Steel Pipe Pile/Concrete Pile Cap Bridge Support Systems:

Confirmation of Connection Performance

by

Michael Berry
Assistant Research Professor, Civil Engineering Department
Affiliate, Western Transportation Institute

and

Jerry Stephens
Research Director, Western Transportation Institute
Professor, Civil Engineering Department

College of Engineering
Montana State University

A proposal prepared for the

Montana Department of Transportation

2701 Prospect Avenue
P.O. Box 201001
Helena, MT 59620-1001

and the

Western Transportation Institute-University Transportation Center

College of Engineering
Montana State University

July 2009
Steel Pipe Pile to Concrete Pile Cap Connections Table of Contents

TABLE OF CONTENTS
List of Tables .................................................................................................................................. ii
List of Figures ................................................................................................................................ iii
Problem Statement ...........................................................................................................................1
Background Summary .....................................................................................................................2
Description of Previous Research Effort ................................................................................ 2
MDT Design Procedure .......................................................................................................... 6
Objectives ......................................................................................................................................11
Benefits ..........................................................................................................................................12
Research Plan .................................................................................................................................13
Task 0. Project Management................................................................................................ 13
Task 1. Literature Review .................................................................................................... 13
Task 2. Experimental Design ............................................................................................... 13
Task 3. Conduct Tests .......................................................................................................... 14
Task 4. Final Report............................................................................................................. 15
Products..........................................................................................................................................16
Implementation ..............................................................................................................................17
Time Schedule ...............................................................................................................................18
Staffing...........................................................................................................................................19
Facilities .........................................................................................................................................21
MDT Involvement .........................................................................................................................22
Budget ............................................................................................................................................23
References ......................................................................................................................................26

Western Transportation Institute Page i

Steel Pipe Pile to Concrete Pile Cap Connections List of Tables

LIST OF TABLES

Table 1. Summary of Connection Configurations Tested in the Previous Research Effort .......... 5
Table 2. Summary of Pile Cap Test Results .................................................................................. 7
Table 3. Schedule ......................................................................................................................... 18
Table 4. Level of Effort by Team Member and Task .................................................................. 19
Table 5. Project Budget by Item .................................................................................................. 23
Table 6. Detailed Budget: Expendable Supplies.......................................................................... 24
Table 7. Project Budget by Task .................................................................................................. 24
Table 8. Total Project Budget by Fiscal Year .............................................................................. 25
Table 9. MDT Project Budget by Fiscal Year ............................................................................. 25

Western Transportation Institute Page ii

Steel Pipe Pile to Concrete Pile Cap Connections List of Figures

LIST OF FIGURES
Figure 1. Typical Configuration, Steel Pipe Pile to Concrete Pile Cap Connection.(new design).3
Figure 2. Selection of Steel Pipe Pile to Concrete Pile Cap Model. .............................................. 4
Figure 3. Typical Model Configuration, Earlier Research Effort (Model PC 3 shown). ........... 4
Figure 4. Laboratory Test Set Up .................................................................................................. 6
Figure 5. Simple Analytical Model of Connection ........................................................................ 8
Figure 6. U Bars Used for Additional Reinforcement in Cap .................................................... 9
Figure 7. Reinforcement Configuration, Model PC-4, Previous Test Effort ............................... 10

