In March 2009, Magco Drilling became the successful low bidder to Hensel Phelps Construction for the Phoenix Sky Harbor International Airport Terminal 4 Project. The main scope of the contract included the installation of 61 large-diameter, drilled shaft foundations to support a new, elevated train-way.
Magco has had a presence in Arizona since April 2000. Since then the company has become familiar with the local contractors, pricing, and conditions that exist in and around the airport.
Over the years many drilled-shaft contractors have worked at the airport or in its vicinity, and some have had extreme difficulty completing their projects on time. Others have experienced a substantial amount of lost time and extreme concrete overruns, or lost drilling tools. Additionally, the pricing for drilled-shaft construction in the Phoenix market has been extremely competitive.
Upon review of the bid documents, the company came to the conclusion that the project was far from being just another typical drilled-shaft project. On the contrary, it had some unique challenges. The more closely the scheme was studied, the more difficult it appeared. At that point, company president Mike Maggio decided to move forward with bidding for the project. After the first pre-bid job walk, the challenges became even more apparent.
The mobilisation date came in the blink of an eye. According to Mr Maggio, “working for and with Hensel Phelps is a pleasure. Their entire staff at the airport project are extremely helpful, friendly and professional.”
A substantial amount of pre-planning took place between Hensel Phelps and Magco prior to drilling the first shaft. Meeting with the other affected sub-contractors and developing a sound strategy was instrumental in the project’s ultimate success.
During this time, Magco requested permission to install a test shaft in the project’s adjacent lay-down area. Hensel Phelps and the project owner granted permission to proceed. The information gained from performing the test shaft assisted with the decision of which tools and casing lengths to use.
In common with most building projects, the
bid award and start of construction is usually scheduled with barely enough time to execute the sub-contract, send the submittals and begin drilling. So, in what seemed like a very short time the project was under way.
The airport is situated adjacent to Salt River. The Salt River deposits consist of sand, gravel and cobbles (SGC). Along with SGC, it includes small to medium-sized boulders and a groundwater elevation ranging from 25-50ft below the ground surface. Like any river deposits, the percentages of soil, gravel and rock vary from location to location.
The new Terminal 4 project is situated on both sides of the existing T4 building. The Terminal 4 building at Sky Harbor International Airport is a long, rectangular structure. The north side of the terminal building borders the westbound Sky Harbor Boulevard. Immediately adjacent and on the south side of the terminal is the ‘airside’, where the planes park and passengers disembark.
The drilled-shaft foundations that were installed were connected to elevated columns extending upwards on the north and south side of the existing Terminal 4. Each column is connected to the opposite one with an elevated beam, which will support the train that will travel over the terminal and towards the East Economy Parking Lot, and then northwards to the future 44th Street Station.
The south side of the project consists of 14 drilled shaft foundations, measuring 96in diameter by 95ft deep. Installing these shafts presented some inherent difficulties. The subsurface conditions and close proximity of the improved areas forced Magco to use temporary, steel casing. All of the shafts were located immediately adjacent to the existing terminal building on one side and multi-million dollar planes on the other. There was just enough room for the drill rig to turn 90°.
Other difficulties on the airside included the task of installing shafts that were situated between the existing Terminal 4 building on one side and an existing, subsurface baggage-cart tunnel on the other. As airport staff shuttle baggage from the planes to the terminal through this tunnel, it was necessary to install shoring inside it prior to drilling.
The challenge was to develop a design to temporarily support and shore the baggage cart tunnel, which was about 26ft wide and 9ft tall. This was necessary to accommodate the travel over, and staging of, a Soilmec 930 drill rig, concrete pump and service cranes above the tunnel to drill, and to place the cages and pour the concrete into the shafts between the tunnel wall and the Terminal 4 building. The shoring design for the tunnel also had to accommodate baggage-cart traffic at all times.
The baggage-cart tunnel had an existing footing that encroached 2-4ft into the proposed drilled-shaft foundations at nine locations. The elevations of the existing footings, from grade, varied from 4-27ft. This required Magco to drill down to the footing, install temporary casing and remove the existing footing manually. Magco’s ground personnel are trained to handle confined spaces and downhole entry procedures, so each of the footing removals were performed expertly and by the book.
The airside shafts were to be drilled at night between the hours of 8:30pm and 4:30am. At the end of each shift, all foreign objects as small as a dime needed to be cleaned up and hauled away. This was imperative in order to prevent any material from being sucked up into an airplane engine. To assist with the clean-up, Magco designed a means for the drill rig to swing and deposit the spoil directly into a series of customised dump trucks, which hauled it away to the adjacent lay-down area. Magco maintained a full-time street sweeper during each shift to ensure all debris was removed from the site.
