Table-Top Exhibit (Includes 1 registration) # Attending Per

Exhibit/Person❑ Must be paid in full by Oct. 1, 2001 1 $600❑ Additional attendees, same company _____ $125

Subtotal: _____Tax: _____Total: _____

Method of payment❑ Check ❑ Visa❑ MasterCard ❑ American Express

Credit card # Exp. date

Signature

Please return this form to:

The Pile Driving Contractors AssociationP.O. Box 1429

Glenwood Springs, Colo. 81602Phone: (970) 945-1231 • Fax: (970) 384-0512

Home Page: www.piledrivers.org

Registration Form


MUNICON ConsultantsGeoscience, Instrumentation,Litigation Mitigation

❖ Vibration Monitoring Instrumentation Specialists

55 Seismographs in Service

❖ Pre-Construction Existing Condition Surveys

❖ Forensic Damage Investigations

❖ Tiltmeters, Inclinometers, Hydrophones &

Electrolytic Beam Sensors

❖❖ On the Water Capabilities ❖❖

San Francisco - (415) 584-2430USA Toll Free - (888) 584-9185

[email protected]

Vibraconsult/OZA GroupA Scientific Approach to Loss Control

◆ Effect of Pile Driving/Blasting/ Compaction/Demolition/Heavy Equipment

◆ Prediction of Construction/Industrial Vibrations

◆ Vibration and Noise Monitoring Services

◆ Blast Design Consulting

◆ Pre/Post Condition Surveys, Hazard Assessments

◆ Claims Investigation/Expert Testimony


Phone: 216-397-9625 • Fax: 216-397-1175

are underwater during driving the opera-tor must rely on these gauges and metersto monitor the system’s effectiveness.They should report the pressure as well asthe flow in both the primary feed lineand each of the secondary feed lines.

The deployment hardware must bespecifically designed to suit individualapplications. It must be capable of settingand maintaining the secondary manifoldsin position around the pile so there areno gaps in coverage. It should be powerdriven and easy to use to minimize oper-ating costs. Inspection and trouble-shoot-ing are easier if the deployment systemcan be completely and easily removedfrom the water. Pile driving equipment tobe used, type and size of piling to bedriven, water depth, pile orientation andproject schedules are all factors to be con-sidered when designing the deploymenthardware. It can be as basic or as intricateas required to get the job done whileremaining within project budget andscheduling constraints.

A properly designed, constructed and

deployed small manifold bubble curtainthat provides complete coverage canreduce underwater overpressures by atleast 85 percent. Hydrophone test datataken during the Canada Place pierextension project by FRPD and VPAshowed that the bubble curtain reducedunderwater overpressures during piledriving from in excess of 22 psi with nomitigation to less than 3 psi using thebubble curtain.

The overpressure level that is damag-ing to a specific marine environment willvary with the size, maturity and species offish in the area. It is difficult to recom-mend a safe overpressure level withoutconducting testing in the immediatework area to determine the type of fishpresent and to obtain a measure of theirresilience to overpressure waves.Canadian DFO guidelines limit overpres-sures created by blasting operations to14.5 psi. Blasting typically consists ofonly a few, single shock waves and thislimit was proven in Vancouver to be lessthan adequate to mitigate the effects of

the multiple, high pressure shock wavescreated over an extended period of timeduring the driving of large diameter steelpiles. At Canada Place, small fish werefound to be resilient up to at least 4.5 psi,which became the accepted maximum forthis project. A higher level might beacceptable (or a lower level required) inother areas. In the absence of existinggovernment regulations, testing that con-siders the resident marine life should beconducted to establish a safe overpressurelevel for individual sites.

Though other systems might rival thisone, the small manifold bubble curtainsystem is certainly an extremely effectivemethod of mitigation that can cost-effec-tively protect marine life from the highunderwater shock wave overpressures cre-ated during pile driving.

Craig Longmuir, AScT (engineering tech-nologist) and Tom Lively, P.Eng. (profes-sional engineer) are with Fraser River Pileand Dredge Ltd. They can be reached forcomment at (604) 522-7971


Online

Home Page

Visit our Web site tofind a contracator orsupplier member.Register for the nextPDCA meeting. Seepiledrivers.org online.This and more on your Association’s home page.