Western Transportation Institute Page iii

Steel Pipe Pile to Concrete Pile Cap Connections Problem Statement

PROBLEM STATEMENT
The Montana Department of Transportation (MDT) has found steel pipe piles connected at the
top by a concrete pile cap to be a very cost effective support system for short and medium span
bridges. This type of system offers low initial cost, short construction time, low maintenance
requirements, and a long service life. From a structural engineering perspective, these systems
must provide acceptable performance under gravity (i.e., self weight and vehicle loads) and
lateral loads (i.e., extreme ice, wind, and seismic events). While the gravity load performance
of these systems is well understood, their strength and ductility under extreme lateral loads is
more difficult to reliably predict using conventional design procedures. Therefore, MDT
sponsored a research project at Montana State University (MSU) to investigate the
performance of these systems under extreme lateral loads (this project was completed in 2005).
As part of this investigation, MSU conducted five physical tests on -size models of the pipe
pile to steel pile cap connection. The models were designed to replicate the behavior of full-
size connections under reversed seismic loads. Four different reinforcing schemes within the
connection zone were evaluated.
Based on the results of the tests conducted at MSU, in conjunction with established structural
engineering principles, MDT developed a new design procedure to determine the reinforcing
steel required in the pile cap to produce the desired system performance under extreme lateral
loads. While the layout of the reinforcing steel generated by this design procedure is generally
similar to the successful layout that was evaluated in the final pile cap test, there are several
differences between the reinforcing configuration that was tested and what the design
procedure generates. Additionally, in the design procedure, there is an alternate and somewhat
simpler arrangement of the reinforcement that offers some advantages relative the
constructability of the pile cap, and this alternate arrangement has not been tested.
Thus, it would be desirable to validate by physical test the performance of steel pipe pile to
concrete pile cap connections designed and detailed following the procedure ultimately
adopted by MDT.

Western Transportation Institute Page 1

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

BACKGROUND SUMMARY
Description of Previous Research Effort
The specific connection to be investigated in this study is shown in Figure 1. The connection is
part of the substructure system used on many small bridges. This system consists of a concrete
pile cap spanning multiple pipe piles that collectively support the bridge stringers and deck
(Figure 1). The general geometry of the piles and pile caps is fairly uniform across the various
applications for which this system is used. The concrete filled, steel pipe piles have diameters in
the range of 16 to 20 inches, and pipe wall thicknesses of inch. The concrete pile caps
typically are on the order of magnitude of 3 by 4 feet in cross-section, and the reinforcement in
the cap consists of longitudinal, transverse, and U bars (in newer designs), as illustrated in
Figure 1.
Working with MDT, researchers at MSU investigated the behavior of the steel pipe pile to
concrete pile cap connection under extreme lateral loads (Stephens and McKittrick, 2005).
Under such loads, the pipe piles and pile cap are expected to deflect laterally, as shown in Figure
2. Concentrating on the behavior of the steel pipe pile to concrete pile cap connection zone, the
section of the substructure selected for consideration in the project is highlighted Figure 2. Five
size models of this part of the structure were constructed and loaded to failure in the Structural
Engineering Laboratory at MSU.
The over-all dimensions of each model were the same, and they were specifically patterned after
the pile and cap configuration used in the bridge over Timber Creek on County Route 38218 in
Powder River County, MT (Federal Aid Project BR9038(9)). The dimensions and reinforcing
details of a typical model are shown in Figure 3. A summary of the physical characteristics of
the models tested is presented in Table 1. The first model, model PC-1, closely replicated the
relative amount and layout of the reinforcing steel in a full size structure. Following this test, the
decision was made to use a pipe section with a thinner wall, and models PC-2, 3, 3a, and 4 were
constructed using the thinner section. Each of these models had an increasing amount of
reinforcement, accompanied by various changes in its detailing (bend locations, hoop spacing,
etc.), as summarized in Table 1.
To generate the deformed shape of interest (see Figure 2), the pile cap models were pinned to the
floor, and the tip of the pipe pile was subjected to a lateral load using a hydraulic ram (see
Figures 4). Additionally, a load was applied along the longitudinal axis of the pipe pile to create
the effect of gravity loads flowing through the bridge into the ground. The applied lateral load
and associated deflection of the tip of the pipe pile was measured during each test. This
information was used to determine the peak resistance and ductility offered by each reinforcing
configuration.
During testing, the connection failure was expected to precipitate either through crushing and
cracking of the concrete in the cap immediately adjacent to the pipe pile, or through plastic
hinging in the pipe pile immediately adjacent to the cap. Structurally, failure through plastic
hinging in the pipe pile can be advantageous, as a) once this hinging occurs, the amount of force
carried through the connection is somewhat limited by the plastic moment capacity of the pile,
and b) the damage may be more repairable than if failure occurred in the cap.

Western Transportation Institute Page 2

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

Concrete Pile Cap

Steel Pipe Pile

a) complete bridge system

Area of Interest

b) transverse and longitudinal sections, complete bridge system

~ 4 ft

~ 3 ft

# 6 longitudinal # 9 U
bars # 8 longitudinal bars
bars
# 5 ties at
4 in ctrs

c) typical configuration, pipe pile and cap

Figure 1. Typical Configuration, Steel Pipe Pile to Concrete Pile Cap Connection.(new design).

