Search

Bottom ash (BA) is a byproduct produced during coal combustion and can be utilized in mortar as a column material to conserve natural resources and promote sustainable ground stabilization. In this paper, the load-carrying capacity performance of the embankment resting on cement bottom ash columns (CBAC) improved ground was examined. Physical model tests and numerical analysis were conducted for the soft soil improved with three columns spacing to diameter ratios (s/d) of 1.8, 2.4, and 3.6 and two columns length to diameter ratios (L/d) of 6 and 8. Three earth pressure transducers, load cell, and pore water pressure transducer were employed to measure the applied vertical stress on the bottom and top of the column and surrounding clay, embankment surface, and excess pore water pressure (u′), respectively. The findings obtained from both physical and numerical models demonstrated that ultimate bearing capacity (qult) increased by reducing the s/d and increasing the L/d values. The qult increased by almost 1.15, 1.39, 1.70 times and 1.18, 1.44, and 1.77 times as compared to the unimproved soil for the s/d of 3.6, 2.4, and 1.8 with L/d values of 6 and 8, respectively. The maximum improvement was achieved for the model with CBAC having L/d of 8 and s/d of 1.8. In addition, a mathematical equation with R2 of 0.999 was established for the determination of the predicted qult. The results of this paper can lead to the usage of BA as a green material in the column for ground stabilization. [ABSTRACT FROM AUTHOR]

An embankment with a fill thickness of 7.5 m was built on a soil–cement column-slab system improved about 15.8 m thick soft subsoil. The embankment was stable for about 5 months after construction, and then, its settlement rate increased rapidly. To avoid the failure of the embankment, 1.0 m thick fill was removed and the embankment was stabilized again. The results of field investigation using all-core boring through a cement deep mixing (CDM) column under the central of the embankment and 3D finite element analysis (FEA) indicate that the most likely mechanism for the observed field behavior is progressive yielding/softening of the upper part of the columns. In FEA, the yielding/softening of the upper part of columns was simulated using strength reduction option and the start of the softening was triggered manually at the time of observed rapid increase in the settlement rate. This case history indicates that in field quality control of CDM columns, identifying local weak part(s) by continuous measuring the strength of the column samples retrieved from all-core boring is important. It is suggested that combination of unconfined compression test as well as needle penetration tests for the cores retrieved can be an economic and practical way to do this. [ABSTRACT FROM AUTHOR]

The design of column-supported embankments requires a comprehensive evaluation of overall stability and failure mechanisms. Previous research has investigated stress characteristics and failure modes of deep mixing (DM) columns under embankment loads. Depending on column configurations, those near the embankment toe experience flexural potential bending or tilting failure, while those closer to the centre are prone to shear failure. As column spacing decreases, a shift from bending to tilting failure occurs. Inadequate column bending capacity increases the risk of tilting-induced embankment collapse. This study initially showcases the efficacy of geosynthetics in mitigating tilting failure in columns with smaller spacings. The interaction between geosynthetics and diverse configurations on the failure mechanisms of DM columns is meticulously examined. A crucial shift in the failure mechanism from tilting to bending is facilitated by the application of conventional geosynthetics with tensile stiffness, particularly in scenarios with restricted spacing. Geosynthetics effectively mitigate lateral soil displacement, enhance column bending capacity, and intricately redistribute lateral pressures exerted on the columns. Ultimate load, shear strain, and stress are analysed both with and without geosynthetics. Lastly, the influence of geosynthetics on soil reaction distribution and internal forces within columns is deliberated. [ABSTRACT FROM AUTHOR]

ABSTRACT Under the influence of large temperature differences in an impermeable pavement layer of wide embankment in permafrost regions, liquid water accumulates at the bottom of the impermeable cover. The phenomenon is known as the pot‐cover effect and leads to an increase in soil water content and a reduction in bearing capacity of wide embankments. At present, water vapor and liquid water migrations and their effect on embankment thermal‐moisture stability have not been fully confirmed. To better understand the moisture transport and accumulation process within embankments, hydrothermal field monitoring was conducted from 2009 to 2011 on an asphalt concrete layer highway in Beiluhe, central Tibet Plateau. The field monitoring results show that soil moisture content between 50 and 250 cm below the pavement continuously increases with the number of freeze‐thaw cycles, with the largest increase during the 2 years being 6.4%. Then, a coupled hydro‐vapor‐thermal transport model was established and verified. Furthermore, the model was used to analyze the numerical recurrence of the pot‐cover effect. The simulation indicates that the upward migration of liquid water during the freezing period is less than the downward migration during the thawing period, while vapor migrates downward during the thawing period but upward during the freezing period. The migration of water vapor within the embankment during the freezing period is the main cause of the pot‐cover effect in permafrost regions. In addition, the research results can provide new ideas for understanding the internal mechanism of thermal‐moisture dynamics of the embankment and the stability prediction of permafrost engineering. [ABSTRACT FROM AUTHOR]