Headquarters Contacts

General information: [email protected] director: [email protected]: [email protected]: [email protected]: [email protected]

Manuals and Texts

RecommendedSpecifications For Driven Bearing Piles

PDCA’s Code Book, nowin its second edition, is amust-have guide. Availableonly through PDCA.

Design and Constructionof Driven FoundationsManual

This two-volume set is produced by the FWHAand is available through PDCA. For more infor-mation, contact PDCA at (970) 945-1231 oronline at [email protected].

Publications

piledrivers.org

Author guidelines -Want to write an articlefor piledrivers.org? For acopy of our guidelines,call PDCA at (970)945-1231 or contactPDCA online at [email protected].

Editorial Calendar

For a copy of the piledrivers.org editorial calendar,call PDCA at (970) 945-1231 or contact PDCAonline at [email protected].

Media Kit

For a copy of the piledrivers.org media kit, callPDCA at (970) 945-1231 or contact PDCAonline at [email protected].

Referrals

PDCA provides adirect link betweencontractors and endusers and contractorsand suppliers. Formore information onthis valuable service,contact PDCA [email protected].



In 1992, there was talk about theOccupational Safety and HealthAdministration (OSHA) certifying rig-gers. At the time, Jim Czaja was teachinga class in Elk Grove Village, Ill., for theChicago and Northeast Illinois DistrictCouncil of Carpenters. Czaja set up theclass on rigging for carpenters, pile driv-ers and millwrights, which was approvedby the District Council.

Czaja’s 27 years of rigging experiencecame from pile driving and form work,along with quite a bit of rigging withboilermakers and pipe fitters. In order topresent a balanced course, he decided totap into some of the great resources avail-able in the Midwest, many of which werelocated in Chicago.

Czaja received a great deal of help fromLocal #150, Operating Engineers, whichsaid, “We fully support any program whichwould make carpenters better riggers.”

Local #1, Ironworkers, also gave somegood advice and material. Hessville Cablein Gary, Ind., provided cable samples andmaterial and hosted several field trips. TheCrosby Group, Inc. provided overheads,slide presentations, videos and reams oftechnical information for the classes.

“It was really awesome to see howmany people respond when you ask forjust a little help,” Czaja said.

The most significant thing Czaja dis-covered in preparing for the class was theeffect of side-loading the boom.

“Consider for a moment the fact that

a 3-degree tilt can reduce the capacity ofthe boom by more than 50 percent,” saidCzaja. “Then look at all the different ele-ments and forces such as soil conditions,wind and floating equipment. Rig stabili-ty is of prime importance.”

In the last eight years, Czaja has inves-tigated some 16 to 20 mishaps, and heestimated that side-loading the boomcaused 35 percent of these incidents. Thecost of equipment, capital and delayswere enormous, and a few incidentsresulted in the loss of life.

In one of the incidents, in February1998, a contractor was pulling pile in aChicago harbor. After the extracted pilehad been unloaded, the tug operatorasked the mechanic to take a look at thescrews on the tug because he had hitsomething and was experiencing a loss ofpower. Sending a diver in to take a lookseemed simple enough, but this wasFebruary in Chicago and the water tem-perature was about 32 degreesFahrenheit. Someone suggested slingingthe rear end of the tug and raising itenough to view the screws.

“For two weeks prior to this, the crewhad planned every operation they per-formed and was very successful,” saidCzaja. “The Bible says ‘Pride comethbefore a fall.’ This crew had gotten toocomfortable with what they were doing.”

The crew’s planning never wentbeyond getting the slings. The spuds hadnot been set on the scow. The deck on

the tug side was littered. They did nottake the time to clear a path for the craneto approach the tug.

The crane was boomed down toabout 50 degrees when it lifted the rearend of the tug from the water. Themechanic was lying over the edge of thescow when a gust of wind sent the tug inan easterly direction. With the additionalweight on its Northeast corner, the scowbegan to drift west. This caused a scissoreffect on the boom, which suddenly col-lapsed. The first two 20-foot sections hitthe deck and fractured. The point, blockand remaining boom sections were in thewater. Fortunately, by the grace of God,no one was hurt. The boom was lying onthe deck of the scow about three feetfrom the mechanic.

Czaja was in the Chicago Loop whenhe got the call from the contractor aboutthe boom coming down. He was on-sitewithin a half-hour, taking photos andtalking with those involved.

