ST9401WA-SP 891009Enhance Your Designwith
Bethlehem Steel's durable, hot - roiled sheet piling sections.
BETHLEHEM STANDARD SHEET PILING
Sections
PZ22
.375"
. 375 .375"
i
i� 22"
j..__.
I PZ35
60"
.50"
22.64 " --
Sections designed for interlock strength
PSA23
to 1__ .375"
F• - 16 "
Properties and Weights
~ .50"
19.69 " -�
PS27.5
PS31
to ^�
19.69"
Section
Designation
Area
sq in.
Nominal
Width, in.
Weight in Pounds
Mooment
Inertia,
in.
Section Modulus, in.
Surface Area,
sq ft per lin ft of bar
Per fin
ft of bar
Per sq ft
of wall
Single
Section
Per lin
ft of wall
Total
Area
Nominal
Coating Area'
PZ22
11.86
22
40.3
22.0
154.7
33.1
181
4.94
4.48
PZ27
11.91
18
40.5
270
276.3
45.3
30.2
4,94
4.48
PZ35
19.41
1 22.64
66.0
35.0
681.5
91.4
485
5.83
5.37
PZ40
19.30
19.69
65.6
1 40.0
805.4
99.6
60.7
5.83
5.37
PSA23
8.99
16
30.7
1 23.0
5.5
3.2
2.4
3.76
3.08
PS27.5
13.27
19.69
45.1
27.5
5.3
33
2.0
4.48
3.65
PS31
14.96
19.69
50.9
31.0
5.3
33
2.0
4.48
3.65
'Excludes socket interior and ball of interlock.
Dimensions:
The dimensions given are nominal.
Notes:
Steel Grades: Bethlehem steel sheet piling can be
supplied in ASTM A328 grade and in high- strength,
low -alloy grades ASTM A572 - Grades 50 and 60 and
ASTM A690. In addition, Bethlehem can also supply
sheet piling to meet Charpy (CVN) requirements.
All Bethlehem Z sections interlock with one another
and with PSA23. PS27.5 and PS31 interlock only with
each other.
Interlock strength:
PSA23, when properly interlocked, develops a
minimum ultimate interlock strength of 12 kips per inch.
Excessive interlock tension results in web extension for
section PSA23. Therefore, the interlock tension for this
section should be limited to a maximum working load
of 3 kips per inch.
PS27.5 and PS31, when properly interlocked, develop
a minimum ultimate interlock strength of 16 kips per
inch. Higher interlock strengths are available.
Bethlehem. n
375"
.375
r� 18" --►I
13.5"
Properties and Weights
BETHLEHEM INTERMEDIATE SHEET PILING
I 0-7 J.335" .335" PLZ25
I
13.5"
35" I .375"
I .375"
24" 24"
'Excludes socket interior and ball of interlock.
Dimensions:
The dimensions given are nominal.
Notes
Steel Grades: PLZ23 and PLZ25 can be supplied
in ASTM A328 grade and in high- strength, low -alloy
grades ASTM A572 - Grade 50 and ASTM A690.
STEEL H -PILES
Properties and Weights
Y
X - - x
Y
Weight
Area
Weight
in Pounds
Moment
Section
Modulus, in.
Surface Area,
sq ft per lin ft of bar
Per lin
Per sq it
Single
Per lin
Total
Nominal
Section
Area
Nominal
Inertia,
Designation
sq in.
Width, in.
ft of bar
of wall
in.
Section
It of wall
Area
Coating Area'
PLZ23
13.28
24
45.2
22.6
407.5
60.4
30.2
5.98
5.52
PLZ25
14.60
24
49.6
24.8
446.5
65.7
32.8
5.98
5.52
'Excludes socket interior and ball of interlock.
Dimensions:
The dimensions given are nominal.
Notes
Steel Grades: PLZ23 and PLZ25 can be supplied
in ASTM A328 grade and in high- strength, low -alloy
grades ASTM A572 - Grade 50 and ASTM A690.
STEEL H -PILES
Properties and Weights
Y
X - - x
Y
Dimensions:
The dimensions given are nominal.
Notes:
Steel Grades: Bethlehem H -piles can be supplied in
ASTM A36, high- strength low -alloy ASTM A572- Grades
50 and 60, and in ASTM A690 (minimum of 50 tons
required per size). In addition, Bethlehem can also
supply H -piles to meet Charpy (CVN) requirements.
If you need additional product data, or information more specific
to your particular project, please call our Piling Product
Sales and Marketing Office in Bethlehem direct:
(800) 521 -0432. FAX (610) 694 -2640.
Form No. 2006A
February 1994
BethlehemX.]'
Piling Products
Bethlehem Structural Products Corporation
A Subsidiary of Bethlehem Steel Corporation
Bethlehem, PA 18016
Weight
Area
Depth
Flange
Web
I
Thick-
Section
per
of
of
Thick-
Surface
Number
Foot
Section
Section
Width
ness
ness
Axis X -X
Axis XY
Area
A
d
b,
t,
1.
I
S.
r,
l
S
r
lb
in.
in.
in,
in.
in.
in.
in.
in.
in.
in.
in.
ft= /ft
HP14x
117
34.4
14.21
14.885
0.805
0.805
1220
172
5.96
443
59.5
3.59
7,11
102
30.0
14.01
14.735
0.705
0.705
1050
150
5.92
380
51.4
3.56
7.06
89
26.1
13.83
14.695
0.615
0.615
904
131
5.88
326
44.3
3.53
7.02
73
21.4
13.61
14.585
0.505
0.505
729
107
5.84
261
35.8
3.49
6.96
HP12x
84
24.6
12.28
12.295
0.685
0.685
650
106
5.14
213
34.6
2.94
5.97
74
21.8
12.13
12.215
0.610
0.605
569
93.8
5.11
186
30.4
2.92
5.91
63
18.4
11.94
12.125
0.515
0.515
472
79.1
5.06
153
25.3
2.88
5.86
53
15.5
11.78
12.045
0.435
0.435
393
66.8
5.03
127
21.1
2.86
5.82
HP10x
57
16.6
9.99
10.225
0.565
0.565
294
58.8
4.18
101
19.7
2.45
4.91
42
12.4
9.70
10.075
0.420
0.415
210
43.4
4.13
71.7
14.2
2.41
4.83
HP8x
36
10.6
8.02
8.115
0.445
0.445
119
29.8
3.36
40.3
9.86
1.95
3.92
Dimensions:
The dimensions given are nominal.
Notes:
Steel Grades: Bethlehem H -piles can be supplied in
ASTM A36, high- strength low -alloy ASTM A572- Grades
50 and 60, and in ASTM A690 (minimum of 50 tons
required per size). In addition, Bethlehem can also
supply H -piles to meet Charpy (CVN) requirements.
If you need additional product data, or information more specific
to your particular project, please call our Piling Product
Sales and Marketing Office in Bethlehem direct:
(800) 521 -0432. FAX (610) 694 -2640.
Form No. 2006A
February 1994
BethlehemX.]'
Piling Products
Bethlehem Structural Products Corporation
A Subsidiary of Bethlehem Steel Corporation
Bethlehem, PA 18016
/ + 4
I
SHEET PILING
BRIDGE ABUTMENTS
By:
Robert J. Carle
Scott S. Whitaker
Presented At:
The Deep Foundations Institute
Annual Meeting
Baltimore, Maryland
October 9, 1989
SHEET PILING BRIDGE ABUTMENTS
Robert J. Carle 1 2
Scott S. Whitaker )
This paper reviews a variety of highway structures which have been built
using steel sheet piling as the permanent structural elements of bridge
piers, abutments and wingwalls. Those structures built over the past 20
years in Europe include major highway bridges over railroads, highways and
waterways in both urban and rural locations. Most highway structures built
in the United States using steel sheet piling have been limited to secondary
roads in rural locations. The main thrust of this paper is the presentation
of various design concepts for highway structures which utilize steel sheet
piling. The main purpose is to challenge the profession to move forward
from this conceptual presentation and to develop the details necessary to
provide safe, cost - effective structures which go well beyond the scope of
those being built in the United States today.
Introduction
The use of steel - sheet piling as the permanent structural elements of bridge
piers, abutments and wingwalls has been widespread throughout Western Europe
for years. The extent to which sheet piling has been used in Europe, both
in numbers of projects and in complexity of individual structures, is
virtually unheard of in the United States.
On the other hand, the authors have found some rather innovative designs
using sheet piling on a variety of structures in the United States. For the
most part, however, these structures are on secondary roads in rural
locations.
The examples shown in this paper are presented to show general concepts and
are not intended as detailed reports on. individual structures.
A
1) Product Line Manager, Bethlehem Steel Corporation, Bethlehem, PA
2) Product Marketing Engineer, Bethlehem Steel Corporation, Bethlehem, PA
1
C
European Structures
General Historically, the political and industrial sectors in most
European nations have charted economic courses which are based on mutual
cooperation. As a result, the steel industries of the various countries
have had a large influence on the design of public structures, particularly
with respect to the, selection of materials. Therefore, in general, steel
sheet piling has been used extensively for many railroad and highway
structures including piers, abutments, wingwalls, retaining walls and sound
barriers.
Since such sheet piling structures were becoming numerous, particularly in
France and Germany, they received significant attention from the design
profession. Major studies were conducted, and standards were developed for
the design and construction of these structures. The examples which follow
are indicative of the extent to which steel sheet piling is used on bridge
structures in Europe.