Western Transportation Institute Page 3

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

Apply lateral load

to simulate forces
during earthquake

Apply longitudinal load

to simulate gravity dead load

Figure 2. Selection of Steel Pipe Pile to Concrete Pile Cap Model.

68
3@3 2@3
=9 =6
3@6 18
1 in clear cover, outside
=24
1 1/2 in clear around pipe

6@
18.00 2.5
=15

# 4 longitudinal
bar

# 3 rectangular
transverse tie

# 3 spiral

8 inch pipe
78 inches long
including 9 in embeded
wall t = 0.25
(same as Test 2)

Model Configuration
Test 3

Figure 3. Typical Model Configuration, Earlier Research Effort (Model PC 3 shown).

Western Transportation Institute Page 4

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

Table 1. Summary of Connection Configurations Tested in the Previous Research Effort

Pipe Pile Concrete
Longitudinal Transverse
Wall Strength on
Item Steel Ratioa Steel Ratio Comments Reinforcing Layout
Thickness, Test Day
% %
in psi
Timber Creek Bridge,
Full Size 0.5 0.37 0.09 4,000 Powder River County,
MT
Relative amount of
reinforcement similar to
PC-1 0.32 0.41 0.09 4,832
that in full size structure

Same reinforcement as in
PC-1, reduced wall
PC-2 0.25 0.41 0.09 5,326
thickness for pipe pile

Reinforcement increased
by a factor of 3 compared
to PC-1, concrete
PC-3 0.25 1.30 0.29 3,150
strength noticeably low
compared to other
models
Reinforcement increased
by a factor of 4.5
PC-3a 0.25 1.89 0.56 4,682
compared to PC-1

Longitudinal
reinforcement increased
PC-4 0.25 3.20 0.66 5,200
by a factor of 7.5
compared to PC-1
a
for bars with some level of continuity across length of cap

Western Transportation Institute Page 5

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

Figure 4. Laboratory Test Set Up

The test results are summarized in Table 2. Referring to Table 2, the lateral load capacity of the
connection increased as the percentage of reinforcing steel increased. At lower levels of
reinforcement, connection failure occurred in the pile cap, i.e., Tests PC-1, 2 , 3, 3a. In test PC-
4, failure did initiate through formation of a plastic hinge in the pipe pile. Correspondingly, the
most ductile failure (evaluated with respect to maintaining capacity at large deformations
following the point of peak resistance) was observed in model PC-4. In considering possible
relationships between level of reinforcement and connection strength and ductility, it is
important to note that in progressing from model PC-2 to PC-4, both the amount of
reinforcement and its detailing changed. The detailing changes (such as placing spiral
reinforcement immediately around the pipe pile) were made specifically in an effort to increase
the lateral load capacity of the concrete cap, and it is difficult to delineate in the test results the
individual contributions to this goal of the increased amount of reinforcement or the detailing
changes.

MDT Design Procedure

Based on the results of the above described project, MDT developed a design methodology to
determine the depth the steel pipe pile must be embedded and the amount of reinforcement that
must be provided in the pile cap to carry a given design moment. A design example using this
methodology is presented in Appendix A of this proposal. The design process begins with the
determination of the depth of embedment that is required based on the moment demand. For this
calculation, the moment resistance of the cap is modeled as a force couple acting on opposite
faces of the pipe pile. Similar to the Whitney stress block approach commonly used in
reinforced concrete flexural design, the internal stress distribution in the bearing area is modeled
as a constant stress distributed over an effective depth, as shown in Figure 5. Assuming various
trial values of the embedment depth, the level of stress demand can be calculated and compared
with the stress capacity, which was found experimentally to be 1.8 (fc)1/2.