“Hindsight is always 20/20,” saidCzaja. “Should they have better securedthe tug to the dock? Yes. Should they haveset the spuds on the scow? Yes. Shouldthey have cleared the deck to bring thecrane and tug into closer proximity? Yes.Should they even have attempted thisinspection? Yes. This is the type of thingthat people who work with cranes arerequired to do on a regular basis.”

Czaja continued: “We must never letour guard down. (Continued On Page 19)


Every move must be plannedthoroughly and supervised bycompetent personnel. Safetyroutines are habits that avoidincidents. Whenever there is avariance from the normal, safework practices, red flags shouldstart popping up everywhere.”

Although some contractors favor angleboom as opposed to pipe boom, each systemcan be abused and lead to boom failure.Incidents can happen at any time and to anycontractor. Czaja recommends weekly meet-ings with key personnel that emphasize thehighest priority for safe practices. The workerout in the field who is trying to drive thepile, pour the concrete or build the bridgeneeds to know that the person who signs thecheck has safety as his or her highest priority.Sometimes a safety director, foreman, busi-ness representative or even a crew memberhas to make an unpopular call.

Another example of a safety call thatshould have been made occurred when a

piling contractor wassticking 60-foot sheets atnight on Solitary Drivein Chicago. The cranebelonged to the generalcontractor, while allother material and

equipment belonged tothe piling contractor. The placement ofthe light plants was not effective. It wasobvious that the crew should add a spot-light to the boom to help the operator seethe top man interlocking the sheets. Theforeman’s position was that they did nothave time to find a light for the boom,which was on loan to them in the firstplace. On top of this, the crew had a nar-row window of operation time because ofnearby Meggs Air Field. They needed toget two templates stuck during the nightshift or there would not be enough workfor the driving crew on the day shift.

Czaja said someone should have madethe decision to shut the job down.

“It was dark and dangerous, but thiswas an experienced crew,” related Czaja.“The company had a good, full-time piledriver safety man, and the crew had beenworking for a while under these condi-tions. At 2 a.m., the operator swung asheet into the top man and broke his leg.The operator said he could not see him.”

Czaja found out about the injury thenext morning.

“I admonish everyone to please makethe tough call. There is much at stake,”Czaja said.

Czaja is currently working as a businessrepresentative for the Piledrivers andCommercial Drivers Local Union #578 ofChicago. He is president of the PacificCoast Council of Piledrivers. He is also amember of the National Piledriver AdvisoryCommittee for the United Brotherhood ofCarpenters. Czaja can be reached for com-ment at (708) 846-2466 or by e-mail [email protected].

Safety (Continued From Page 18)

“It was obvious that thecrew should add a spotlight

to the boom to help theoperator see the top maninterlocking the sheets.”


pk pipe & tubing, inc.P.O. BOX 2470 • UVALDE, TEXAS 78802-2470

New ERW Limited Service Line PipePE & B, Bare,Tested 750# PSI MIN., 16-64’ RLS

FOB Loaded Trucks, Baton Rouge, LA

All pipe offered subject to prior sale

Please contact

DEAN PIRKLEPhone: (830) 278-6606

Fax: (830) 278-4305

2,957’ 12 3/4” OD x .250” W x 33.41# . . . . $6.51/Ft.24,626’ 18” OD x .593” W x 110.35# . . $17.66/Ft.4,033’ 20” OD x .500” W x 104.23# . . $20.32/Ft.2,909’ 20” OD x .548” W x 113.95# . . $22.22/Ft.11,958’ 24” OD x .281” W x 71.18# . . . $14.24/Ft.3,329’ 22” OD x .375” W x 86.69# . . . $12.79/Ft.13,039’ 24” OD x .312” W x 79.00# . . . $15.80/Ft.5,913’ 24” OD x .375” W x 94.71# . . . $18.94/Ft.9,901’ 24” OD x .456” W x 114.77# . . $22.95/Ft.2,251’ 24” OD x .547” W x 137.14# . . $27.43/Ft.

★★★ FOR SALE ★★★

24” OD x 469” W x 117.86# New ERWX-70 Gr. line pipe, PE & B, drls., lite pit-ting, 3 years old with MTRs. (22,944 FBECoated) mfg. by Stupp Corporation.Price: $24.75/ft. Load trucks MorganCity, La. 30,000# Min.