Highway Bridge Over Branch of the Moselle Figure 1 shows a typical tied f
bulkhead wall used as an abutment for a highway bridge. The vertical loads
from the bridge are transferred through the dual function concrete cap and
bridge seat directly to the steel sheet piling. Therefore, the sheet piling
is resisting both horizontal soil pressure and vertical loads from the
bridge.
Highway Bridge Over Branch of the Somme The structure shown in Figure 2 is
unique in this series of projects because the top of the sheet piling is
fixed into the concrete bridge structure. The vertical loads from the
bridge are supported on the box piles which extend below the bottom of the
plain sheet piling into the firm soil below. The horizontal loads from the
poor upper -level soil are resisted by the concrete bridge girders.
A sheet piling structure was selected for this site because the wall could'
be built without cofferdams in the poor quality soils with a minimum of
earthwork. Also, the construction time was shortened considerably.
2
This bridge is located in the center of Amiens near the Cathedral.
Therefore, the exposed portion of the steel sheet piling was faced with
brick to blend in with the surrounding architecture.
Highway Bridge Over Railroad Figure 3 shows a typical tied -back sheet
piling abutment with the unique situation of limited toe penetration caused
by rock at a high elevation. The toe of the steel sheet piling is placed in
a steel channel in order to distribute the end - bearing load into the
concrete. The footing, therefore, could be designed with normal reinforcing
steel.
However, the cap beam on the top of the sheet piling does not have a steel
channel and is not a contained structure. The reinforcing steel must be
carefully designed for load transfer with consideration of the knifing
action of the sheet piling wall. In Germany, standards have been developed
for the reinforced concrete cap beam.
Sheet piling was selected for this bridge because of the short construction
time required, the limited time between trains and the small space occupied
by the steel wall.
Highway Expansion The structure shown in Figure 4 is a typical example of
highway bridge expansion used along Autobahn A2. The original abutment was
concrete, but the expansion was constructed using steel sheet piling. This
method was selected to minimize traffic congestion. The sheet piling return
walls were driven into the existing highway slopes. If this project were
done today, it might be tied back with soil anchors to further minimize
interference with traffic.
Highway Bridge Over Rail Lines Figure S shows a highway bridge over a
mainline railroad and a mill rail yard. It is a particularly interesting
bridge because of the variety of methods of wall construction used on the
same structure. !
The northwest abutment is a typical sheet piling wall, but it is tied back
with a driven and grouted steel batter pile.
3
The center pier is also made of sheet piling. It is constructed of a
combination of plain sheet piles and box piles which increase the column
stability and the load- carrying capacity of the pier.
The southeast abutment is constructed with a double wall of steel sheet
piling, tied back with tie rods and anchored to a wall of sheet piling.
However, the inner line of sheet piling has been placed for future expansion
of the bridge in the anticipation that additional rail lines will be required.
Highway Bridge Over Port Facility The large 233 ft long truss bridge
shown in Figure 6 is an example of heavy vertical loads being placed on
sheet piling walls. The vertical bridge load is carried by the continuous
sheet piling wall and by the second row of intermittent double piles spaced
every 13.8 ft The waterfront wall provides a walkway and functions as a
fender system for barge traffic. The dotted lines on the sketch indicate
the return walls at the ends of the abutment.
Highway Bridge Over Peat Bog The structure shown in Figure 7 is not an
abutment, but is an example of the extent to which sheet piling has been
used for highway construction in Europe. The vertical elements of the bridge
bents are box piles made of steel sheet piling sections. Each box pile has
its lower end enlarged by welding a 13 ft length of pile section on three
sides. The purpose of the enlargement is to increase the load carrying
capacity in a short distance in the sand bearing stratum.
United States Structures
General. For highway construction, there is a tendency in this country,
unlike in Europe, to view sheet piling as a temporary material. It is
commonly used to facilitate building a structure, but rarely incorporated
into the final design as the structural system. There have been exceptions,
however, where engineers in private practice and with governmental agencies
have been innovative and have designed permanent sheet piling piers, abutments
and wing walls. Therefore, with a bit of searching it is possible to locate
sheet piling bridge structures at the federal, state, county and local
levels.
4
The following projects give some examples of how sheet piling has been
utilized in permanent highway structures. All these structures are designed
for AASHTO HS20 -44 live loading.
Peyton Highway Bridge, E1 Paso County, Colorado. Figure 8 shows an all
steel bridge design which simplifies the building of the structure by county
construction crews. It is a two lane, single span integral abutment bridge
supported on HP8x36 H- piles. The H -piles are driven on 8 ft 6 in.
centers in a granular soil to a specified blow count.
Steel sheet piling is driven immediately behind the H -piles to a depth of
4 ft below the stream bed. It is braced by steel channels spanning between
the H- piles. A similar combination of H -piles and sheet piling is used in
the cantilevered wing walls.
Mill Race Creek Bridge, Tioga County, New York. The structure shown in
Figure 9 is a replacement bridge. It has a span of 37 ft 6 in. and a
useable width of 34 ft. The bridge bears on concrete footings immediately
behind and structurally attached to the sheet piling abutment walls. This
design required that the sheet piling walls be temporarily supported until
the bridge span was completed. This support was accomplished by bracing
between the two (2) walls with steel struts. Sheet piling is also used in
the cantilevered wing walls.
Small Creek Bridge, Seward, Alaska. Sheet piling abutments for this
replacement bridge allowed phased construction. This resulted in'one lane
of traffic being maintained during the entire construction period.
Figure 10 shows the 79 ft 4 in. span supported directly on Z- piling driven
to rock. Fitted cast steel tips were used to help seat the sheet piling in
the rock. The sheet piling is capped with two (2) 15 in. channels and a 1
in. thick cap plate. This detail eliminated the traditional reinforced
concrete cap.
The Z- piling wing walls are tied back to concrete deadmen with upset steel
tie rods. The wale is composed of a back -to -back channel assembly located
behind the wall. A steel channel is used to cap the sheeting.
5
0
Taghkanic Creek Bridge, Columbia County, New York. Figure 11 shows a 42 ft
single span highway bridge. This bridge bears directly on steel sheet
piling driven to a specified tip elevation in a granular soil. The top of
the sheet piling abutment is capped with reinforced concrete bearing on a
steel plate. The cantilevered sheet piling wing walls are driven to the
same tip elevation as the abutment walls and are capped with a steel
channel.
Highway Bridge, Russell, Massachusetts. Figure 12 shows a 3 -span ACROW
Panel Bridge with a total length of 415 ft 9 in. built across the Westfield
River. Because of the low traffic volume it was built as a single lane
bridge with a curb to curb width of 11 ft 3 in.
The bridge is supported at both the abutments and the piers by circular
sheet piling cells. The 21.5 ft diameter cells were constructed using PS28
sheet piling sections driven to a specified tip elevation. The bridge
loading is transferred to the compacted granular cell fill by reinforced
concrete footings. Both abutments have cantilevered sheet piling wing i
walls.
Banks Road Bridge, Tompkins County, New York. This is a 65 ft single span
bridge supported directly on sheet piling abutments driven to a specified
blow count. As shown in Figure 13, this design is unique in that not all of
the abutment piles are driven to bearing. Each abutment has a total or 1b
sheet piles. However, since only 10 of the sheets are required to carry the
bridge loading, the remaining six sheets are not driven full length.
The abutments are capped with a steel channel and a steel distribution beam,
thereby eliminating a traditional reinforced concrete cap. The abutment
walls and sheet piling wing walls were tied back to anchors with cable.
('nnnl no�nnc
a
In Europe, the use of steel sheet piling for highway structures is a widely
accepted practice. As a result of its long and extensive use, steel sheet
piling has been utilized as the principal structural element for various
6
complex major structures in western Europe. It has been used in the centers
of cities for abutments and retaining walls. Also, it has been used
extensively for piers, abutments and wing walls on highways crossing
railroads, waterways and other highways.
In the United States, the use of sheet piling for such complex major
structures is not a generally accepted practice. Occasionally, the concept
is applied to abutments and wing walls on smaller highway structures such as
bridges on the county road system, although, there have been a few
exceptions where larger structures have been built.
Some engineers in private practice or with governmental agencies have
developed innovative and economical designs using steel sheet piling as the
structural element for bridge abutments. However, there appears to be
little communication among the various areas of the country where such
designs are used.
In addition, there is a tendency in this country to view sheet piling as a
temporary material. It is commonly used to provide a working area in which
to build the final structure, but is only occasionally incorporated into the
final design as the structural system.
A review of the structures shown in this report combined with interviews of
engineers who have designed sheet piling abutments reveals the various
reasons for considering such structures.
With the heavy reliance on passenger rail transportation in Europe, one of
the predominant reasons given for using sheet piling on highway bridges over
railroads was the ability to install the material between trains without
disrupting their schedules. Also, the shortened construction time reduced
the exposure to potential interference.
For construction in the cities, sheet piling was often used because it pre-
cluded the need for large excavations in built -up areas, and because it ;
shortened construction time.
7
0
In the United States, the reasons given for designing structures using steel \
sheet piling are varied and are influenced by geography, climate and w.
maintenance requirements.