During each shift, Magco completed the excavation, the placement of the rebar cage and 256 yards3 of concrete, as well as a full site clean-up, all prior to 5:30am. Fortunately, thanks to the co-operation of the project owner and Hensel Phelps, Magco’s forces succeeded without any delay.
In fact, Magco was able to set and pour two shafts of 96in diameter and 95ft deep on the airside in just one shift. At the end of this shift, Magco poured 520 yards3 without any problems.
The north side, or what was called the ‘landside’ of Terminal 4, consisted of building seven 96in diameter shafts, ranging from 95-115ft deep. To the east of the 96in diameter shafts, two pile-cap footings measuring 20ft wide by 65ft long were constructed. Each pile cap contained 20 drilled shafts (54in diameter by 65ft deep) and two isolated shafts
(54in diameter by 65ft deep). All of the 96in and 54in diameter shafts were located in a low overhead condition, which necessitated that Magco customise one of its large drilling rigs to fit under the canopy bracing over Sky Harbor Boulevard.
The landside 96in diameter shafts were installed in very tight quarters. Some of the shafts were located between a retaining wall and an existing parking structure where there was a narrow 23ft, horizontal slot to hoist a 115ft-long rebar cage (spliced in two sections), which, when hoisted upright, was merely 2ft away from the structure. When drilling these shafts, the boom only had a 6in clearance from the side of the parking structure.
As indicated above, the 54in diameter drilled shafts were to be constructed in two separate, deepened footings or pile caps. Prior to drilling the 54in shafts, it was necessary to design and install two separate, four-sided, 20ft-wide by 60ft-long, temporary shoring pits to support the pile-cap excavation.
The south side of each shoring pit was situated immediately adjacent to the existing building. The adjacent terminal building is a two-level, concrete structure with relatively shallow footings. It became necessary for Magco to underpin the building in the shoring design.
The drilling of the soldier beams for the retention system presented a challenge. The shafts were 24in and 30in diameter, which made it difficult to drill through and extract the large boulders encountered. Due to low overhead clearance at some locations, Magco was forced to use smaller equipment and drilling there was extremely difficult.
Once the shoring was complete, Hensel Phelps installed an electrical duct bank through the centre of the two shoring pits. Once installed, Magco installed two rows of ten shafts in each pile cap, straddling the duct bank. The 54in shafts were to be drilled to a depth of 65ft. Working in the SGC and boulders environment, Magco was required to use a large drill rig. Due to the low overhead conditions and larger diameter of the shafts, Magco cut down one of its larger rigs. This modification proved to be very worthwhile.
Safety at the terminal was always the first concern. At each shaft location, supervisors set up and maintained a safe working zone. Prior to beginning drilling, cage and casing-support devices were set in place. Temporary casing was installed and a 100% tie-off procedure was maintained throughout the installation. With the leadership of project supervisors and the hard work of company employees, the shaft drilling and concrete placement was performed safely and efficiently.
All deliveries to the project were carefully planned and communicated well in advance between Magco, Hensel Phelps and the project owner. The size of load, material being delivered and the proposed route was described fully in advance. Magco and Hensel Phelps escorted all of the deliveries in and out of the airport. When oversized loads were delivered, they were brought in after midnight to prevent any encounters with the travelling public.
The challenge at the Terminal 4 project was multi-faceted. The daily goal was to use very large equipment, advance the drilled shafts through SGC and boulders, and to hoist and handle large-diameter casing on every shaft in very confined areas.
In many cases the rebar cages and PVC inspection tubes required splicing. All of the cages required 2½in schedule 80 PVC inspection tubes. Magco was required to handle and store fluids during drilling and placing concrete. Placing the concrete successfully without incident, and ultimately receiving an acceptable reading from the non-destructive testing, was key.
At the end of every shift, Magco cleaned both sides of the terminal in preparation for the daily operations of the airport. Regardless of the difficulties, Magco performed expertly, safely and completed the work on time.
While all of the ‘fun times’ were going on at Terminal 4, Magco had a chance to provide another bid to Hensel Phelps for the airport project. This project was the Guideway foundations. Basically, this portion of work connects to the west end of the Terminal 4 project, skips over the terminal, connects to the east end and continues east towards the East Economy Parking Lot structures. From there, the Guideway travels northwards to the future 44th Street Station.