SURPLUS LINE PIPE63,969’

USED LINE PIPE53,442’ 12 3/4” OD x 250” W x 33.38# Used #1,

drls., torch cut ends, cleaned OD.Straight. Price: $5.15/ft. FOB Houston, Tx.

PDCA Members . . . . . . . . . . . . . . . . . . . . . . $10 eachPDCA Members, 5 or more copies. . . . . . $7.50 eachNon-Members. . . . . . . . . . . . . . . . . . . . . . . . $15 eachNom-Members, 5 or more copies . . . . . . . . $10 each

Shipping and handling: $2 for first book, $1 for each additional book, within the United States

Recommended DesignSpecifications

For Driven Bearing PilesThird Edition

Purchase the newly revised code manualfor all required guidelines of driven piles.

Available only through the Pile DrivingContractors Association.

Please send ____ copies of “Recommended DesignSpecifications For Driven Bearing Piles,” Second Edition, to:

Name

Company

Address

City/state/zip

Method of payment:❑ Check (must accompany order) ❑ VISA ❑ MasterCard ❑ American ExpressCard #

Expiration date

Name as it appears on card

Signature

Send form with payment or fax form with payment information to:

Pile Driving Contractors Association

P.O. Box 1429, Glenwood Springs, Colorado 81602

(970) 945-1231 • Fax: (970) 384-0512

Now AvailableFrom PDCA


Cleaning Oil FromEngine Cooling Systems

1. Prepare a mixtureof Calgon (or equivalent)dishwasher detergent andwater at the rate of twoounces (dry measure) toone gallon of water.Prepare enough solutionfor the vehicle you areworking on and fill theentire cooling system.

2. Run the engine forfive minutes, then drainthe system and repeat theprocess with fresh solutionuntil all traces of engineoil have been removed.

3. Fill the system with clean water and let the engine run foranother five minutes, then drain the water and refill the coolingsystem with a 50/50 mix of fresh OEM-recommended coolantand water.Radiator Reporter, December 2000

AGC Offers Safety Videos And PublicationsThe Associated General Contractors of America has an

extensive variety of safety publications and videos available toAGC members. The newest publications and videos include top-ics such as Basic Safety Rules for Construction, Health Hazardsin Highway Construction Safety; Environmental Hazards inConstruction; and Silica Exposures. Most videos and publica-tions are available in English and Spanish. Please call the AGCOffice at (732) 738-9454 for a publication and video directory.Hard Hat News, Dec. 8, 2000

80 Percent Is FlatEvery new tire manufacturer agrees that a steel radial tire

that carries less that 80 percent of the recommended properinflation pressure should be considered as a run flat. The retread-ability of a premium casing can be seriously compromised by atire that has been driven underinflated (run flat) over a period oftime. The problem is that this condition is nearly impossible toobserve by simply looking at the tire or thumping it with a stickor hammer. There is only one way to accurately determine howmuch air is in a tire and that is by using a properly calibrated

tire gauge on a regular basis. Tires should be checked after thevehicle has been sitting for at least two hours (first thing in themorning before starting out for the day is always a good idea),or having been driven for no more than about one mile. Thecost of labor to check air pressure will always be less than thesavings achieved by maintaining a program to check tires andmaintaining proper air pressure. The number of retreadable tiresin your fleet will increase, leading to additional savings. Formore information and a series of articles about the importanceof maintaining proper air pressure, visit www.retread.org, sendan e-mail to [email protected] or call (888) 473-8732.Hard Hat News, May 25, 2001

What Customers Demand In Corporate Web SitesMany corporate Web sites are ineffective and a waste of

money. Good Internet sites require a major commitment ofresources, and only a few companies seem to know how to getthe maximum return from this investment. Very little marketresearch goes into planning these sites, so here are a few sugges-tions that might help. Customers will return to a Web site that:

1. Provides a concise summary of what the company does,office and plant or warehouse locations, key personnel, specifica-tions of products and, most importantly, notice of any specialincentives available through that site. And it must be easy for acustomer to skip to the section that most interests him withoutbeing subjected to a blitz of advertising or information he does-n’t need;

2. Allows them to take some useful action – to secure infor-mation, purchase products, make reservations, check schedules,compare competitive products, do market research or utilizelinks to other helpful Internet sites;

3. Has simple, clear, graphic designs that open up quicklyusing a standard computer modem connected to a regular tele-phone line. Computer geeks and Web designers often forget thatthe rest of the world doesn’t have the high-speed Internet con-nections and computers that they have grown to believe are normal;

4. Shows how to communicate directly with appropriatecompany personnel by e-mail, telephone, fax and regular mail –with the reasonable expectation of receiving answers; and

5. Includes the opportunity to give input, ask questions andmake comments about company products and services.

Companies without this seem to be missing a great opportu-nity to get inexpensive feedback from their customers.Lubes & Greases, June 2001

Steve Whitty, chairman of PDCA’sPublic Relations Committee, needs volun-teers and materials to publish a CD-ROM that promotes driven piles to theengineering and student communities.