Sheet ,piling abutments are generally cost - effective at remote sites where
sources of material, such as concrete, are not available locally, and the
job is far too small for a batch plant. Also, length of construction time
can be critical in such areas where a bridge outage can create severe
hardships on the users.
In the arctic areas where construction seasons are short, rapid construction
is extremely important, and the problems of mixing concrete can be
minimized.
The need for a limited construction area is another reason for considering
sheet piling construction. That need occurs in congested areas, in minimum
right -of -way situations and in wetlands where minimal disturbance to the
environment is a project requirement.
Sheet piling abutments along rivers and streams can be very useful in
protecting against undermining by scour without the costly maintenance
required by other systems.
Some-county engineers find sheet piling abutments to be an ideal method of
construction because they install and maintain their bridges with their own
forces.
Finally, if sheet piling must be used extensively to provide a work area in
which to build a final structure, an analysis is likely to show that a sheet
piling abutment would be far more cost - effective.
Recommendations
In order to take advantage of the potential savings and other benefits
associated with the use of steel sheet piling for bridge abutments and wing
walls, it is recommended that a federal agency initiate and coordinate a
comprehensive research project on that subject.
8
The first phase of that research should include an extensive review of
current practice and experience with existing structures in this country and
especially in Europe. The second phase would be an interpretation of first
phase data and the preparation of design requirements for such structures.
The third phase, which may not be necessary, would include applied field
research to determine performance characteristics not developed in the first
two phases.
The results of such research should benefit many segments of the
construction industry including designers, contractors, material suppliers
and owners.
Acknowledgements
The concepts, designs and projects shown and /or reviewed in this report have
come from contributions provided by a number of individuals without whom
this paper could not have been written. Therefore, the authors give special
acknowledgement to the following contributors:
Farina, Nicholas A., NYSDOT, Albany, NY
George, Donald B., Jr., Daniel O'Connell's Sons, Inc., Holyoke,.MA
Lahnen, William G., Chautauqua County, Falconer, NY
Marks, Clifford K. and Rosenfield, Richard,
The Standard Engineering Corporation, Albany, NY
Piault, Dominique, Technical Department, Unimetal, France
Rothschild, Max L., E1 Paso County, Colorado Springs, CO
Zeilinger, Hermann, Trade ARBED, Rutherford, NJ
Rnfaranrrne
Les palplanches metalliques dans les ouvrages terrestres, undated,
Sacilor, Hayange, France, 52 p.
9
Spundwand- Handbuch, undated, Hoesch Estel HEttenverkaufskontor
GMBH, Dortmund, Germany, 84 p.
9
Larssen SL2 x 6' -6" 77 7777:
-- - o Elev 550.9 -_
' T Backfill
Tie Rods 6'-7" cc
2 %" Diam. upset to 3" Diam. x 49'
Gravel & Sand
Gravel
Stiff Marl
Larssen IVs x 46'
Cross Section- Abutment
Elev 522t
508.6
Figure 1 Highway Bridge over a Branch of the Moselle Adapted from Sacilor
Flnv Al 7
LP Illn Box Piles x 59' Every 10' -6
31'-6"
Figure 2 Highway Bridge over Branch of the Somme
Adapted from Sacila
10
i,
Cast -in -place
Concrete
Corrosion Resisting Steel Detail A
Larssen 21 x 6'-6"
Cast -in -place Concrete V = 28 Kips/Ft
Elev 0.0
Detail A
Precast Bea
Elev -5.9
Precast Concrete Beam Neoprene Pad
2 Diam. Tie Rod x 46'
Elev -11.8 1 :6 /
Larssen 22; 32'
Elev -30.8
' Weak Concrete
i
Elev -39.4 Elev -38.1
Cross Section -West Abutment Detail B
I
t
Continuous Channel
Detail B
Figure 3 Highway Bridge over Railroad Adapted from Hoesch
� t -La Larssen 24 x 46' -6"
Vll
Hannover
Abutment. Wall j j , j Tie Rods
Larssen 23 x 48' i I j From 2 Diam. to 2 Diam.
Plan View
Figure 4 Bridge Widening of Autobahn over Railroad and a Highway Adapted from Hoesch
it
Anchor Panels I
(f I Return Walts
Larsen 21 x 8' to 20'
Larssen 22 x44' to
" 51'
I
Oberhausen
� t -La Larssen 24 x 46' -6"
Vll
Hannover
Abutment. Wall j j , j Tie Rods
Larssen 23 x 48' i I j From 2 Diam. to 2 Diam.
Plan View
Figure 4 Bridge Widening of Autobahn over Railroad and a Highway Adapted from Hoesch
it
N.W. Abutment Middle Pier S.E. Abutment
Elev 149.8 Elev 151.9
Elev 1465 Tie Rods 9' -10" cc
3" Diam. x 31'
Fill
Elev 125.1 / Elev 127.9
Driven & Grouted n
Batter Pile x 51' Silty Fine Sand 7
\ -' Silty Fine Sand & Graven I I I
Larssen 24 x 60' -6" I Larssen 24 Combined
I Sandy Silt Corrosion Resisting with LV 24 x 64' -6"
13' cc & Gravel Steel I Corrosion Resisting
Steel
Silt, green Sand
& Gravel
• � I I !
Hard green L clev 76.4 Elev 76.4
Sandy Marl
Cross Section I
Triple Pile I
Larssen 20 x 6' -6"
For Future Bridge Lengthening
Larssen 24 x 78'
Corrosion Resisting Steel
Elev 77.8
Figure 5 Highway Bridge over Mainline Railroad and Local Mill Railroad Adapted from Hoesch
12
Figure 6 Highway Bridge over Port Facility Adapted from Hoesch
46 46
Section A - A
Steel UP103 �x 56' to 79' 11 I a Peat
U-;;, U U Sand
�31'- 3 "15' -9" 31' -3"
PSp 300 x 13'
Cross Section through Bridge Structure
Figure 7 Bridge over a Peat Bog Adapted from Hoesch
39 c/c Bearings
Bearing 3" Asphalt Pavement Elev 6703±
8 GA. Steel Decking
Fill
C15x40 W27x84
(Both Abutments)
MC18x45.8
C15 x40
HP8x36 driven 6' -8" cc
\ MC8x20
Contech 10 GA
Sheet Piling
Granular Soil I — —
Elev 6689±
A
Elev 6685
"! Cross Section of Abutment
Figure 8 Peyton Highway Bridge, El Paso County, Colorado
13
IF
U
37' -6" c/c Bearings
Elev 961.2 Bearing
Cast-in -Place Concrete Deck.``
` : Concrete Approach Slab
- ------------- °-- - - - /a" Plain Rubber Pad
Prestressed Concrete Box Beam r: �.•.•.'..:: •- :• � •' •: • � • .
:•., ; . Fill
' 2 Diam. Hole for 1 Diam. Anchor Rod
7 /8" Diam. H.S. Bolts I :i.; :; ' .' � .'•.••' � �- �•''� �: "'••:,: .
r p :, ;•, Fill with Epoxy
Grout at Fixed End
Stud Shear� Connectors
•'�::: %:
..: 3 /s" Diam. ® 9" cc
W1 0 x 49 • _,
1 /2" Plate :.�:;..:.`'' •,.:; .•...•...
Elev 952 t� Cross Section of Abutment
PZ22 x 20't Med. Compact to Very Compact
Sandy Gravel, Silty
Elev 939.0
Figure 9 Mill Race Bridge, Tioga County, New York
I_ n
79'-4" c/c Bearings
Elev 32.6 Bearing 2" Asphalt Overlay
., .
Fill ,
36" Prestressed Concrete Girder
... 'r:
Treated Wood Strips Concrete Backwall'
s " Plate t
/e Elastomeric Pad
Plate 1" x 16" x 38'41"
To. > - � 9j� I If- %" Diam. H.S. Bolts
C15 x 33.9
Cross Section of Abutment i — _ — —
PZ27 x 29'± M 1117 Elev 17t
Cast Steel Tip ' I Rock
mm Elev 0 t
Figure 10 Small Creek Bridge, Seward, Alaska
IL
J
14
r
42' -0" c/c Bearings
Elev 664.0 Bearing
' 6 "Cast in place Structural Concrete Slab : -;:,' : ''• is
2" Diam. Hole for 1" Diam. Anchor Rod
Prestressed Concrete Box Beam ' Fill with Epoxy -Polysulfide
•� ` Grout at Fixed End
Y 1
3 /a" Plain Rubber Pad
Stud Shear Connectors ® 12" centers
1" Bearing Plate
1" Diam. Bolts Fill
Elev 658 t
Cross Section of Abutment
L5" x 5" x
PZ22
Compact to Very Compact Elev 642.0
Gravelly Sand, Silty
Figure 11 Taghkanic Creek Bridge, Columbia County, New York
ACROW Panel Bridge
Elev 242.5
It=- I
I
239.5
— Elev 2
Ij 'll
!10.0 11 Elevatior
—Elev 20
i
122' -3"
West Abutment Pier 1
PS28 Sheet F
Diam. = 21.5'
PZ27 Wing Walls (Typ.)
Plan View
Figure 12 Highway Bridge, Russell, Massachusetts
15
I.