The Guideway foundations consist of tandem, drilled-shaft foundations, which extend upwards into elevated columns, with a connecting beam to support the passenger train-way. The Guideway bid consisted of 102 large-diameter, drilled shafts, ranging from 54in diameter at the abutments to 108in at the pier locations (the majority).
After the dust had settled, Magco was deemed to be the low bidder on the Guideway foundation drilled shafts. Company morale was way up when Magco learned that it was fortunate enough to be able to perform work on two projects back-to-back at the airport with Hensel Phelps. Magco noted that “in the current economy it is a great feeling to be able to be awarded work from a great general contractor and project owner”.
As luck would have it, both projects had to be built simultaneously. Hensel Phelps had two separate construction teams working together. Every consideration was made by all parties to enhance the end result, which was to be successful and complete the shafts on time. In July 2009, Magco had eight separate, ongoing drilling operations at the airport.
The Guideway project presented its own set of difficulties. The first drilled shafts of the project were located immediately east of the Terminal 4 project. Magco had to deal with similar constraints to those at T4. Once it was able to move away from the terminal, moving the equipment in and around the project became a little easier.
The subsurface conditions in the Guideway were ever-changing. As described earlier, some challenging subsurface conditions were experienced and the company had to adapt. It became necessary to experiment with different drilling techniques and lengths of temporary casing. SGC, boulders, groundwater and a light-coloured breccia in some of the deeper elevations were encountered.
Magco arrived at this project equipped with a supply of new, large equipment. Over the years Magco has purchased large drill rigs, cranes, concrete pumps and support equipment. According to Magco, the Guideway was “a perfect playground for all of our big stuff”.
The majority of the shafts at the Guideway location are 96in in diameter with depths ranging from 60-115ft. At times the company was pouring up to four piles in one day.
Magco started out with smaller, limited-access equipment. The company has grown substantially from performing small to medium-sized jobs to very large projects. Along with the equipment, the staff has also grown. Magco is extremely proud of its supervisors and employees, all of whom stepped up to the challenge of completing this project safely and on time, while working at night and dealing with the scorching heat that Phoenix has to offer.
Magco would like to publicly thank everyone involved for their sacrifices and dedication to excellence. Magco considers these to be two of its most difficult, but also most successful, projects to date.
Magco would also like to thank Hensel Phelps for the opportunity to work with them on this difficult, high-profile project. Hensel Phelps assisted and supported Magco every step of the way. Magco would also like to thank the project owner and the engineer of record, Gannett and Fleming, for its continued support and professionalism.
Holly Maggio, president
Rob Walls, operations manager
Dan Gay, senior estimator/project manager
Steve Herald, estimator/ project manager
Jesus Aguirre, safety manager
Ida Lengson, controller
Brandon Maggio, project superintendent/driller
Gary San Angelo, project superintendent/driller
Neil LaLonde, foreman/driller
Jason Sergeant, foreman/driller
Chris Frank, foreman/driller
Teresa Rodriguez, Phoenix operations support
Michael Gallegos, project manager
Tom Blalock, project superintendent
Mike Fitzpatrick, office engineer
Cole Weaver, office engineer
Ted Alvarez, area superintendent
Ryan Savage, safety engineer
Brad Nelson, area superintendent
Alex Bertolini, project manager
John Coffman, professional engineer/
superintendent
Paul Rupprecht, project engineer
Eric Niece, project engineer
Kelly Pollett, area superintendent
Dave Cefali, Cefali and Associates
Jennifer Monson, senior territory manager
Mike Dillon, area manager, west
Terry Kahl, service representative
Soilmec
Baker Tanks
MacSteel
CCC Steel
Brown Strauss Steel
Rain Forest Lumber
This article originally appeared in the February 2010 issue of Foundation Drilling Magazine, the flagship monthly publication of the International Association of Foundation Drilling (ADSC). The ADSC publishes a 270-volume technical library, funds research, provides civil-engineering graduate study scholarships, conducts design and construction seminars, offers field training for operators and supervisory personnel training for upper-level field personnel, and conducts workshops for Foundation Engineering University Faculty members. The association develops and distributes Safety Procedures materials in written and electronic formats. To learn more about the ADSC and its publications and programmes, visit its website at www.adsc-iafd.com. This article is reprinted with the permission of Foundation Drilling Magazine, the ADSC, and the respective authors
Magco has had a presence in Arizona since April 2000. Since then the company has become familiar with the local contractors, pricing, and conditions that exist in and around the airport.