He plans to produce a CD with pho-tos and text that gives an overview of

pile driving applications, from historicuse through the present. An outline ofthe project has been developed and isavailable to interested members.

Photos of various common applica-tions for driven piles as well as uniquesolutions to foundation problems would

be appreciated, according to Whitty.Anyone interested in participating in

the project should contact Whitty atSpecialty Piling Systems, Inc.: Phone/fax- (985) 643-0690; e-mail - [email protected]; or P.O. Box 1607, Slidell,La. 70459-1607.

Committee Chair Seeks Volunteers And Information For CD-ROM


Large diameter steel tubular piles,installed vertically or on a slight incline,offer many advantages as the foundationsof major over-water bridges in areaswhere earthquakes are common.

An optimum balance of stiffness andstrength can be achieved with properselection of diameter and wall thickness.Under strong seismic motion, the pileswill deflect and bend, reducing the accel-eration forces transmitted to the super-structure while limiting drift. A majoradvantage of this concept is that the massof the footing block is significantly small-er than that of a conventional pier. Thedesign of the footing block requires greatcare in order to transfer the high shearsand moments.

In soils where the depth of sedimentsis significant, the kinematic interaction ofsoils, piles and structures must be consid-ered. Moments will be at a maximum justunder the footing block. Filling the topportion of the pile with concrete will pre-vent local buckling and assure ductilebehavior even under overload.

Typically the piles will be long, withmost or all of their support furnished byfriction, and will require the use of verylarge pile hammers. Where the piles arefounded on rock or in hardpan, socketswill be drilled and filled with reinforcedconcrete. For these piles, high momentscan occur both at the head and justbelow the rock surface, so the concretein-fill should extend the full length.

This article describes the use of tubu-lar piles driven through the deep siltysands of the Jamuna River in Bangladeshand socketed into the near-surface rockfor the main pylon pier of the new SanFrancisco-Oakland East Bay Bridge inCalifornia.

IntroductionSteel tubular cylinder piles with diam-

eters of one or two meters (3.28 to 6.56feet) have been used for a number ofmajor bridges, including the Rio NiteroiBridge in Brazil, the Parana Bridges in

Argentina and the new bridge across theTagus River in Portugal. They haveproved to be an efficient and economicalsolution because they enabled the footingblock to be constructed near the waterline, eliminating the need for a deep cof-ferdam or caisson.

In recent years it has been recognizedthat tubular piles of evengreater diameter, 2.5 to 4meters, (8.2 to 13.12 feet)can provide lateral stiffnessto the pier along with duc-tility for overload eventssuch as earthquakes, sea iceand ship collision.Combined with an effi-ciently designed footingblock that develops bothmoment and shear, they canbe optimized for drift (later-al deflection) and strength.

These piles are typicallythick-walled (D/t~70 to 80)to enable effective driving todeep penetrations, as well asto provide moment resistanceand stiffness. The wall thick-ness can be varied along thelength to suit the demands ofboth driveability and in-serv-ice stresses. Where piles aredriven into deep sediments,the highest bending momentoccurs in the 1 to 1.5 diame-ters just below the footingblock. Filling the upper partof the pile with concrete, locked to the steelpile with shear rings, will give the pileincreased stiffness and ductility. Stable hys-teresis responses have been obtained in lab-oratory tests up to a ductility factor of 4.

Because many inclined piles inwharves have failed during earthquakes,the trend has been to use only verticalpiles in seismic zones because theyrespond well to excitation from all direc-tions. However, recently a slight inclinehas been used in soft sedimentary soilsand deep water. The benefits are greater

lateral stiffness under serviceability envi-ronmental loadings, reduced drift duringa seismic event and, especially, reducedresidual displacement.