_Elev 49.0 East Abutment
Elevation View - Elev 69.0 West Abutment
64'- 11 c Bearings ` 1
v
Bearing
Elev 103.8 j Nosing Angle
10" Reinf. Conc. Deck
-----------=-=--- -- - --- Fill
TYP•
C15 x33.9
W36x150 dI
77
TYP•
Ys" Plate
1 /2" Stiffener Plate
TYP•
TYP ?--�� �►-� --
C15 x 33.9
Section A - A
%" Backwall Plate
1" Diam. Anchor Bolts
1" Sole Plate
-3 /4" Fabreeka Pad
W8x31 Distribution Beam
Fixed End Only
W6x2' S_ W ` s / Diam. Cable
Figure 13 Banks Road Bridge, Tompkins County, New York
16
Bethlehem Structural Products Corporation
A Subsidiary of Bethlehem Steel Corporation
501 E. Third Street, Bethlehem, PA 18016 -7599
9ETXITM[4 .
ST [L
Hot - Rolled Sheet Piling Outperforms
Cold- Rolled in Full -Scale Bending Tests
The attached report by Hartman Engineering summarizes the results of a major structural
testing program conducted at the State University of New York at Buffalo. The tests were
undertaken to determine whether cold - rolled and hot - rolled steel sheet piling sections, with
essentially the same section modulus, were structurally equivalent.
The major findings of the testing program were:
■ The cold - formed section (CZ114) was structurally deficient
and failed at a load corresponding to only 83% of its
elastic moment capacity — not once, but twice in two
separate, independent tests.
■ The hot - rolled section (PZ27) was capable of fully developing
its structural properties and did not fail until it reached a
load corresponding to 142% of its elastic moment capacity
■ The poor structural performance of the cold - rolled product
was due to its extreme geometry, .... wider, deeper, and thinner.
■ With the introduction of these cold - formed sections, the tradi-
tional practice of considering only section modulus (in.'/ft of
wall) when designing with steel sheet piling, must change.
Satisfying only the section modulus requirement can result in
deficient designs, and unsafe sheet piling structures.
The Hartman Tests have validated the superior structural characteristics of Bethlehem's
hot - rolled steel sheet piling, while disclosing the structural deficiencies in the cold - formed
product. Please feel free to contact Scott Whitaker at 1- 800 -521 -0432 if you would like to
discuss any aspect of this report.
Sincerely,
BETHLEHEM STEEL CORPORATION
Dale E. Cunningham
Product Line Manager - Piling
I
t
Hartman Engineering
4910 Ransom Road, Clarence, New York 14031 -2114 • (716) 759 -2800
SUMMARY EXCERPTED FROM REPORT
OF INVESTIGATION AND TEST
PROGRAM RELATED TO BEHAVIOR
OF STEEL SHEET PILING SUBJECTED
TO HYDROSTATIC TEST LOADING
PREPARED FOR
Bethlehem Steel Corporation
and
L. B. Foster Company
PREPARED BY
Richard J. Hartman, PE, PhD
John A. Neal, PhD
5'�
� y
r �
F �O 0
O 045 � A;90 S10OV,
Project No. 87 -33
June 29, 1992
Copyright 1992
INTRODUCTION
This document is excerpted from a report of the results of a testing program undertaken to
determine whether currently marketed cold rolled steel sheet piling is structurally equivalent to
more traditional hot rolled sheet piling. The project was sponsored jointly by Bethlehem Steel
Corporation and the L . B . Foster Company.
The testing program was a cooperative effort between Hartman Engineering and the School of
Engineering of the State University of New York at Buffalo; the work at the University was
performed under the direction of Dr. John Neal, Associate Professor and Manager of the Seismic
Laboratory of the National Center for Earthquake Engineering Research. In general terms,
Hartman Engineering was responsible for development of the test layout and design of the
structural frame; the University was responsible for development of the pressure application
system and the strain monitoring system. The testing was conducted at the University in the
laboratory complex of the Earthquake Engineering Center. Manson Construction Company was
retained for assembly of the sheet pile specimens and testing apparatus.
TESTING OF THE SHEET PILING
Piling sections considered to be essentially structurally equivalent were tested. Specimens were
cold rolled CZ114 and hot rolled PZ27 sections; the published section modulus is 31.6 inches
cubed per foot of wall for the CZ114 section and 30.2 for the PZ27 section. The test specimens
were 40 feet long, were restrained by steel wales at the center and near each end, and were
loaded by water pressure. Representative coupon samples were taken from the specimens and
tested to determine properties of the steel.
Each assembly consisted of two test piles, six enclosure piles, an interlock closure system, a
bladder, and the restraint frame. The piles were arranged in two layers, upper and lower, with
each layer containing four piles. The two test piles were situated as the middle piles, or numbers
2 and 3 of the 4 in the upper layer. A view of the system is shown in the photograph.
Water pressure was slowly increased ( no faster than 1 psi per minute) within the enclosure until
failure of the test piling. The water feed was shut off to attain static pressure conditions at the
time pressure and strain data were recorded.
Strain gauges were installed on one of the two test piles. The installation consisted of twelve
strain rosettes, one rosette on the upper flange, web, and lower flange at each of four locations.
Two of the four locations were immediately adjacent to each side of the central wale, eleven
inches from the wale centerline. The remaining two locations were at the calculated location of
the maximum span bending moment, 142 inches from the wale centerline.
The initial test of the CZ 114 section was successfully completed May 30, 1991. Prior to the
successful test, two unsuccessful tests were attempted. The tests were unsuccessful because of
failure of the bladder which contained the water. The May 30 test started with initial water' f
pre-sure of 10 psi to verify bladder capability. Accelerated deformation of the sheet piling test
sections occurred when the applied water pressure reached 17.6 psi.
The PZ27 section was tested on November 14, 1991. Accelerated deformation of the sheet pile
test sections occurred within the range of 26.8 to 28.0 psi applied water pressure.
A confirmation test of the CZ114 section was conducted on January 16, 1992. Accelerated
deformation of the sheet pile test sections occurred when the applied water pressure reached 17.1
psi. ;
DISCUSSION
Examination of the stress pattern in all the piling specimens indicates that significant transverse
( perpendicular to the interlock ) stresses exist. In some cases, they are larger than the longitudi-
nal bending stresses. This observation indicates that analyses using combined stress methods
would be more accurate than currently used standard beam analyses. An approximate method of
analysis, intended to account for combined stresses, was developed by C . D . Gorman of
Bethlehem Steel Corporation in 1981. Separately, an elastic finite element analysis was per-
formed on the CZ114 section as a part of the current study. Both methods of analysis indicated
that complex stress patterns exist within the sheet piling and both appear promising in their
potential to account for combined stresses; however, more research and correlation are required
before reliable, accurate analyses are available.
The mechanism of failure visible during the tests was crippling of the web in both the CZ114 and
PZ27 sections; it occurred adjacent to the center wale. As the web collapsed adjacent to the
wale, the upper flange deformed inelastically. The Gorman analysis predicts significant variation
in the stress state through the thickness of the piling at various points in the section; for ex-
ample, at the web /flange intersection, it predicts that, on the flange away from the wale, the steel
on the dewatered face yields while that on the pressure face is still well below yield. Stress condi-
tions reverse at the flange against the wale. This analysis suggests a redistribution of stress in the
piling beginning at about 75 percent of failure pressure; at that time, the instrumentation on the
subject tests would be expected to detect this condition as a deviation from linearity in the
Applied Pressure versus Strain relation. Such a deviation was observed; typical results are shown
in Figures 1 and 2.
The loads at which the PZ27 and CZ114 piling failed are significantly different. The failure
pressures for the various sections are evident in the respective Pressure versus Principal Strain
graphs .
Additional insight into the behavior of the sections can be obtained by inspection of the Pres-
sure versus Principal Strain graphs for the tension flanges in the span. Typical results are shown
in Figures 3 and 4. The graphs for the PZ27 section show that the flange material in the span
reached yield prior to discontinuance of the test. The graphs for the CZ 114 section show that
the flange material in the span was still behaving in a linear manner when the tests were discon-
tinued. This indicates that the PZ27 section was sufficiently stable that the section maintained
its structural strength and shape long enough for the load pattern to redistribute after initial
yielding near the wale. In contrast, the CZ114 section did not maintain its strength and shape
sufficiently long to allow for load redistribution.
1. Gorman, C.D. and Krouse, D.C., Correspondence to ASTM Committee A01.02, March 18,
1986
W
ME
The implications of the difference in failure pressures among the various sections can be illus-
trated by consideration of the longitudinal bending moment corresponding to first yield of steel
in the test specimen. The two quantities which determine the elastic longitudinal yield moment
are:
( 1 ) the section modulus of the shape,
( 2 ) the yield stress of the steel.
In order for the section to function at its rated capacity, it must resist bending load up to its
elastic yield moment. If it collapses prior to reaching the elastic yield moment, the full strength
of the steel is not being utilized. In field usage of the material, this means that either the sheet
pile could fail prematurely or there is less reserve strength than anticipated by the design engi-
neer.
Quantitatively, the test water pressure corresponding to initial yielding of the steel in the piling
test specimen can be calculated using standard elastic analysis formulation. The "Failure Ratio' is
now defined as the ratio of the test failure water pressure to the calculated first yield water pres-
sure. If the ratio is greater than 1.0, the section remains stable and the strength of the steel is
utilized . If the ratio is less than 1.0, the section becomes unstable prior to utilizing the full
strength of the steel and the theoretical section properties. The attached Table shows relevant
information and the Failure Ratio determined during the testing.