Western Transportation Institute Page 6

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

Table 2. Summary of Pile Cap Test Results

Test Long Trans Maximum
Distinguishing Pile Failure Displacement
Steel Steel Moment at Condition at Failure
Feature of the Test Configuration Mechanism Ductility
(%) (%) Failure(ft-k)

Full generic full size cap 0.37 0.09 0.50 inch wall, unknown unknown unknown unknown
Size and pile D/t = 32

1 believed to be scale 0.41 0.09 0.32 inch wall, cracking of 82 4.5

model of full size D/t = 27 concrete cap
structure, pipe pile
judged to be relatively
stiffer than it should
have been

2 same cap 0.41 0.09 0.25 inch wall, cracking of 74 4.5

configuration as in D/t = 34.5 concrete cap
PC-2, decreased wall
thickness of pipe

3 same pipe 1.30 0.29 0.25 inch wall, cracking of 78 3.9

configuration, D/t = 34.5 concrete cap
increased reinforcing
steel in the cap

3a same pipe 1.89 0.56 0.25 inch wall, cracking of 101 2.6
configuration, further D/t = 34.5 concrete cap
increased reinforcing
steel in the cap

4 same pipe pile 3.20 0.66 0.25 inch wall, plastic hinge 121 7*
configuration, further D/t = 34.5 in steel pipe
increased reinforcing pile
steel in the cap
* minimum value, connection was still carrying full failure load at point at which test was terminated

Western Transportation Institute Page 7

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

D
fu
a
lemb z

Mu

Figure 5. Simple Analytical Model of Connection

Referring to Figure 5,
M u = a D z fu
and

Mu
fu =
a D z
where
Mu = factored moment demand
a = depth of effective stress block (1 * lemb/2)
1 stress block depth factor
D = diameter of pipe pile
z = distance between opposing resultant compression forces in the cap
fu = ultimate stress in the concrete

The moment demand is then compared with the plastic moment capacity of the pipe pile to
determine if additional cap reinforcement is necessary (that is, above and beyond minimum
reinforcing required to insure the cap moment capacity exceeds 120 percent of its cracking
moment). If the moment demand exceeds sixty percent of the plastic moment capacity of the
pipe pile, additional reinforcement is required. Once again, a simple model similar to that shown
in Figure 5 is used to determine the additional longitudinal steel required. Assuming that the cap
cracks in tension adjacent to the pipe pile, the reinforcing steel carries the moment introduced

Western Transportation Institute Page 8

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

from the pipe pile in the form of a tension force couple calculated as the product of the area of
steel provided and its yield strength, multiplied by the moment arm, z.
M u = f z As f y
and

Mu
As =
z f
f y

where
Mu = factored moment demand
f = strength reduction factor in flexure
As = cross sectional area of the effective reinforcement
z = distance between opposing resultant tension forces in the cap
fy = yield stress of the reinforcing steel
This approach yields conservative results (notably, the contribution of the continuing
longitudinal bars included in the minimum steel requirements is ignored); therefore, only 25
percent of the calculated area of steel is necessary. This additional steel is added in the form of
U bars placed near the bottom of the cap encircling the pipe pile (See Figure 6).
Alternatively, the designer is permitted to add this steel as straight bars extending through the
pile. In the transverse direction, the designer is directed to add transverse ties spaced no further
than 4 inches apart with a minimum area of steel as given in the LRFD Bridge Design
Specification for plastic hinge zones (Section 5.10.11.4.1d).

Section Cut

Model Configuration
Test 3

U bar in cap
encircling pipe pile
(typical both sides)

Figure 6. U Bars Used for Additional Reinforcement in Cap

Western Transportation Institute Page 9

Steel Pipe Pile to Concrete Pile Cap Connections Background Summary

While the layout of the reinforcing steel generated by this design procedure is generally similar
to the layout that was evaluated in the final pile cap test, there are several differences between
the reinforcing configuration that was tested and what the design procedure generates.
Specifically considering test PC-4, this model failed through formation of a plastic hinge in the
pipe pile at an applied moment of 121 ft-k. The reinforcement in the pile cap used in this
model is pictured in Figure 7. Using this 121 ft-k moment capacity as a moment demand, the
reinforcing steel in this model was re-designed following the new methodology described
above (keeping the overall geometry and depth of pile embedment the same) (Miller, 2005).
The new design methodology results in the same U bars (size and location) as used in model
PC-4, but it does not call for the spiral around the pipe pile, or for anchoring the longitudinal
bars that are interrupted by the pile by bending them down through the spiral (see Figure 7).
Model PC-4 also had larger longitudinal bars on the side faces of the cap relative to those
required by the new design methodology.