Over the years many drilled-shaft contractors have worked at the airport or in its vicinity, and some have had extreme difficulty completing their projects on time. Others have experienced a substantial amount of lost time and extreme concrete overruns, or lost drilling tools. Additionally, the pricing for drilled-shaft construction in the Phoenix market has been extremely competitive.
Upon review of the bid documents, the company came to the conclusion that the project was far from being just another typical drilled-shaft project. On the contrary, it had some unique challenges. The more closely the scheme was studied, the more difficult it appeared. At that point, company president Mike Maggio decided to move forward with bidding for the project. After the first pre-bid job walk, the challenges became even more apparent.
The mobilisation date came in the blink of an eye. According to Mr Maggio, “working for and with Hensel Phelps is a pleasure. Their entire staff at the airport project are extremely helpful, friendly and professional.”
A substantial amount of pre-planning took place between Hensel Phelps and Magco prior to drilling the first shaft. Meeting with the other affected sub-contractors and developing a sound strategy was instrumental in the project’s ultimate success.
During this time, Magco requested permission to install a test shaft in the project’s adjacent lay-down area. Hensel Phelps and the project owner granted permission to proceed. The information gained from performing the test shaft assisted with the decision of which tools and casing lengths to use.
In common with most building projects, the
bid award and start of construction is usually scheduled with barely enough time to execute the sub-contract, send the submittals and begin drilling. So, in what seemed like a very short time the project was under way.
The airport is situated adjacent to Salt River. The Salt River deposits consist of sand, gravel and cobbles (SGC). Along with SGC, it includes small to medium-sized boulders and a groundwater elevation ranging from 25-50ft below the ground surface. Like any river deposits, the percentages of soil, gravel and rock vary from location to location.
The new Terminal 4 project is situated on both sides of the existing T4 building. The Terminal 4 building at Sky Harbor International Airport is a long, rectangular structure. The north side of the terminal building borders the westbound Sky Harbor Boulevard. Immediately adjacent and on the south side of the terminal is the ‘airside’, where the planes park and passengers disembark.
The drilled-shaft foundations that were installed were connected to elevated columns extending upwards on the north and south side of the existing Terminal 4. Each column is connected to the opposite one with an elevated beam, which will support the train that will travel over the terminal and towards the East Economy Parking Lot, and then northwards to the future 44th Street Station.
The south side of the project consists of 14 drilled shaft foundations, measuring 96in diameter by 95ft deep. Installing these shafts presented some inherent difficulties. The subsurface conditions and close proximity of the improved areas forced Magco to use temporary, steel casing. All of the shafts were located immediately adjacent to the existing terminal building on one side and multi-million dollar planes on the other. There was just enough room for the drill rig to turn 90°.
Other difficulties on the airside included the task of installing shafts that were situated between the existing Terminal 4 building on one side and an existing, subsurface baggage-cart tunnel on the other. As airport staff shuttle baggage from the planes to the terminal through this tunnel, it was necessary to install shoring inside it prior to drilling.
The challenge was to develop a design to temporarily support and shore the baggage cart tunnel, which was about 26ft wide and 9ft tall. This was necessary to accommodate the travel over, and staging of, a Soilmec 930 drill rig, concrete pump and service cranes above the tunnel to drill, and to place the cages and pour the concrete into the shafts between the tunnel wall and the Terminal 4 building. The shoring design for the tunnel also had to accommodate baggage-cart traffic at all times.
The baggage-cart tunnel had an existing footing that encroached 2-4ft into the proposed drilled-shaft foundations at nine locations. The elevations of the existing footings, from grade, varied from 4-27ft. This required Magco to drill down to the footing, install temporary casing and remove the existing footing manually. Magco’s ground personnel are trained to handle confined spaces and downhole entry procedures, so each of the footing removals were performed expertly and by the book.
The airside shafts were to be drilled at night between the hours of 8:30pm and 4:30am. At the end of each shift, all foreign objects as small as a dime needed to be cleaned up and hauled away. This was imperative in order to prevent any material from being sucked up into an airplane engine. To assist with the clean-up, Magco designed a means for the drill rig to swing and deposit the spoil directly into a series of customised dump trucks, which hauled it away to the adjacent lay-down area. Magco maintained a full-time street sweeper during each shift to ensure all debris was removed from the site.
During each shift, Magco completed the excavation, the placement of the rebar cage and 256 yards3 of concrete, as well as a full site clean-up, all prior to 5:30am. Fortunately, thanks to the co-operation of the project owner and Hensel Phelps, Magco’s forces succeeded without any delay.