In order to study the distribution characteristics of wind-blown snow on eight-lane expressway and the influence of embankment height on wind-blown snow. The outdoor model test method was used to analyze the velocity flow field, snow distribution law and evolution process around the embankment at different embankment heights, the velocity flow field around the embankment and the snow distribution law were comparatively analyzed. The numerical simulation method is used to study the changes of the surrounding velocity flow field at different embankment heights, and the numerical simulation of the velocity flow field changes is compared with the change of the velocity flow field of the outdoor model test to verify the accuracy of the numerical simulation results. Based on the amount of snow in the road area and the depth of snow cover, the ability of different embankments to withstand snow disasters was evaluated. The results show that when the wind and snow move to the embankment, the speed zone is caused by the hindrance of the embankment. The airflow deceleration zone, airflow acceleration zone, high- speed zone, vortex swing zone and airflow recovery zone were formed, and the area of the deceleration zone on the leeward side of the embankment was significantly larger than that on the windward side of the embankment. At the embankment pavement, the air velocity first decreases and then increases, reaching the maximum on the leeward side of the embankment. The snow accumulation of the embankment mainly occurs on the windward side, there is very little on the leeward side, and there is more snow on the road surface. The flow field characteristics of the embankment are closely related to the height of the embankment, and the wind speed attenuation zone formed around the windward side and leeward side of the embankment is positively correlated with the height of the embankment. By comparing the snow in the road area of three different heights, the 0.3 m embankment road has the largest snowfall, the deepest snow on the road surface, and the most unfavorable in the windswept snow environment. Therefore, by setting a reasonable embankment height, the flow field around the embankment can be improved and the wind and snow can be weakened, which can play a role in snow resistance. [ABSTRACT FROM AUTHOR]

Understanding the failure mechanism of geosynthetic-reinforced embankments on soft foundations is crucial for ensuring safety in design. This study aimed to investigate the failure mechanism and stability of embankments reinforced with varying layers and lengths of geosynthetic reinforcements utilising centrifuge testing and numerical modelling. The results show that a foundation under construction exhibits a progressive shear failure coupled with a tensile failure of the geosynthetic reinforcement. The plastic shear strain in the soft clay layer initiates at the centreline, shoulder and embankment toe and propagates both forward and backward until a critical slip surface develops. The tensile failure of the geosynthetic was observed at the embankment centre. Comparatively, implementing two shorter layers of geosynthetics proved more advantageous for overall stability than using a single layer with the entire length. By analysing the strain distribution in the foundation, the deformation modes of the embankment reinforced by different numbers of geosynthetic layers were clarified. It was found that increasing the number of geosynthetic layers extended the active shear zone in soft clay. [ABSTRACT FROM AUTHOR]

Geosynthetic-reinforced embankments are subject to two primary failure mechanisms: bond failure and rupture. Bond failure occurs when the critical slip surface extends beyond the reinforced zone, while rupture occurs when the slip surface intersects the reinforcement. For a specified factor of safety and reinforcement length, there exists a minimum tensile strength of the reinforcement required to ensure bond failure only. Increasing the tensile strength beyond this minimum does not alter the failure mechanism or the factor of safety. Conversely, extending the reinforcement length while keeping the tensile strength below this critical value may lead to rupture failure at the same factor of safety. This study utilizes Monte Carlo simulation to perform a probabilistic stability analysis of these failure mechanisms in embankments with varying soil types and slope angles. The analysis evaluates safety margins in terms of the factor of safety and probability of failure. Furthermore, this study investigates the impact of cross-correlation between soil strength parameters, demonstrating that realistic values of the correlation coefficient can reduce the probability of failure for both failure mechanisms. [ABSTRACT FROM AUTHOR]