The design of these piles for lateralforces such as those of an earthquakerequires a full analysis of the soil-struc-ture interaction. The free-field motions

are modified by the kinematic interactionof the pile with the soil due to the pile’sstiffness. In layered sediments, the load-deflection performance can be deter-mined by the finite element method,with soil springs input along the pilelength.

Group effects due to “shadowing”must be considered. For extreme deflec-tions, the moments and deformationsresulting from eccentric loading might beimportant.

The installation (Continued On Page 23)

Tubular piles are driven on the Jamuna River in Bangladesh.

of these large piles requires the use of verylarge crane barges and very heavy pile ham-mers. Templates are usually employed toposition the piles accurately, especiallywhen the piles are inclined. Because therewill be only a few such piles in a footing,each will be highly loaded – to severalthousand tons. Tolerances in the pile headlocation are critical.

The design of the footing blocksrequires consideration of the demands formoment, shear and axial force transfer andalso the practicality of construction. Precast

concrete shells areoften employed,temporarily support-ed on the piles.Both circumferentialand axial shear keysare employed.Because of the highforces in momentand shear, post-ten-sioning might alsobe required.

It should benoted that if thepiles are slightlyinclined, the footing

block could be reduced in size, thus reduc-ing the mass, which is subject to high accel-erations under earthquake. It has beenfound that the largest contributor to theshear under earthquake is usually the massof the footing block. Piles are usuallydesigned for essentially elastic behavior inan earthquake, with ductility employed for

possible overload during a few cycles.Large diameter steel tubular piles were

utilized for the recently completed JamunaRiver multipurposebridge in Bangladesh,where very deep andunstable sediments,combined with vari-able river depths dueto shifting channels aswell as high monsoonfloods, demanded aunique solution. Thepiles varied from 2.5to 3.15 meters (8.2 to10.33 feet) in diameter, were 80 meters(262.47 feet) long and had a wall thick-ness of up to 65 millimeters (2.6 inches).They were driven in three sections, using aMenck hydraulic hammer developing1,800 KN-m of energy blow. The pileswere driven through medium dense tovery dense sand and founded in a gravelstratum at a depth of 80 meters (262.47feet) below normal water level. Up to12,000 blows per pile was required. Thesplicing of three sections were by full-pen-etration welding.

The 300-ton pile hammer and thepile sections were handled by a large off-shore-type crane barge. Piles wereinstalled at a rate of up to five per weekand the work was completed on schedule.

Tubular piles are also an excellent solu-tion for over-water bridge piers founded inrock or hardpan. In this case, vertical pileswill usually prove best. They are cleaned

out and a socket drilled into the rock. Pastpractice has been to install a reinforcingsteel cage and to fill the pile with concrete.

However, if there is inade-quate overburden, the pilemay develop high momentsat or just below the rock line.In such cases, an oversizedsocket is drilled and thetubular pile lowered or driv-en into it, assuring that fullmoment capacity is providedat this critical region. Theannular space is then grout-ed and the pile filled with

concrete.This concept has been adopted for the

seismic retrofit of several major bridgesacross San Francisco Bay to develop greaterstiffness and thus reduce drift deflection toacceptable values. Steel tubular piles, socket-ed into rock, have been selected as the prob-able design for the major pylon pier suspen-sion span on the new San Francisco-Oakland East Bay Bridge while driven tubu-lar piles, 2.5 meters (8.2 feet) in diameterand up to 100 meters (328.08 feet) long,will support the long approach viaduct.

Ben C. Gerwick Jr. is chairman of Ben C.Gerwick, Inc. Consulting Engineers forMarine Structures and Foundations. He isprofessor emeritus of Civil Engineering atthe University of California, Berkeley.Robert Bittner is vice president at Ben C.Gerwick Inc. They can be reached for com-ment at (415) 398-8972.


Steel Tubular Piles (Continued From Page 22)

The next Pile DrivingContractors Association WinterRoundtable, scheduled for Feb.21 through Feb. 23 in SanFrancisco, will focus on develop-ing best practices for the drivenpile contractor.