In fact, Magco was able to set and pour two shafts of 96in diameter and 95ft deep on the airside in just one shift. At the end of this shift, Magco poured 520 yards3 without any problems.
The north side, or what was called the ‘landside’ of Terminal 4, consisted of building seven 96in diameter shafts, ranging from 95-115ft deep. To the east of the 96in diameter shafts, two pile-cap footings measuring 20ft wide by 65ft long were constructed. Each pile cap contained 20 drilled shafts (54in diameter by 65ft deep) and two isolated shafts
(54in diameter by 65ft deep). All of the 96in and 54in diameter shafts were located in a low overhead condition, which necessitated that Magco customise one of its large drilling rigs to fit under the canopy bracing over Sky Harbor Boulevard.
The landside 96in diameter shafts were installed in very tight quarters. Some of the shafts were located between a retaining wall and an existing parking structure where there was a narrow 23ft, horizontal slot to hoist a 115ft-long rebar cage (spliced in two sections), which, when hoisted upright, was merely 2ft away from the structure. When drilling these shafts, the boom only had a 6in clearance from the side of the parking structure.
As indicated above, the 54in diameter drilled shafts were to be constructed in two separate, deepened footings or pile caps. Prior to drilling the 54in shafts, it was necessary to design and install two separate, four-sided, 20ft-wide by 60ft-long, temporary shoring pits to support the pile-cap excavation.
The south side of each shoring pit was situated immediately adjacent to the existing building. The adjacent terminal building is a two-level, concrete structure with relatively shallow footings. It became necessary for Magco to underpin the building in the shoring design.
The drilling of the soldier beams for the retention system presented a challenge. The shafts were 24in and 30in diameter, which made it difficult to drill through and extract the large boulders encountered. Due to low overhead clearance at some locations, Magco was forced to use smaller equipment and drilling there was extremely difficult.
Once the shoring was complete, Hensel Phelps installed an electrical duct bank through the centre of the two shoring pits. Once installed, Magco installed two rows of ten shafts in each pile cap, straddling the duct bank. The 54in shafts were to be drilled to a depth of 65ft. Working in the SGC and boulders environment, Magco was required to use a large drill rig. Due to the low overhead conditions and larger diameter of the shafts, Magco cut down one of its larger rigs. This modification proved to be very worthwhile.
Safety at the terminal was always the first concern. At each shaft location, supervisors set up and maintained a safe working zone. Prior to beginning drilling, cage and casing-support devices were set in place. Temporary casing was installed and a 100% tie-off procedure was maintained throughout the installation. With the leadership of project supervisors and the hard work of company employees, the shaft drilling and concrete placement was performed safely and efficiently.
All deliveries to the project were carefully planned and communicated well in advance between Magco, Hensel Phelps and the project owner. The size of load, material being delivered and the proposed route was described fully in advance. Magco and Hensel Phelps escorted all of the deliveries in and out of the airport. When oversized loads were delivered, they were brought in after midnight to prevent any encounters with the travelling public.
The challenge at the Terminal 4 project was multi-faceted. The daily goal was to use very large equipment, advance the drilled shafts through SGC and boulders, and to hoist and handle large-diameter casing on every shaft in very confined areas.
In many cases the rebar cages and PVC inspection tubes required splicing. All of the cages required 2½in schedule 80 PVC inspection tubes. Magco was required to handle and store fluids during drilling and placing concrete. Placing the concrete successfully without incident, and ultimately receiving an acceptable reading from the non-destructive testing, was key.
At the end of every shift, Magco cleaned both sides of the terminal in preparation for the daily operations of the airport. Regardless of the difficulties, Magco performed expertly, safely and completed the work on time.
While all of the ‘fun times’ were going on at Terminal 4, Magco had a chance to provide another bid to Hensel Phelps for the airport project. This project was the Guideway foundations. Basically, this portion of work connects to the west end of the Terminal 4 project, skips over the terminal, connects to the east end and continues east towards the East Economy Parking Lot structures. From there, the Guideway travels northwards to the future 44th Street Station.
The Guideway foundations consist of tandem, drilled-shaft foundations, which extend upwards into elevated columns, with a connecting beam to support the passenger train-way. The Guideway bid consisted of 102 large-diameter, drilled shafts, ranging from 54in diameter at the abutments to 108in at the pier locations (the majority).