Pile-supported embankments have been recognized as long-standing solutions for construction in compressible soft soils. Instead of improving the physical and mechanical properties of the soft soil, this method emphasizes efforts to transfer the embankment load to a competent layer below the compressible layer. Mortar column inclusion (inklusi kolom mortar or IKM) is recognized as one of the rigid inclusions in a pile-supported embankment. The IKM combined with a load transfer platform (LTP) has been widely utilized to support embankments. Studies on pile-supported embankments have generally focused on the arching mechanisms and geotextile tensile force evaluations; however, most of these investigations were conducted on soft cohesive soils. The application of pile-supported embankment on peat has rarely been studied comprehensively. This study presents a full-scale trial embankment on peat in West Sumatra, Indonesia. The 8-m-high trial embankment was supported by a series of IKM piles and a geotextile-reinforced LTP layer; instruments were then installed in the embankment, ground, LTP, geotextile, and IKM. These instruments included a series of vibrating wire earth pressure cells, vibrating wire strain gages, fiber optic sensors, vibrating wire piezometers, settlement profilers, settlement plates, and inclinometers. The instruments provided observations on the ground movements, IKM displacements, and stresses in the materials. Comprehensive evaluations from field monitoring allowed study of load transfer via the arching mechanism, deformation pattern, and IKM performance in peat. Finite element analyses (FEAs) were also conducted for comparison and verification. The field monitoring results and FEAs showed good agreement, thereby demonstrating the potential of the proposed ground improvement method for embankment construction on peat. [ABSTRACT FROM AUTHOR]

Landfill materials composed of weak soil are closely related to stability problems. To minimise this problem, various stabilisation techniques are often used, one of which is the addition of polyacrylamide anionic polymer (APAM). In this paper, soil behaviour before and after adding APAM in the West Bandung area, Indonesia, has been analysed. It has been done with different variables by considering the landfill's geometry and the soil material's properties. Several models were analysed to determine the slope height and angle that are safe for soil stabilisation. The modelling was done using the finite element method based on the soil hardening criteria model and Mohr-Coulomb. The analysis results show that with the increase in height and slope, the safety factor (FS) decreases, and the deformation increases. Conversely, if the height and slope decrease, the FS increases, and the deformation decreases. It is observed that the soil with the highest percentage of APAM (1%) has produced the highest shear strength parameters and the lowest deformation. This study found that weak soil treated with APAM can be used as a backfill material, but the potential for collapse is more significant. [ABSTRACT FROM AUTHOR]

The rigid pavements and rigid base supporting rails can be considered as a strip footing resting over an embankment. In addition, there can also be single or double-strip footings resting over an embankment. These strip footings are influenced by the properties of the soil, slope angle of an embankment, setback distance, and spacing between the footings and the height of embankment. In this study, the bearing capacity factors for the single- and double-strip footings resting over an embankment are evaluated using the finite element method (FEM). The bearing capacity factors N c ′ and N γ ′ are evaluated for different soil friction angles (ϕ) , slope angles of embankment (β) , setback distances (S) , embankment heights (D) and spacing between the footings (t). Considering the practical aspect, i.e., the surcharge is not present for footing on an embankment, the N q ′ is not evaluated in the study. Based on the analysis, it is observed that the bearing capacity factors N c ′ and N γ ′ increase with increase in friction angle of the soil and setback distance and reduce with increase in the slope angle of the embankment. The effect of depth of embankment on the N c ′ and N γ ′ is negligible for smaller friction angles (ϕ ≤ 2 0 ∘) , whereas it increases marginally for higher friction angles (ϕ > 2 0 ∘). Furthermore, the N c ′ and N γ ′ are influenced by the spacing between the footings. This study's results are compared with the results available in the literature. This study's results are presented as design charts, and these could be adopted in the practice in routine designs of shallow foundations. [ABSTRACT FROM AUTHOR]

This study aims to investigate the stability problems of high road embankment slopes in the Republic of Moldova, revealing shortcomings of classical methods. The authors propose a solution by using the RG system, equipped with specialized vibration drilling equipment from "RTG RAMMTECHNIC Gmbh". The method provides for the creation of piles in deep boreholes using the vibrating d, filling the cavities with soil, with subsequent compaction of soil in stages. Experimental field and laboratory research has demonstrated the effectiveness of this method. The results showed significant improvements in soil properties: increased density, strength, and deformation characteristics. The proposed technology offers advantages such as: increased load-bearing capacity of the soil-pile massif, practically complete elimination of dynamic effects on the ground and structures located in close proximity to the construction site, reduced manual labor costs, and a decrease in the overall cost of the construction work. The study aimed the application of this method in Moldova's road construction, highlighting its potential to counteract slope deformations caused by the action of various factors of any nature. The authors suggest the need for further research for refine the methodology, assess economic feasibility, and perform stress-strain analysis using the Finite Element Method. The study was concluded by outlining plans for future research on embankment slopes stabilized by soil piles using the RG installation.