Longitudinal bar
hooked through
spiral

U bar

Spiral

Figure 7. Reinforcement Configuration, Model PC-4, Previous Test Effort

The new design methodology also offers an alternate and somewhat simpler arrangement of
the primary reinforcement in the cap, in which the U bars are replaced by straight
longitudinal bars that run through the pipe pile. This arrangement, which may offer some
advantages relative the constructability of the pile cap, has not been tested.

Western Transportation Institute Page 10

Steel Pipe Pile to Concrete Pile Cap Connections Objectives

OBJECTIVES
The objective of this project is to further validate MDTs new steel pipe pile to concrete pile cap
connection design method by physically testing connections designed according to this
procedure. Three tests will be conducted in the laboratory on size models of typical
connection designs. The capacity at failure and failure mechanism in each test will be compared
with those predicted by the new design methodology. Modifications to the design methodology
will be suggested as appropriate based on the results of these tests.

Western Transportation Institute Page 11

Steel Pipe Pile to Concrete Pile Cap Connections Benefits

BENEFITS
Bridges have been found to be a particularly vulnerable element of critical infrastructure
systems during earthquakes. While steel pipe pile to concrete pile cap bridge support systems
designed following the new procedure developed by MDT offer significantly better
performance in seismic events than those designed using older methodologies, this design
procedure has not been fully validated by physical testing. The results of this project will
provide such validation, or the data necessary to revise this new procedure so that the required
connection performance during seismic events is realized.

Western Transportation Institute Page 12

Steel Pipe Pile to Concrete Pile Cap Connections Research Plan

RESEARCH PLAN
The objectives of this project will be accomplished by comparing the physical behavior of three
steel pipe pile to concrete pile cap connection configurations tested to failure with their predicted
performance using MDTs new connection design methodology. Three size models of the
connection will be tested to failure under a monotonically increasing static load. The models
will be tested in the Structures Laboratory at MSU.

Task 0. Project Management

This project will be managed by Dr. Mike Berry, Principal Investigator. Dr. Berry will serve as
the primary point of contact between the MSU research team and the MDT Project Manager.
Quarterly progress reports will be prepared and submitted to MDT for review. These reports will
include a summary of progress, significant findings, and problems encountered over the past
quarter, as well as a description of worked planned for the next quarter. A summary of
expenditures to-date will also be included.

Task 1. Literature Review

While an extensive literature review was conducted in the earlier research effort conducted by
MSU for MDT on this topic, bridge research is a dynamic field. While no new information was
discovered during a cursory literature review completed during the preparation of this proposal,
a more thorough review will be conducted at the beginning of the project.

Task 2. Experimental Design

Working with the technical panel, the specific model configurations to be tested in this effort will
be determined. Possible configurations include connections designed following the new
procedure with:
1) minimum reinforcement1,
2) reinforcement as necessary to develop the plastic moment capacity of the pipe pile using
U bars,
3) reinforcement as necessary to develop 80 percent of the plastic moment capacity of the
pile using U bars,
4) reinforcement as necessary to develop the full plastic moment capacity of the pipe pile
using straight bars inserted through the pile, and
5) pile embedment depths of 1/3 or 2/3 of the depth of the pile cap.

1
Note that while a model with minimum reinforcement was tested in the earlier pile cap investigation
conducted by MSU (Test PC-2), it appears to have contained a significantly lower percentage of
longitudinal steel than was used in an example problem from MDT that followed the new design approach
(Miller, 2005). This situation should be further investigated to see if the minimum reinforcement case
should be re-visited in this study.

Western Transportation Institute Page 13

Steel Pipe Pile to Concrete Pile Cap Connections Research Plan

In all cases, the longitudinal flexural and transverse confining steel will be sized and placed
according to the new design methodology. The possible test configurations listed above include
the upper and lower bounds on the amount of reinforcing steel that will be used in cap design.
Additionally, all tests to-date have been conducted at a pile embedment depth of of the cap
thickness. The design methodology, however, treats embedment depth as a variable. Thus the
effect of embedment depth as a function of pile cap thickness should be more fully investigated.
Relative to basic attributes of the models to be tested, large size models will be used to minimize
scaling issues. It was determined in the previous effort that the largest model that could be
practically tested in the structures laboratory at MSU was size. Testing will be accomplished
using the same load frame and test procedure as in the earlier research effort.