The tabulated information shows that the PZ27 section exhibited a Failure Ratio considerably
greater than 1. 0 and the two CZ114 sections exhibited a Failure Ratio of 0.83; this indicates
that the PZ27 section remained stable beyond the yield moment but the two CZ114 specimens
failed prior to the yield moment.
This study indicates that a combination of longitudinal and transverse stresses, not conventional
beam theory, governs the behavior of steel sheet piling. This fact is illustrated by the difference
in behavior of two sheet piling sections which are essentially equivalent with respect to section
modulus but different with respect to width, depth, and width -to- thickness ratios. A method
which recognizes combined stresses, not conventional beam theory, should govern design of
sheet piling.
CONCLUSIONS
The cold rolled CZ114 section is not structurally equivalent to the hot rolled PZ27 section. For
the loading conditions involved in the testing program, the CZ114 section possesses approxi-
mately 65 percent of the capacity of the PZ27 section.
The primary cause of the difference in capacity is not the difference between hot rolling and cold
rolling. It is considered likely that the shape of the CZ114 section (greater depth, larger width to
thickness ratios, etc. ) is a major factor contributing to its lower capacity. This is substantiated by
analysis techniques which consider both longitudinal and transverse stresses. i;
The current design practice of using section modulus of the piling as the only structural criteria is
inadequate and must be refined. It is appropriate that bidirectional loading and section slender-
ness ratios be recognized in design of sheet pile structures similar to the manner in which they
are recognized in other types of structural design.
3
Comparison of Yield Load and Failure Load
Section
Yield Stress
CalculatedYield
Test Failure
Failure
i
(ksi)
Pressure
Ratio
Bending
Applied
(psi)
Moment
Pressure
(k- in/ft)
(psi)
CZ 114
51.9
1641
21.2
17.6
0.83
5/30/91
PZ27
48.2
1456
18.8
26.8
1.42
CZ114
50.7
1603
20.7
17.1
0.83
1/16/92
Completed Testing Apparatus Shown During Installation of Strain Gauges
TEST OF CZlH SHEET PILE SECTION
PRESSURE (psi) TEST DATE: JANUAR4 16, 1992
35 UPPER PILES, POSITION 82, VEB
38 a
—0.882
—0.002
25
28
15
+---� ( ♦) P NORMAL STRAIN
18
Q NORMAL SMIN
5
t +) SHEAR STRAIN
8 8.882 8.884 8.886
STRAIN
TEST OF PZ27 SHEET PILE SECTION
PRESSURE (psi) TEST DATE: NOVEMBER 14,1991
35 - UPPER PILES, POSITION q2, UEB
25
20
I
15 a
P NORMAL STRAIN
10
Q NORMAL STRAIN
5
SHEAR STRAIN
0 0.002 0.004 0.006
:TRAIN
PRESSURE (psi)
35
30
25
29
15
18
�l
-8.082 0
TEST OF CZ114 SHEET PILE SECTION
TEST DATE: JANUARY 16, 1992
UPPER PILES, POSITION K, TOP FLANGE
+--► ( +) P NORMAL STRAIN
Q NORMAL STRAIN
t ♦) SHEAR STRAIN
8.002 0.004 0.006
STRAIN
TEST OF PZ27 SHEET PILE SECTION
PRESSURE (psi) TEST DATE: NOVEMBER 14,1991
35 UPPER PILES, POSITION #1, TOP FLANGE
30
25
i;
15
P NORMAL STRAIN
10
x---x ( -) Q NORMAL STRAIN
5
—• W SHEAR STRAIN
-8.002 0 0.002 0.004 0.006
STRAIN
/a�9Y
OEM[ w �Adk^
��
SECTION 8
DURABILITY
OF STEEL PILES
Steel piles in soil
Since steel piles were first used in the late 1800s,
their service life has far exceeded a purely
theoretical estimate of performance, especially
in soils where adverse conditions and chemicals
have been present. Of literally tens of thousands
of installations in natural soil, not a single report
of corrosion causing the failure of a foundation
structure has been brought to our attention.
Despite the lack of evidence showing failures
caused by corrosion, some engineers have
tended to rely upon a strictly theoretical ap-
proach to the subject of corrosion. Soils are
analyzed to determine such factors as acidity or
alkalinity (pH), resistivity, and chemical con-
stituents. An acid pH, low resistivity, or the pres-
ence of chlorides or sulphides in the soil are
theoretically considered to be a corrosive envi-
ronment, precluding the use of steel piles, or re-
quiring expensive protective measures.
Thus, although the statistical record is perfect,
there have been cases where the theoretical ap-
praisal was permitted to dominate. Steel piles
were made more costly for the client than condi-
bons warranted, or the use of steel was denied
altogether.
In 1959, the National Bureau of Standards in-
itiated a research effort, under the direction of
Melvin Romanoff, to explain the disparity be-
tween the theoretical and the actual perfor-
mance of steel piles. In 1962, Romanoff au-
thored NBS Monograph 58 entitled, "Corrosion
of Steel Pilings in Soils ". (Included in NBS
Monograph 127; see footnote below.) The
monograph reports on the extent of corrosion
on steel piles in service up to 40 years in various
structures and many different soil environments.
The following excerpts are taken from the au-
thor's summary in this monograph.'
"Steel pilings which have been in service in vari-
ous underground structures for periods ranging
between 7 and 40 years were inspected by pul-
ling piles at 8 locations and making excavations
to expose pile sections at 11 locations. The con-
ditions at the sites varied widely, as indicated by
the soil types which ranged from well- drained
sands to impervious clays, soil resistivities which
ranged from 300 ohm -cm to 50,200 ohm -cm,
and soil pH which ranged from 2.3 to 8.6.
"The data indicate that the type and amount of
corrosion observed on the steel pilings driven
into undisturbed natural soil, regardless of the
soil characteristics and properties, is not suffi-
cient to significantly affect the strength or useful
life of pilings as load- bearing structures.
"Moderate corrosion occurred on several piles
exposed to fill soils which were above the water
level or in the water table zone. At these levels
the pile sections are accessible if the need for
protection should be deemed necessary.
"It was observed that soil environments which
are severely corrosive to iron and steel buried
under disturbed conditions in excavated
trenches were not corrosive to steel pilings dri-
ven in the undisturbed soil. The difference in
corrosion is attributed to the difference in oxy-
gen concentration. The data indicate that undis-
turbed soils are so deficient in oxygen at levels a
few feet below the ground line or below the
water table zone, that steel pilings are not ap-
preciably affected by corrosion, regardless of the
soil type or the soil properties. Properties of soils
such as type, drainage, resistivity, pH or chemi-
cal composition are of no practical value in de-
termining the corrosiveness of soils toward steel
pilings driven underground. This is contrary to
everything previously published pertaining to the
behavior of steel under disturbed soil conditions.
Hence, it can be concluded that National Bureau
of Standards data previously published on
specimens exposed in disturbed soils do not
apply to steel pilings which are driven in undis-
turbed soils."
The National Bureau of Standards continued its
research and in 1969 Romanoff presented a
paper at the 25th Conference of the National
Association of Corrosion Engineers. This paper
' NBS Monograph 127. NBS Papers on "Underground Corro-
sion of Steel Piling 1962 -1971. National Bureau of Stan -
24 dards. Washington. D.C.
gave corrosion data on 25 steel piles inspected
after exposure from 8 to 50 years in a wider var-
iety of soil environments in different geographic
locations than those covered in Monograph 58.
Romanoff concluded in this second report ' :
"The observations reported in this paper are in
agreement and substantiate the observations
and conclusions based on the results of the pre-
vious examinations on steel pile structures
which are published in NBS Monograph 58."
Figures 8 -1 to 8 -4 are photographs of several of
the piles that were inspected and reported on by
Romanoff. Note that they have been in service
For 40, 12. 37, and 7 years, respectively.
Figure 8 -1: Sandblasted 3 -ft section from the 40- year -cid p,t-
ing extracted from an abutment wall in the Corps of Engineers
Dam and Lock No. 8 on the Ouachita River near El Dorado,
Arkansas.
The section was exposed about 18 If below the ground line
and it is the only portion of the pile which contained pits of
measurable depth. The maximum pit -was 26 mils in depth.
' Ibid, p- 38 -21.
Pile inspections at our Sparrows Point Plant
further substantiate the conclusions of
Romanoff. At this plant, H -piles have been used
for approximately 45 years for the foundations
of all important structures. During the major ex-
pansion here in 1955 and I956, field investiga-
tion was made on H -piles that had been in place
for up to 15 years.
Some piles were excavated in test pits; others
were uncovered in routine construction opera-
tions. In all, H -piles were inspected in some 40
locations. Some of the results of these investiga-
tions are shown and described in Figures 8 -5
through 8 -8.
Figure 8.2: Sections (1.5 It by 1 It) cut from a piling which was
pulled from the north upstream wingwall of the Grenada Dam
Spillway at Grenada. Mississippi after exposure for 12 years.
Sections were cleaned by sandblasting. D103A, section of
pile exposed to fill soil. D103B, section of pile exposed to
natural soil.
Fioure 8 -4: Sandblasted sections of Z -type sheet piling cut
from two different locations in the Vicksburg F000dwall after
exposure for 7 years.