The Roundtable is an excellent infor-mation source and networking venue forcontractors, engineers, geotechs, suppliersand students in the field of pile driving.Experts from the pile driving industry willlead discussions on industry trends, project

case studies and issues that affect piledrivers. A large exhibit area is plannedand further details on the conference,the seminar schedule and space avail-

ability will be mailed shortly.The conference venue, theMark Hopkins

Intercontinental Hotelon Nob Hill, prom-ises to be as highquality as the

Roundtable itself.Roundtable attendees

will be able to enjoy a recently completed$51 million renovation to this 1926 his-toric hotel and the famous Top of theMark Sky Lounge. The Mark Hopkins is10 minutes from Fisherman’s Wharf and istouted as a four-star, four-diamond GoldKey award-winning hotel. Room rates areonly $179 per night.

For more information on the WinterRoundtable, contact PDCA at (970) 945-1231. A Roundtable schedule and list ofseminars will appear in the Fall issue ofpiledrivers.org.

“Piles are usually designed

for essentiallyelastic behavior

in an earthquake,with ductility

employed forpossible overload

during a fewcycles.”

A hydraulic hammer developing1,230,000 ft. lbs.


Length: Is 1,500 to 2,000 words and is a typed, clean copy.

Title: Has a title with an active verb, followed by a one-sentence or one-paragraph lead that explains the purpose of the article.

Content: Provides information that is important and relative to pile driving.

Byline: Includes a byline with a one-sentence description giving the author’s full name, title, company or organization and contact number or e-mail address.

Artwork: Includes supporting charts, tables, photos or artwork in TIFF or JPG file format that are of proper clarity and relate to the article.

Accuracy: Is checked for accuracy.

Submission: Is submitted as a Microsoft Word attachment in an e-mail to [email protected] or on a computer disk in Microsoft Word format to: PDCA, P.O. Box 1429, Glenwood Springs, Colo. 81602.

Original Articles Wanted For Piledrivers.orgPDCA is arming members with information relevant to the pile driving industry. Topics of interest include butare not limited to noise, vibration, safety, human resources and management skills.

DescriptionPDCA is seeking original articles that meet the following specifications:

If you or someone in your office has an article or would like to write an article meeting the description above, please contact PDCA at [email protected] or (970) 945-1231.

This Information Is ClassifiedDo you have something to sell? Areyou seeking qualified employees?Are you available for employment?

You can spread the word toPiledrivers.org’s read-ers in our new classi-fied advertising section.

You pay only $25 per issue for upto 50 words ($50 per issue if youaren’t a member of the PileDriving Contractors Association)

Piledrivers.Org Classified Advertising Form

Name ____________________________________________

Company _________________________________________

Address __________________________________________

City _____________________ State _______ Zip ________

Phone ____________________ Fax ____________________

E-mail address _____________________________________

How do you want your ad to read?

__________________________________________________

__________________________________________________

__________________________________________________

__________________________________________________

__________________________________________________

__________________________________________________

Please fax, mail or e-mail this form to:

The Pile Driving Contractors Association

P.O. Box 1429 • Glenwood Springs, Colorado 81602

Phone: (970) 945-1231 • Fax: (970) 384-0512 • E-mail: [email protected]


Membership Type(check one)

❑ Contractor❑ Associate❑ Technical Affiliate❑ StudentSponsored By:__________________________

Primary or Official RepresentativeCompany:

Name:

Title:

Phone:

Fax:

Address:

City/state/zip:

E-mail:

Home page:

❑ Pile Driving

❑ Marine Contracting

❑ Earth Retention

❑ Bridge Building

❑ Deep Dynamic Compaction

❑ Bulkheads

❑ Other ____________

❑ Rental ❑ Sales❑ Vibratory Drivers/Extractors❑ Steel Beams❑ Pipe Pile❑ Timber Pile❑ Concrete Pile❑ Cranes❑ Fixed/Swinging Leads❑ Steel Sheet Piling❑ H Bearing Piling❑ Pile Point & Splicer❑ Jet Pumps❑ Plastic Pipe Piles❑ Inserts

❑ Steel Fabrication❑ Wick Installation Equipment❑ Sheet Piles❑ Drills❑ De-Watering Pumps❑ Composite Pile❑ Cushion Materials❑ Pile Driving Leads❑ Wick Drain❑ Cutter Head❑ Drill Bits❑ H-Beam❑ Plastic Sheet Piles❑ Drive Caps❑ Dock Supplies

❑ Off Shore Leader System❑ Wick Drain Supplies❑ Drilling Supplies

Pile Hammers

❑ Vibratory

❑ Diesel

❑ Hydraulic

❑ Air/Steam❑ Other________________

❑ Other________________

❑ Other________________

❑ Other________________

PDCA Membership Application

Associate Company (check all that apply)

Contractor Company Description(check all that apply)

(Continued on back)


Method of PaymentAttached is my payment of $_______ for annual dues.