Task 3. Conduct Tests

3.1 Fabricate the Models - The models will be constructed in the Bulk Materials Laboratory at
MSU. Every effort will be made to reasonably construct the models so that they will behave
similarly to the actual structure. The model geometries will be accurately scaled from the full
size system, as will the strength, general locations, development lengths, and approximate
amount (as a percent of the concrete volume) of reinforcing steel. Standard materials purchased
from local suppliers will be used in the models. Concrete test specimens (cylinders and beams)
will be cast during the construction of each model and tested on the day the model is tested.
Specimens of the reinforcing steel used in the models and of the steel jacket on the pipe piles will
be collected and tested in direct tension. All sampling and testing will be done in substantial
accordance with ASTM standards.
Task 3.2 - Setup and Conduct the Tests - The models will be tested by applying a gradually
increasing lateral point load to the tip of the pipe pile using a hydraulic ram. Although true
seismic loads are expected to be both dynamic and cyclic in nature, a quasi-static single cycle
test to failure is expected to reasonably reveal areas of high localized stress in the connection
zone and to provide a general indication of the ductility of the connection response. As was done
previously, the models will be oriented with the longitudinal axis of the steel pipe pile in the
horizontal rather than in the vertical plane (see Figure 4). In this orientation, only nominal
fixturing is required to hold the models and the loading device in position, as these items rest
directly on the floor. The test fixturing developed in the earlier pipe pile to pile cap connection
research conducted for MDT will be re-used in this project.
The general physical condition of the models will be observed and recorded during each test.
Load and displacement measurements will be made during all tests. The load applied by the
hydraulic ram will be measured using a load cell. The lateral displacement of the tip of the pile
will be measured with respect to the pile cap using a linear potentiometer. Six strain
measurements will be made during each test. It is anticipated that two measurements will be
made on the steel jacket of the pipe pile adjacent to the pile cap, and four measurements will be
made on the reinforcing steel in the pile cap, itself. Depending on the nature of the failure, the
models will be subjected to several cycles of fully reversed loading to obtain an indication of
connection ductility and energy dissipation characteristics.
Task 3.3 - Analyze the Test Results - The results of each test will be analyzed with respect to the
ductility of the connection and the nature of the failure mechanism(s). These aspects of the
observed response will be correlated, as appropriate, with features of the individual designs (e.g.,

Western Transportation Institute Page 14

Steel Pipe Pile to Concrete Pile Cap Connections Research Plan

depth of embedment of the steel pile jacket into the concrete pile cap). While the models are
expected to realistically portray connection behaviors, it may be difficult to relate the absolute
magnitudes of the forces at which these behaviors occur to the corresponding levels of force in
the full-size connections.

Task 4. Final Report

A final report will be prepared documenting all aspects of this research effort. Notably, based on
the results of the physical tests on the connection models and the correlation of these results with
expected outcomes from the design methodology, changes will be suggested as appropriate to the
design methodology. Recommendations will also be made on any additional testing that might
be desirable relative to further validating the design methodology. This report will be submitted
to MDT for review and comment, following which the final document will be prepared, along
with a Project Summary Report.

Western Transportation Institute Page 15

Steel Pipe Pile to Concrete Pile Cap Connections Products

PRODUCTS
Products that will be delivered during this research project include:
quarterly progress reports;
preliminary reports of test results (prepared immediately following each test);
final report; and
project summary report.
The final report will include suggested modifications to the steel pipe pile to concrete pile cap
connection design methodology, as necessary.
Conference presentations and papers, and journal articles will be prepared as appropriate to
further disseminate the results of this effort.

Western Transportation Institute Page 16

Steel Pipe Pile to Concrete Pile Cap Connections Implementation

IMPLEMENTATION
Depending on the outcomes of this test program, MDT may elect to modify their steel pipe pile
to concrete pile cap design methodology.