After the dust had settled, Magco was deemed to be the low bidder on the Guideway foundation drilled shafts. Company morale was way up when Magco learned that it was fortunate enough to be able to perform work on two projects back-to-back at the airport with Hensel Phelps. Magco noted that “in the current economy it is a great feeling to be able to be awarded work from a great general contractor and project owner”.
As luck would have it, both projects had to be built simultaneously. Hensel Phelps had two separate construction teams working together. Every consideration was made by all parties to enhance the end result, which was to be successful and complete the shafts on time. In July 2009, Magco had eight separate, ongoing drilling operations at the airport.
The Guideway project presented its own set of difficulties. The first drilled shafts of the project were located immediately east of the Terminal 4 project. Magco had to deal with similar constraints to those at T4. Once it was able to move away from the terminal, moving the equipment in and around the project became a little easier.
The subsurface conditions in the Guideway were ever-changing. As described earlier, some challenging subsurface conditions were experienced and the company had to adapt. It became necessary to experiment with different drilling techniques and lengths of temporary casing. SGC, boulders, groundwater and a light-coloured breccia in some of the deeper elevations were encountered.
Magco arrived at this project equipped with a supply of new, large equipment. Over the years Magco has purchased large drill rigs, cranes, concrete pumps and support equipment. According to Magco, the Guideway was “a perfect playground for all of our big stuff”.
The majority of the shafts at the Guideway location are 96in in diameter with depths ranging from 60-115ft. At times the company was pouring up to four piles in one day.
Magco started out with smaller, limited-access equipment. The company has grown substantially from performing small to medium-sized jobs to very large projects. Along with the equipment, the staff has also grown. Magco is extremely proud of its supervisors and employees, all of whom stepped up to the challenge of completing this project safely and on time, while working at night and dealing with the scorching heat that Phoenix has to offer.
Magco would like to publicly thank everyone involved for their sacrifices and dedication to excellence. Magco considers these to be two of its most difficult, but also most successful, projects to date.
Magco would also like to thank Hensel Phelps for the opportunity to work with them on this difficult, high-profile project. Hensel Phelps assisted and supported Magco every step of the way. Magco would also like to thank the project owner and the engineer of record, Gannett and Fleming, for its continued support and professionalism.
PROJECT TEAMS
Contractor – magdo drilling
Mike Maggio, ownerHolly Maggio, president
Rob Walls, operations manager
Dan Gay, senior estimator/project manager
Steve Herald, estimator/ project manager
Jesus Aguirre, safety manager
Ida Lengson, controller
Brandon Maggio, project superintendent/driller
Gary San Angelo, project superintendent/driller
Neil LaLonde, foreman/driller
Jason Sergeant, foreman/driller
Chris Frank, foreman/driller
Teresa Rodriguez, Phoenix operations support
Terminal 4 general contractor – Hensel Phelps
Mike Redwine, general superintendentMichael Gallegos, project manager
Tom Blalock, project superintendent
Mike Fitzpatrick, office engineer
Cole Weaver, office engineer
Ted Alvarez, area superintendent
Ryan Savage, safety engineer
Brad Nelson, area superintendent
Guideway foundations general contractor – Hensel Phelps
Mike Redwine, general superintendentAlex Bertolini, project manager
John Coffman, professional engineer/
superintendent
Paul Rupprecht, project engineer
Eric Niece, project engineer
Kelly Pollett, area superintendent
Design and engineering
Steve Sherrill, PE/AT structures manager, Gannett FlemingDave Cefali, Cefali and Associates
Concrete – cemex
Greg Davis, director of salesJennifer Monson, senior territory manager
Mike Dillon, area manager, west
Terry Kahl, service representative
Concrete pumping
Magco DrillingDrilling fluids
Mike Hagy, Paco/CetcoEquipment suppliers
MaitSoilmec
Baker Tanks
Material suppliers
Arizona CulvertMacSteel
CCC Steel
Brown Strauss Steel
Rain Forest Lumber
This article originally appeared in the February 2010 issue of Foundation Drilling Magazine, the flagship monthly publication of the International Association of Foundation Drilling (ADSC). The ADSC publishes a 270-volume technical library, funds research, provides civil-engineering graduate study scholarships, conducts design and construction seminars, offers field training for operators and supervisory personnel training for upper-level field personnel, and conducts workshops for Foundation Engineering University Faculty members. The association develops and distributes Safety Procedures materials in written and electronic formats. To learn more about the ADSC and its publications and programmes, visit its website at www.adsc-iafd.com. This article is reprinted with the permission of Foundation Drilling Magazine, the ADSC, and the respective authors