Although cinders were present in the soil at both locations. no
signaicant corrosion occurred.
B101, Section removed from floodwall at station 16 + 32.
B102. Section removed from floodwall at station 23 + 83.
25
Fioure 8.3: A 3 -ft section of steel sheet piling exposed below
the soil line in a cofferdam structure in the Lumber River near
Boardman, North Carolina. Exposure, 37 years.
(CONTINUED) SECTION 8
DURABILITY OF STEEL PILES
Figure 8 -5: A pile that had been in
Figure 8.6. Shows a pile that was
Figure 8 -7: This uncoated pile was
place under the 68 -inch strip mill for
under a sulphate storage building.
under a blast furnace oas washer
10 years with no protective coating.
The bottom of the concrete cap was
The bottom of the concrete slab
Note the bottom of the concrete
at elevation +1.0. one foot above
was 4.5 feet above ground water
cap, at the top of the picture: this
ground water level. Before driving,
level. The pile was in perfect condi-
was at elevation 0, ground water
the pile had been coated with a
tion below water level. but showed
level. It was found to be in perfect
prime coat of Bitumastic, and then
some pitting above water level, with
condition, without any corrosion.
a coat of hot enamel. from elevation
a maximum pit depth of .02 inch.
The mill scale was still intact on the
+1.0 to —2.0. The coatino was in-
The loss of cross section was in-
steel.
tact. although it had been driven
consequential.
through abrasive slag. The pile was
in perfect condttton, both where
coated and below the coated area.
Figure 6 -8: Sections of a 139 -ft H -pile pulled at Sparrows Point. Mar viand. after exposure for 18 years. Left, water table zone
consisting of fill material: center, clay soil stratum at about elevation -3011: and right. coarse sand and gravel stratum underlain
by clay between elevations -110 and -126 ft. The ptie was cleaned oy sandblasting. Note the excellent condition of the butt
weld at the splice to the center view.
�-+ -Steel piles in fresh water
There is very little published data concerning
corrosion of steel piling in fresh -water environ-
ments. This lack of information is_exr)lained__lxv
the eneral absenceofsi - nificant corrosion in
sTeel structures locate in fresh water.
Although research data is scarce, the Naval Re-
search Laboratory did conduct a major corro-
sion research program in the Panama Canal
Zone. In this 16 -year field study, more than
13,000 individual specimens were exposed to
both fresh water and seawater. For our discus-
sion, the results Z obtained from the A7 steel
specimens suspended on test racks in the trop-
ical, fresh waters of Lake Gatun are of interest.
Three of the specimens were non- copper-
bearing A7 steel while the fourth was copper -
bearing (.35%). Corrosion measurements were
made after.], 2, 4, 8, and 16 years. Figure 8 -9
shows that the corrosion rate (slope of the
2 Southwell. C.R.. Alexander. A.L. NRL Report 6862 (Part 9)
26 April 1969
• f
Fig. 8 -9: Corrosion rime Curves 30
For A7 ,Steel in Fresh Water
(Lake Gatun, Panama)
t
c
0
0 20
C
N
n.
C
0
N
0
o`
U 10
m
0
m`
a'
0
0
curve) of the samples decreased with time.
After 16 years, the corrosion rates were only 0.6
to 0.7 mils per year. It is interesting to note that
the copper- bearing steel performed no better
than the non - copper- bearing specimens in un-
derwater exposure.
An example of the long life of steel in fresh water
is shown in Figure 8 -10. This steel sheet piling
5 10 15 20
Exposure Time, Years
bulkhead at Black Rock, near Buffalo, New York,
was built in 1910. The photograph, taken in
1978, shows the bulkhead still in service and in
good condition.
Another example of long life is a sheet -pile bulk-
head near Albany, New York. The sheet piling
was installed in 1929 and is still in good condi-
tion after 50 years of service.
27
Fig. 8 -10: This sleel sheet oiling dock at Black Rock, near Bullalo, New York, was built in 1910. It was still in excellent condition
.vhen this photograpn was taken in November 1978.
I O���Q`e�tn
e
e `A
."0�
i
Corrosion
rate @ 16 yes
= 0.7 mpy
(Slope
of curve @ 16
rs)
0
curve) of the samples decreased with time.
After 16 years, the corrosion rates were only 0.6
to 0.7 mils per year. It is interesting to note that
the copper- bearing steel performed no better
than the non - copper- bearing specimens in un-
derwater exposure.
An example of the long life of steel in fresh water
is shown in Figure 8 -10. This steel sheet piling
5 10 15 20
Exposure Time, Years
bulkhead at Black Rock, near Buffalo, New York,
was built in 1910. The photograph, taken in
1978, shows the bulkhead still in service and in
good condition.
Another example of long life is a sheet -pile bulk-
head near Albany, New York. The sheet piling
was installed in 1929 and is still in good condi-
tion after 50 years of service.
27
Fig. 8 -10: This sleel sheet oiling dock at Black Rock, near Bullalo, New York, was built in 1910. It was still in excellent condition
.vhen this photograpn was taken in November 1978.
(CONTINUED) SECTION 8
DURABILITY OF STEEL PILES
Steel piles in sea water
The use of steel piles in marine environments is
common, and the questions of corrosion and
appropriate methods of protection merit serious
consideration. The life of unprotected steel pil-
ing in sea -water installations varies with the con-
ditions of exposure. Structures located in pro-
tected harbors can be expected to have a con-
siderably longer life than shore structures which
are subject to salt spray, wave action, and sand
abrasion.
Unprotected steel in sea water corrodes by an
electrochemical process. Sea water having a low
electrical resistance functions as the electrolyte.
Certain areas of the steel are anodic, and current
flows from them through the sea water to other
cathodic areas. The circuit is completed through
the metal. Corrosion occurs only at the anodic
areas and, if the flow of current is prevented,
corrosion cannot occur.
Figure 8 -11 shows a generalized corrosion pro-
file which might occur for steel piling in sea wa-
ter. The most severe corrosion will occur in the
splash zone. In this zone, rust films have little
opportunity to become dry and, therefore, do
Zone 1
Atmospheric
Corrosion
Zone 2
Splash Zone
Above Nigh
Tide
Zone 3
Tidal
Zone 4
Conflnously
Submerged
Zone 5
Sub Soil
Relative Loss in Metal Thickness
Fig. 8 -11: Generalized Corrosion Profile of Steel Piling in Sea
Water (FL. LaQue. ASTM Proceedings. Vol. 51, 1951. P.530)
not develop protective properties. Corrosion in
this area is further aggravated by oxygen in the
air and the fact that the splashing sea water has
a high oxygen content. Corrosion rates increase
with increasing oxygen concentrations. If the
water is shallow and the structure is subjected to
breaking waves, the removal of corrosion prod-
ucts by sand particles in the water may acceler-
ate the corrosion rate significantly. In the tidal
zone, the corrosion may be minimal. The corro-
sion may increase from mean low tide down one
to two feet into the submerged zone. The rate of
corrosion decreases rapidly with water depth,
and is comparatively low at depths greater than
two feet below the low -water level. In some
cases, there is an increase at the mud line, not
usually serious. If the structure is located in a
shallow tidal estuary, the movement of sand at
the mud line may continually blast -clean the
steel at that point. Protective measures must be
taken to control the corrosion/ erosion effects
encountered in such locations.
Protective coatings
The most common method of protecting steel
piling against corrosion is through the use of
coatings, such as a coal tar epoxy system. To be
effective, a coating must cover the splash zone,
the tidal zone, and an area several feet below low
water. Generally the a
depth fiv r. Below that
point, a steel is completely submerged and the
oxygen content greatly lowered. Therefore, cor-
rosion will usually proceed at a much reduced
rate. The decision of whether to extend the coat-
ing through the submerged zone to a few feet
below the dredge line usually depends upon the
design life of the structure. For economy and
closer control of quality, the coatings are usually
applied in a shop.
Concrete jacketing of steel piling has been used
and can be very effective. In shallow water, com-
plete encasement of the submerged portion will
offer excellent protection. Designers should
exercise caution, however, when designing par-
tial jackets because a corrosion cell may form at
the steel- concrete interface. This could result in
an increased rate of corrosion on the unen-
28
cased, bare steel adjacent to the concrete jacket.
To prevent or minimize the formation of such a
cell, the designer should consider insulating the
steel from the concrete. This may be ac-
complished by the application of a coating ex-
tending approximately one foot each side of the
interface. Dense concrete should be used, and
any steel reinforcement should have a minimum
cover of 4 in.
Cathodic protection
An effective method of corrosion control for
continually submerged steel is cathodic protec-
tion. As discussed previously, unprotected bare
steel in sea water corrodes at the anodic areas of
the pile. Simply put, cathodic protection is a cor-
rosion control method which makes the steel
pile the cathode of an external electrochemical
cell. Sufficient current is applied to the steel pile
from an external source to eliminate anodic
areas on the steel. The direct current source can
be either a rectifier or sacrificial anodes sus-
pended in the water.
A properly designed and maintained cathodic
protection system effectively prevents corrosion
in the submerged zone. It is, however, only par-
tially effective in the tidal zone and provides no
protection in the splash zone. Therefore, a
cathodically protected structure would have to
be protected in the tidal and splash zones by
some other method such as a coating system.