Western Transportation Institute Page 17

 Steel Pipe Pile to Concrete Pile Cap Connections Time Schedule

TIME SCHEDULE
This project is will take approximately 12 months to complete. The anticipated project schedule
by task is presented in Table 3. The anticipated start date is August 15, 2009, with an estimated
completion date of July 31, 2010.
Table 3. Schedule

Month Aug Sep Oct Nov Dec Jan Feb Mar Apr May June July

Work Tasks

Project Start
Kick
Prog Prog Prog Final
1 Management off X Rep X X Rep X X Rep X X Mtg
Mtg

1 Lit. Review X X

2 Design Experiment X X

3 Conduct Tests X X X Test X Test X Test

Draft Final
4 Final Report X X Rep. X Rep.

Project End

Western Transportation Institute Page 18

Steel Pipe Pile to Concrete Pile Cap Connections Staffing

STAFFING
Dr. Mike Berry will be Principal Investigator on this project. Dr. Jerry Stephens will be Co-
Principal Investigator. Further information on these investigators is presented below. In
addition to ensuring its technical quality, the Principal and Co-Principal Investigators will be
responsible for the completing this project on schedule and within budget. Other personnel on
the project include Mr. Doug Cross, whom will work on model construction and test preparation.
Dr. Stephens and Mr. Cross worked on the earlier pipe pile to pile cap connection project. A
graduate research assistant and an undergraduate student will also help throughout this effort.
The projected level of effort of these personnel is summarized in Table . These personnel can
commit the time necessary to complete this work in a timely and deliberate manner. Professional
members of the research team will not be changed without written consent of the MDT.

Table 4. Level of Effort by Team Member and Task

Task
Name of Principal,
Professional, Employee, or Role in Study
Support Classification
0 1 2 3 4 Total

Mike Berry Principal Investigator 48 8 40 112 40 248

Jerry Stephens Co-Principal Investigator 8 4 16 40 12 80

Doug Cross Model construction and testing 0 0 80 208 12 300

Model construction, testing

Research Assistant and data analysis 0 32 80 624 120 856

Undergraduate student Model construction and testing 0 0 0 420 0 420

Administrative Staff Administrative Support 8 0 0 0 0 8

Clerical Staff Report Preparation 8 0 0 0 16 24

Total 72 44 216 1404 200 1936

Michael Berry will serve as a PI on this project. Dr. Berry, with a Ph.D. degree in Civil
Engineering Structures from the University of Washington, is a research assistant professor
in the Civil Engineering Department. He has a research background in reinforced concrete
structures and the behavior of these structures subjected to earthquake excitations. More
recently his work has focused on alternative materials and their use in structural elements. He
currently serves on the Transportation Research Board Committee on Basic Research and
Emerging Technologies Related to Concrete.
Jerry Stephens, will serve as a Co-Principal Investigator on this project. Dr. Stephens, with
M.S. and Ph.D. degrees in Civil Engineering Structures from Purdue University, is currently
Research Director at WTI and a Professor in the Civil Engineering Department. He has been

Western Transportation Institute Page 19

Steel Pipe Pile to Concrete Pile Cap Connections Staffing

involved in experimental testing of materials and structures for over 30 years. He began his
professional career working for the New Mexico Engineering Research Institute where over a
10 year period he was responsible for planning, conducting, and analyzing the results of large
scale tests of military structures, primarily concrete missile silos and personnel shelters.
Subsequently at Montana State University he has conducted numerous investigations on the
performance of alternate concrete materials and structural systems, including in the past 10
years a major laboratory investigation of bridge substructure response/design (the previous
steel pipe pile to concrete pile cap research conducted for MDT), a field sub-study of bridge
load rating under permitted overloads, and a field investigation of concrete bridge deck
performance.

Western Transportation Institute Page 20

Steel Pipe Pile to Concrete Pile Cap Connections Facilities

FACILITIES
Work on this project will be done primarily in the Structures Laboratory at MSU. The test
fixture constructed for the earlier research work done by MSU for MDT will be re-used on this
project. The hydraulic rams necessary to apply the simulated lateral and gravity loads are
available in the Structures Lab. The load cells and displacement gages required to monitor load
and deformation are also available in the lab. Note that some routine maintenance of the rams
and instrumentation may be necessary.

Western Transportation Institute Page 21

Steel Pipe Pile to Concrete Pile Cap Connections MDT Involvement

MDT INVOLVEMENT
At the beginning of this effort, MDT will work with the researchers in determining specific
configurations of the models to be tested. Additionally, MDT will be provided with and asked to
review the results of each test as they are completed. Changes in the reinforcing configurations
to be tested in subsequent tests may be desirable based on the results obtained in each test.
At the conclusion of the project, MDT will be asked to review and comment on the final report.