❑ Check Number _______________ ❑ Visa

❑ MasterCard ❑ American Express

Card Number: _____________________________ Name on Card: _____________________________________

Expiration Date:_________________ Signature: _____________________________________________________

Please make checks payable to PDCA. Copy this form and fax or mail it to:PDCA, P.O. Box 1429, Glenwood Springs, Colorado 81602 • (970) 945-1231

Fax: (970) 384-0512 • E-mail: [email protected] • Home page: www.piledrivers.org

❑ Contractor - $550 per company❑ Associate - $550 per company❑ Technical Affiliate - $75 per person❑ Student - $25 per person

Areas of Contracting, Products and Services Available (all applicants check all that apply)

❑ All States❑ Continental U.S.❑ Global❑ AK❑ AL❑ AR❑ AZ❑ CA❑ CO❑ CT❑ DC❑ DE❑ FL❑ GA

❑ HI❑ IA❑ ID❑ IL❑ IN❑ KS❑ KY❑ LA❑ MA❑ MD❑ ME❑ MI❑ MN❑ MO

❑ MS❑ MT❑ NC❑ ND❑ NE❑ NH❑ NJ❑ NM❑ NV❑ NY❑ OH❑ OK❑ OR❑ PA

❑ RI❑ SC❑ SD❑ TN❑ TX❑ UT❑ VA❑ VT❑ WA❑ WI❑ WV❑ WY❑ Other_____________

Technical Affiliate Company Description (check all that apply)

PDCA Membership Application

❑ Analysis

❑ Design

❑ Testing

❑ Vibration Monitoring

❑ Surveys:

Description __________________

❑ Consulting

❑ Geo Technical Engineers

❑ Pile Monitoring

❑ Civil Engineering

❑ Other ______________________

______________________

Contributions or gifts to PDCA are not deductible as charitable contributions for federal income tax purposes. However, dues payments are deductible as a miscellaneous itemized deduction.


To register or receive a CONEXPO-CON/AGG 2002 brochure with completeregistration, seminar, housing and travel information, please contact:

CONEXPO-CON/AGG 2002 RegistrationP.O. Box 4088 • Frederick, MD 21705 • USA

Tel: (877) 244-4432 or +1 301 631-3983Fax: (888) 776-2976 or +1 301 694-5124

March 19-23, 2002 • Las Vegas, USA

You are invited to the most comprehensive marketplace in the Western Hemisphere for all segments of the construction and construction materials industries - concrete,aggregates, earthmoving, asphalt, lifting and much more.

With over 2,300 exhibitors covering 1.9 million net square feet of indoor and outdoorexhibit space, CONEXPO-CON/AGG 2002 will truly be “An Experience to Build On” for contractors and construction materials producers from around the globe. No otherexposition offers such a tremendous selection of equipment, materials, product design,services, and cutting-edge technologies. And no other event offers more networkingand educational opportunities with industry peers and experts through the support andparticipation of over 65 leading industry associations.

YOUR INDUSTRY’S GATHERING PLACEJoin more than 135,000 colleagues and competitors as they gather in Las Vegas forCONEXPO-CON/AGG 2002. If you’re a part of the construction and constructionmaterials industries, it’s the one event you won’t want to miss!

VISIT THE VIRTUAL TRADE SHOWPreview the 2002 exhibitors • Create a personal Itinerary Planner

www.conexpoconagg.comRegister on-line • Purchase seminar tickets

Make housing reservations • Obtain travel discountsLearn about the seminar program and speakers

Owned by:

NATIONAL STONE, SAND & GRAVEL ASSOCIATION

Natural building blocks for quality of life

An Experienceto Build On

VisitThe PDCA at Booth GL-3631


The Pile Driving Contractors Association

P.O. Box 1429

Glenwood Springs, Colo. 81602

PRSRTStandard

U.S. Postage Paid

Okla City, OKPermit #2000

Monotube Pile ad - Pile Driving Contractors Association 6 piledrivers.org - Summer 2001 PDCA...

Documents

Transcript of Monotube Pile ad - Pile Driving Contractors Association 6 piledrivers.org - Summer 2001 PDCA...