Coating the submerged zone will reduce the
power requirements for the system.
Since the corrosion rate of steel decreases
rapidly with depth below mean low water, the
need for cathodic protection is often uncertain
in the design stage. Therefore, it is good practice
to connect the piles electrically during construc-
tion. Then, if the need for the system is deter-
mined by later inspection of the structure, it can
be completed conveniently.
29
This view of Humphreys Creek Bridge. Sparrows Point. Maryland, taken while the bridge was under construction, shows the
concrete lacket protection in the splash zone.
D o
En eer n Bulletin
PILING PRODUCTS • BETHLEHEM STRUCTURAL PRODUCTS CO RPORATION
Ever since 1899, when steel piles were first used, their actual life has far exceeded the
theoretical. But the lack of failures due to corrosion has not eliminated a tendency for
engineers to rely, occasionally at least, upon the strictly theoretical approach to corrosion.
Low pH, resistivity, or the presence of chlorides or sulphides in the soil, are considered
to constitute a corrosive environment. Under such conditions, steel piling is often made
unnecessarily expensive through the use Of protective expedients.
HOW CORROSION AFFECTS STEEL PILES DRIVEN IN EARTH
L� The statistical record for the durability of H -piles in earth is perfect. Nevertheless, some
Y cP _ designs continue to incorporate protective measures which detract from the economy of
1 j 1 steel installations.
�r s In 1961, the National Bureau of Standards initiated a research effort to explain the dis-
parity between the theoretical and the actual performance of steel piles. The following
rJ
excerpts are taken from the author's summary of the first report:*
"Steel pilings which have been in service in
various underground structures for periods
ranging between 7 and 40 years were inspected
by pulling piles at 8 locations and making
excavations to expose pile sections at 11 loca-
tions. The conditions at the sites varied
widely, as indicated by the soil types which
ranged from well- drained sands to impervious
clays, soil resistivities which ranged from 300
ohm -cm to 50,200 ohm -cm and soil pH which
ranged from 2.3 to 8.6.
"The data indicate that the type and amount
of corrosion observed on the steel pilings
driven into undisturbed natural soil, regardless
of the soil characteristics and properties, is not
sufficient to significantly affect the strength or
useful life of pilings as load- bearing structures.
". . . The data indicate that undisturbed soils
are so deficient in oxygen at levels a few feet
below the ground line or below the water table
zone, that steel pilings are not appreciably af-
fected by corrosion, regardless of the soil types
or the soil properties. Properties of soils such
as type, drainage, resistivity, pH or chemical
composition are of no practical value in deter-
mining the corrosiveness of soils toward steel
pilings driven underground. ° ° This is contrary
to everything previously published pertaining
to the behavior of steel under disturbed soil
conditions. Hence, it can be concluded that
National Bureau of Standards data previously
published on specimens exposed in disturbed
soils do not apply to steel pilings which are
driven in undisturbed soils"
The National Bureau of Standards continued
its research and in 1969 presented a paper*
at the 25th Conference of the National Associa-
tion of Corrosion Engineers. This paper gives
corrosion data on 25 steel piles inspected after
exposure from 8 to 50 years in a wider variety
of soil environments in different geographic lo-
cations than those covered in Monograph 58.a
The author concluded in this second report:
"The observations reported in this paper are in
agreement and substantiate the observations
and conclusions based on the results of the pre-
vious examinations on steel pile structures
which are published in NBS Monograph 58. "°
•National Bureau of Standards ( NBS ) Monograph 127 (includes
NBS Monograph 58, Corrosion of Steel Pilings in Soils, by
Melvin Romanoff; and PROCEEDINGS 25th CONFERENCE,
National Association of Corrosion Engineers, March 1969,
Performance of Steel Pilings in Soils, by Melvin Romanoff)..
Monograph 127 is available from the Superintendent of Docu-
ments, U.S. Government Printing Office, Washington, DC
20402, or from any Bethlehem Steel Sales Office.
0 •The italics are ours.
1 I
mDW_0
QD Err =�
ZF ?N �
ro are
3 wa ° a
Doi
omc
(D
3 c
C')
m W
n
0 °�
w o
o' 0
Summary of inspections on steel pilings (Corrosion of Steel Pilings in Soils, NBS Monograph 127)
t"
bAn "X" indicates the soil level with reference to the water table in which piling was examined. The water table
zone includes 2 It above and below the water line. A dash indicates that piling was not examined at that level.
cIncludes all soil resistivity determinations measured by Shepard Canes, 4 -pin method, or in the laboratory.
dcondition of piling is described in accordance with the following code:
U, no corrosion, surface is entirely unaffected as indicated by the presence of mill scale over practically the entire
surface. The surface may be roughened In small areas but no pits have a depth greater than the thickness of the
mill scale.
M. uniform metal attack indicated by removal of mill scale over large areas and roughening of the surface. Pit depths
do not exceed the thickness of the mill scale.
S, shallow metal attack, sufficient corrosion to have removed a perceptible amount of metal In localized areas. Pits do
not exceed 25 mils in depth.
P, pitUng, grooving or scaling to a depth greater than 25 mils. The numbers Indicate the maximum pit depth (in mils).
ell should be noted that the average reduction in thickness does not refer to the entire section of piling, but to a very
small area, usually 1 in.' of the most corroded area of the piling. "Nil' indicates that the reduction in thickness is
negligible.
f pilings passed through a sand and gravel stratum at a depth of about -116 fl. A 3 -ft section of the pile at this level
showed moderate corrosion.
gThis was the only coated piling inspected.
Descr. Sheet 2254 -C Data current as of February, 1994
Age
Piling exposedb
Soil resistivitye
PH
Partial chemical composi-
tion (mg -eq /100 g soil)
Condition of pilingd
Surface with original
mill scale intact
Maximum reduction
of thickness in local
aresse
Location
f
Soil types
Above
In
Below
Above
In
Below
Above
In
Below
Above
In
Below
pili
water
water
water
Mini-
Maxi-
Mini-
Maxi-
COa
HCOr
Cl
SO4
water
water
water
water
water
water
water
water
water
table
table
table
mum
mum
mum
mum
table
table
table
table
table
table
table
table
table
Yr
zone
Ohm -cm
Ohm -cm
zone
Per cent
tone
Percent
Per cent
Per cent
zone
Per cent
Per cent
Extracted Piles:
Bonnet Carre
17
Sand, organic silt
X
X
X
400
1,050
6.7
8.1
0.53
1.40
11.94
0.04
U
M
U
95+
0
95+
Nil
Nil
Nil
Spillway
and clay
Sparrows Point,
18
Fill- cinders, slag
X
X
X
1,130
4,000
3.7
6.6
.......... ...............................
P,35
P,112
S
50+
0
90.1-
3
29
Nil
Md.
and sand
Natural -sand, silt
............................
X
1,370
12,400
4.9
7.3
..........
..........
..........
...........
............
..........
Ur
_...._.....
.................
95+
NO
and clay
Ouachita River
40
Silly clay and clay
............................
X
1,540
3,200
4.3
6.2
........
95+
..................
............... _.
Nil
Lock No. 8
Grenada Dam,
12
Fill -sandy loam
X
.............................
2,800
15,400
..........
4.9
....................
P,122
......................
30
...............
8
North side
and silly sand
Natural -shale and
X
.........................
3,800
15.400
3.6
4.9
...............
M
_ ..
75
_ .................._......
.......
Nil
organic clay
Sardis Dam
20
Fill - ri rap
......
........
X
..........
610
......... .
3.0
... .... ...
... .... ......
.... .......
..... ......
...... .. ............
... .......
P, 60
.. ......
........... ... ....
.....
... ..
...
19
Nalurs -sand and
lignitic clay
.................
1,690
..........
2.9
...............................
...............................
P.30
.............................................................
...............................
ll
Chef Menteur Pass
32
Silty sand and clay
..............
X
X
300
440
6.9
7.8
...................
...........
....................
...
M
P,145
..................
75
85
1 ..................
Nil
Nil
WilmingtonMa-
23
Fill- cinders
X...............
...............
................
................
..........
..........
_ ........
. ..........
..........
............
P, 150
..........
...........
..................
.................. ...................
10
....................
nine Terminal
Natural- organic
.............
X
X
...................._......................................................
...............................
P,75
M
... ...............................
90-}
10
N
Nil
silt, sand, clay
Lumber River
37
Sandy loam and
..............
X
X
1,100
4,900
2.3
5.9
..........
P, 60
P. 60
Silty clay
Piles in excavations:
Memphis Flood-
7
Clay and silly clay
X
X
...............
1,000
8,600
7.6
7.8
.00
0.52
0.08
.59
U
P,35
............
95-1-
95.
..................
Nil
Nil
..................
wall, Sts. 56 +149
Memphis Flood.
7
Clay and silty clay
X
X
...............
1,030
7,900
6.8
7.8
.00
.43
.03
.21
U
U
............
90+
90+
..................
Nil
Nil
..................
wall, Sta. 60 +00
Vicksburg Flood-
7
Sandy loam, clay
X
X
...............
850
7,000
7.4
6.2
.01
.35
.04
.00
P. 40
P.45
............
30
40
6
4
wall, Sta. 16+32
and cinders
Vicksburg Flood.
7
Silty sand, clay and
X
X
...............