Western Transportation Institute Page 22

Steel Pipe Pile to Concrete Pile Cap Connections Budget

BUDGET
This project is being supported by $14,327 in funding from the WTI University Transportation
Center program, matched by $56,589 in MDT funding, as shown in Table 5. Projected
expenditures by task are shown in Table 7. Total and MDT projected expenditures by federal
and state fiscal years are shown in Table 8 and Table 9, respectively.
Table 5. Project Budget by Item

Item MSU MDT Match Total

Salaries $5,992 $31,955 $37,947

Benefits $599 $7,803 $8,402

In-State Travela $0 $200 $200

Out-of-State Travel $0 $0 $0

Expendable Suppliesb $0 $7,200 $7,200

Participant Costs $5,000 $0 $5,000

Total Direct Costs $11,591 $47,158 $58,749

Overhead
(20% MDT) $2,735 $9,432 $12,167
(41.5% MSU)
Total Project Cost $14,327 $56,589 $70,916
a
Budget for two trips to Helena: i.e., for kickoff meeting and final presentation.
b
A breakdown of the expenditures anticipated in this category is presented in Table 6.

Western Transportation Institute Page 23

Steel Pipe Pile to Concrete Pile Cap Connections Budget

Table 6. Detailed Budget: Expendable Supplies

Item Budget
Recurring items for each model:
Reinforcing steel $500
Concrete $420
Pipe Pile $200
Embedments $220
Strain gauges and accessories $160
Concrete specimen molds $40
Miscellaneous $240
Total for one model $1,780
Total for three models $5,340
Common items across project:
Formwork $150
Anchor rods/hardware $490
Hydraulic system/supplies $320
Load frame parts $350
Model handling fixture $250
Miscellaneous $300
Total, common items $1,860
Grand Total $7,200

Table 7. Project Budget by Task

Task Budget
0 - Management $4,146

1 Lit. Review $1,428

2 Design Experiment $8,520

3 Conduct Tests $50,036

4 Final Report $6,786

Total $70,916

Western Transportation Institute Page 24

Steel Pipe Pile to Concrete Pile Cap Connections Budget

Table 8. Total Project Budget by Fiscal Year

Item State Fiscal Year Federal Fiscal Year

2010 2011 2009 2010

Salaries $36,808 $1,138 $5,692 $32,255

Benefits $8,150 $252 $1,260 $7,142

In-State Travel $194 $6 $30 $170

Out-of-State Travel $0 $0 $0 $0

Expendable Supplies $6,984 $216 $1,080 $6,120

Participant Costs $4,850 $150 $750 $4,250

Total Direct Costs $56,987 $1,762 $8,812 $49,937

Overhead $11,802 $365 $1,825 $10,342

Total Project Cost $68,788 $2,127 $10,637 $60,279

Table 9. MDT Project Budget by Fiscal Year

Item State Fiscal Year Federal Fiscal Year

2010 2011 2009 2010

Salaries $30,996 $959 $4,793 $27,161

Benefits $7,569 $234 $1,170 $6,633

In-State Travel $194 $6 $30 $170

Out-of-State Travel $0 $0 $0 $0

Expendable Supplies $6,984 $216 $1,080 $6,120

Participant Costs $0 $0 $0 $0

Total Direct Costs $45,743 $1,415 $7,074 $40,084

Overhead $9,149 $283 $1,415 $8,017

Total Project Cost $54,892 $1,698 $8,488 $48,101

Western Transportation Institute Page 25

Steel Pipe Pile to Concrete Pile Cap Connections References

REFERENCES
Miller, B. (2005), Pipe Pile to Concrete Cap Connection, Montana Department of
Transportation: Bridge Bureau, Helena, MT.
Stephens, J., and McKittrick, L. (2005), Performance of Steel Pipe Pile-to-Concrete Bent Cap
Connections Subject to Seismic or High Transverse Loading, Phase II, Final Report
FHWA/MT-05-001/8144 prepared for the Montana Department of Transportation by Montana
State University, Bozeman, MT.

Western Transportation Institute Page 26