Hard river engineering or channelization alters channel bathymetry and river morphology and invites multiple fluvio-hydrological hazards. The linear (72 m), concrete, low height (1.6 m), multipillars (20 pillars) bridge with concrete embankments and revetments has been constructed across and along the river Bala within the Himalayan foothill zone in the year 2017. As a result, the rate of siltation has been tremendously increased at the vicinity of the pillars of the bridge. The principal objectives are (i) to establish wrongly designed hard river engineering techniques and (ii) to find out the adverse effect of Bala bridge. Results showed that the highest rate of siltation was 0.55 m at the end of the monsoon in 2017 whereas the average of rate of siltation was 0.37 m between 2010 and 2017. If the rate of siltation is greater in a particular year, there is a high probability to divert the channel course. The thalweg line has tremendously shifted towards the right bank side. If the same condition persists for a long time, in near future (during monsoon) the river will avulse nearly 200 m right side on low lying topographic depression within the rich Buxa Tiger Reserve.

For the construction of railway embankments, geotechnical engineers pay special attention to slope stability studies. The factor of safety values plays a crucial part in assessing the safe design of slopes. The factor of safety values is used to determine how close or far slopes are from failing due to natural or man-made causes. The factor of safety is a numeric value to indicate the relative stability, it doesn’t tell about the actual risk level of any structure, but the reliability index and probability of failure quantify the risk level. The present study discusses the findings of a study to determine the factor of safety of an embankment of height 12.3 m by using Geo-studio 2012 software. In this article, the fragility curve for six different types of cross-sections was also developed i.e. the graph between the probability of failure ( ) and horizontal seismic coefficient ( ), for various values of (i.e. 0.1, 0.12, 0.144, 0.18, 0.2, 0.3, 0.4 and 0.5). It is observed from the developed fragility curve, as the value increases value decreases. A fragility curve can be used to calculate failure probability over a range of seismic zones, and for design purposes, a given seismic zone and probability of failure a unique reliable side slope is selected. Further, two machine learning (ML) models namely, Deep Neural Network (DNN) and Support Vector Regression (SVR) have been developed for the prediction of the factor of safety for different sides slope. Obtained correlation values (R) for SVR and DNN are approximately 0.95 and 0.82 respectively. From the help of the predicted factor of safety fragility curve against horizontal seismic coefficient is drawn for both SVR and DNN models, that for reducing the time of calculation and ease in working best result giving model will be suggested for further analysis of railway embankment.

In cold regions, the freezing and thawing of embankments often cause significant damage to road surfaces. Research indicates that this freeze-thaw process is closely related to the distribution of temperature and moisture within the embankment. Therefore, an in-depth study of the moisture and temperature conditions and the resulting deformation under freeze-thaw effects is fundamental for analyzing crack-related diseases in road surfaces. The authors have developed a monitoring system for moisture and temperature in cold region highway embankments to conduct long-term observations. Based on the collected data, the distribution patterns of moisture and temperature fields in the embankment were analyzed. The results indicate that temperature changes at different locations within the embankment generally correspond to atmospheric temperature changes, exhibiting a periodic sinusoidal pattern. The annual variation in embankment temperature shows a nonlinear negative correlation with depth. [ABSTRACT FROM AUTHOR]

One particular challenge in constructing geotextile tubes is ensuring proper alignment and leveling, especially when connecting them in a series. This study introduces a novel connection configuration to address this challenge by inserting an auxiliary tube between two main tubes. The proposed connection method offers the advantage of consolidating individual geotextile tubes into a unified structure while maintaining a consistent horizontal level. The proposed connection technique was successfully applied both at test site and on dry construction platform for bridge construction. This study is beneficial for practicing engineers as it presents a new and effective method for connecting geotextile tubes, offering valuable insights into its practical application. • A novel, robust, and easily implementable method for connecting geotextile tubes is proposed. • The proposed connection ensures the cohesive formation of individual geotextile tubes into a unified structure and maintains the vertical profile levels. • Successful application demonstrated in a test site. • Application extended to a temporary platform for bridge construction in a real-world case study. • Its availability to the engineering community makes it adoptable, serving as a foundation for future improvements in geotextile connections. [ABSTRACT FROM AUTHOR]