625
9,200
7.1
8.6
.05
1.24
.03
DO
M
M
..........
70
70
..................
Nil
Nil
wall, Sta. 13 +83
cinders
Sardis Dam
20
Fill -sandy loam
X
..... ........................
>10.000
50,200
..........
5.7
.00
0.08
.00
.00
M
..........
90
Natural -clay
..............
X
X
3,000
7,510
5.4
6.0
.00
.00
.03
.02
...........
M
S
............... .
90
90
..................
Nil
4
Grenada Dam.
11
Fill - clayey sand
X
.............................
1,700
16,500
4.0
4.4
.00
.02
.04
1.10
P,108
.....................
20
.._....
........
16
...... ...............................
North side
and silt loam
Grenada Dam,
11
Fill -sandy loam
X
.............................
2,400
8,000
4.4
6.4
......... ...............................
P.172
..........
.........
70
..... . ......_-
_.
•�•��-••��~
» »
...... -
South side
Natural -silty sand
X
............................
4,300
11.000
..........
6.9
.00
.04
.06
0.00
P,160
......................
50
Berwick Lock,
11
Fill -silty clay
X
..............................
680
1,550
..........
8.5
..........
P,61
.........
40
West side
Naturaf -clay
X
X
X
800
1,290
..........
8.1
.03
.19
.05
.14
S
S
S
60
6o
60
Nil
Nil
Nil
Berwick Lock,
11
Fill -clay
X
....................
950
1.610
... ...............
...
--
P. 90
.........
......... _
40
_..-
11
_.. _......
„.... _._
East side
Natural -clay
X
X
750
1,610
7.9
8.1
.01
83
04
.03
......._..
P, 75
S
„ ....
40
15
. „............
8
Nil
Algiers lock
12
Fill -silty clay
............................
.
(above piling)
Natural -silty clay
.............
X
345
1.300
7.7
8.4
.02
.63
.05
.00
...........
P,40
............
.................
BS
_ ...............
4
.............. „..
and organic clay
Enid Dam
12
Silty. clay, sand and
X
...........
..............
8,000
10,200
5.1
5.3
M
...... -
90
........
Nil
s,lt
t"
bAn "X" indicates the soil level with reference to the water table in which piling was examined. The water table
zone includes 2 It above and below the water line. A dash indicates that piling was not examined at that level.
cIncludes all soil resistivity determinations measured by Shepard Canes, 4 -pin method, or in the laboratory.
dcondition of piling is described in accordance with the following code:
U, no corrosion, surface is entirely unaffected as indicated by the presence of mill scale over practically the entire
surface. The surface may be roughened In small areas but no pits have a depth greater than the thickness of the
mill scale.
M. uniform metal attack indicated by removal of mill scale over large areas and roughening of the surface. Pit depths
do not exceed the thickness of the mill scale.
S, shallow metal attack, sufficient corrosion to have removed a perceptible amount of metal In localized areas. Pits do
not exceed 25 mils in depth.
P, pitUng, grooving or scaling to a depth greater than 25 mils. The numbers Indicate the maximum pit depth (in mils).
ell should be noted that the average reduction in thickness does not refer to the entire section of piling, but to a very
small area, usually 1 in.' of the most corroded area of the piling. "Nil' indicates that the reduction in thickness is
negligible.
f pilings passed through a sand and gravel stratum at a depth of about -116 fl. A 3 -ft section of the pile at this level
showed moderate corrosion.
gThis was the only coated piling inspected.
Descr. Sheet 2254 -C Data current as of February, 1994
5 j q - WA
WIA MEMORANDUM WA
TO: Mike Martin
FROM: Ulys Lane
DATE: .tune 20, 1996
SUBJECT: Denton Tap Road; Coppell, Texas
W&A NO.: 94093
Attached please find a copy of the light standards currently specified for the bridge
crossing on Denton Tap Road. Please note this standard in your review.
End of memo
4
How to assemble a
complete catalog number
Example
Resultant Catalog Number
1. Select the desired luminaire catalog
number. Include applicable codes for
voltage (a), finish (b) and options (c)
as shown under "Selections/
Options ".
2. Select the desired pole prefix.
3. Combine the desired pole prefix
number and luminaire catalog
number as follows:
Desired Washington Contra /Cline:
Single light, 25OW Metal Halide, 277V,
black polyester finish mounted on a
14' -6" tall fiberglass pole.
Luminaire
Pole Catalog
Prefix Number
F7214JA / 84113 -27 -BLP
Lamp
Single
Twin (2 @ 180 °)
AL
70W HPS (E- 23
a b c
84120 -00- 000 -000
a b c
84220 -00- 000 -000
Top section of
100W HPS (E- 23
84121 -00- 000 -000
84221 -00- 000 -000
Contra /Cline
globe removable
for relamping
150W HPS (E- 23
84122 -00- 000 -000
84222 -00- 000 -000
Optical
250W HPS (E -18)
84123 -00- 000 -000
84223 -00- 000 -000
System
40OW HPS (E -18)
84124 -00- 000 - 000
84224 -00- 000 -000
10OW MH (ED -17)
84111 -00- 000 -000
84211 -00- 000 -000
175W MH (E, BT -28)
84112 -00- 000 -000
84212 -00- 000 -000
25OW MH (E, BT -28)
84113 -00- 000 -000
84213 -00- 000 -000
41'
40OW MH (E, BT -37)
84114 -00- 000 - 000
84214 -00- 000 -000
Selectionsl Options
Ballast
mounted
a) Ballast / Voltage
b) Finish*
c) Options
aluminuem
Code Voltage
Code Finish
Code
Description
neck
12 120V
BLP Black Polyester
1 FU
Single Fusing (120, 240,
20 208V
WHT White Polyester
277V)
24 240V
BZP Dark Bronze Polyester
2FU
Double Fusing 1208, 480V)
27 277V
•Luminaire only.
ASY
Asymmetric Distribution
16" Dia.
48 480V
For pole finish see below.
GBF
Bright gold Band and Finial
DTA Ornate Cross Arm (See
illustration at right).
C90 House Side Cutoff
ORNAMENTAL POLE
The Washington Contra /Cline is offered
with .a graceful ornamental pole which Classic Twin
completes the authentic appearance of 41- Cross Arm 451h"
this classic design. The pole comes in a (Standard)
choice of cast iron or fiberglass mate-
rials, both available in optional heights
and featuring the same richly detailed
styling. For shipping purposes, the cast
iron pole is furnished prime coated only
for painting on the jobsite. The standard
finish on the fiberglass pole is black
polyurethane paint, factory applied over
a black substrate. For special finishes 9,'6" ornate rose Arm
consult factory. 1 o� " (0ptio2 For use 5s"
14' -6" on cast iron poles
only.
Pole Prefix
Fiberglass Cast Iron
Height Series F7000 Series C7000
For anchorage and wind loading
9' -6" F721 OJA C7610JA information see data sheet in pole
12' -0" F7212JA C7612JA section of catalog.
14' -6" F7214JA C7614JA
� P
1 Exceptional lighting performance
in atime- honored form.
THE CONTRA /CLINE
OPTICAL SYSTEM*
"Patent No. 4096555
The patented arrangement of stacked
reflecting surfaces in the Contra/ Cline
system controls virtually all of the light
radiating from the high intensity source.
This nearly total optical control allows a
combination of lighting features unique
to the Washington Contra /Cline. Of-
fending and disabling glare is sharply
reduced at normal viewing angles, yet
enough light is distributed across the
ornamental globe to provide the overall,
low- brightness glow which creates its
desired night time appearance. Directly
below the angles of cutoff, in the illumi-
nation zone, the Contra /Cline produces
_ - an accentuated candlepower peak
which gradually diminishes as the
throw of light approaches the base of
the pole. This precisely controlled
lighting pattern permits wide spacing
between poles with high minimum
footcandle levels and excellent unifor-
mity ratios in a choice of symmetric and
asymmetric distributions.
COMPARATIVE
PERFORMANCE ANAL YSIS
An example of the Washington
Contra /Cline's ability to increase illumi-
nation levels while reducing glare is
shown in the comparative data at right.
Both luminaires utilize a 15OW HPS
lamp, are mounted on 14' -6" poles (16'-
6" MH) and are on opposite spacing, 70'
apart and 64' across the street.
In this typical layout, the Washington
Contra /Cline produces a light level at
the minimum point on the street of
1.2fc, -two times that of a conventional
globe. Despite this dramatic increase in
illumination, the glare at the luminaire
has been reduced in the Washington
Contra /Cline to one -sixth the intensity
V of the conventional globe..... Surely
the best of both worldsl"
`Data will be furnished upon request.
2.0
12 2.0
1.2 2.0
Horizontal
Crow Section
jj �IA
1.5
12 1:8
Min.Yc
r
'1.2 2.0
Washington Contra/ Cline (Asymmetric distribution)
so
1.6
0 e0 .90 60 .80
• -- W
80 80 1.6
Conventional Washington Globe Luminaire
Linear diffusing ribs produce
edge -to -edge luminosity of
globe with no essential loss in
vertical beam control
�cmn�.drt<al Ih.,lrrhuhun
R �Crt-.Section
Horizontal
Crow Section
Linear diffusing ribs produce
edge -to -edge luminosity of
globe with no essential loss in
vertical beam control
�cmn�.drt<al Ih.,lrrhuhun