The development of a country is affected by various multifaceted factors, which are likely to generate the highest benefits. For example, developing water resources by constructing embankments to store water and for transportation must consider high resilience, particularly with the current challenges arising from climate change. Another factor that must be considered is the shortage of essential materials for embankment cores, such as clay, which is the primary material for constructing such cores. This study aims to analyze the stability of soil embankments between the change of materials, namely clay and asphaltic concrete, by varying the water level and increasing the embankment load. The result shows that the asphaltic concrete core exhibits a significantly higher stability than the clay core, such as its reduced water seepage and lower deformation. In the worst-case scenario, the asphalt concrete core has a thickness of 0.3 m and a seepage rate of 15.1 × 10−4 m3/day. Comparatively, the seepage rate of the clay core is approximately 10-times lower. [ABSTRACT FROM AUTHOR]

Aims: Understanding the spatio‐temporal patterns of restoration outcomes is crucial to improve predictability of restoration. High beta diversity of species‐rich communities is sought because it increases overall biodiversity and improves ecosystem stability and multifunctionality. For predictive restoration, it is important to identify the significance of drivers like site characteristics but also uncontrolled factors such as spatial effects, historical factors, and year effects. Location: Dikes at river Danube, SE Germany. Methods: We studied dike grasslands 4–19 years after restoration over five years (2017–2021, 41 plots in 12 sites). We calculated beta diversity indices to describe spatial variation and temporal turnover, including their additive components 'replacement' and 'nestedness', or 'gains' and 'losses'. We analysed the main drivers of beta diversity like local site characteristics, landscape, and historical factors. Results: Spatial variation of the restored dike grasslands was dominated by the replacement component and showed no homogenisation despite a significant temporal turnover. The replacement drivers changed over time, although replacement was mainly affected by slope aspect and landscape factors. Historical factors were inconsistent over time, and no statistically clear drivers of nestedness were found. The dike grasslands exhibited a year‐to‐year turnover in species composition of 37 ± 11%. Gains and losses were balanced over time, although the ratio changed and was most pronounced on south‐facing slopes. Conclusions: The restored grasslands exhibited spatial variation by site characteristics but also by spatial factors which were not controlled by restorations. Moreover, high non‐directional temporal turnover occurred, caused most likely by weather fluctuations, slightly varying management, and stochastic biotic dynamics. Thus, flexible targets are recommended for restoration monitoring, by defining a set of desired states within a certain range. Furthermore, the dominance of the replacement component of spatial variation should move the focus from defining one precise restoration approach to defining a set of possible methods which together would foster beta diversity. [ABSTRACT FROM AUTHOR]

The high-speed rail networks are engineered to enable rapid and effective transit. They are expected to be fully functional even during adverse operational conditions such as heavy rain, fluctuating water level, and the dynamic nature of external loadings. However, several case histories and recent research development exhibited the limitations of the effectiveness of embankment stability confronted with severe and prolonged precipitation and adverse saturated subsoil conditions. Besides, the mechanism of shear reinforcement and the effects of soil–water characteristics on the dynamic stability of embankment needs to be better understood. Therefore, conducting dynamic analyses for high-speed railways (HSR) considering fluctuating saturated subsoil conditions is vital for railway embankment's structural robustness and operational serviceability. The presented study focuses on the dynamic analysis of an HSR embankment, considering the intricate interaction between pore pressure dynamics and associated deformations. The embankment positioned alongside the railway track is subjected to varying levels of precipitation and groundwater exposure. The analysis commences with a gravitational assessment, probing the embankment's behavior under the influence of both elastic and plastic properties inherent to the constituent soil layers. Employing a 2D dynamic inelastic framework, the study rigorously integrates the reciprocal influence of pore-pressure dynamics and deformation effects. This sophisticated analysis methodology leverages the OPENSEES framework. Implications of interaction between the degree and extent of saturation in the subsoil and associated embankment deformation are also discussed. [ABSTRACT FROM AUTHOR]

A full-scale embankment on soft clays improved with prefabricated vertical drains (PVDs) have to be analyzed in 3D conditions due to a great number of vertical drains under an embankment. However, 3D analysis is very complex, time-consuming, and needs a powerful computer. Therefore, axisymmetric vertical drains have to be converted into equivalent plane-strain conditions for 2D analysis. Different matching approaches based on unit cell concept have been developed in the literature and the matching can be achieved by modifying the drain distance and/or soil permeability according with relatively simple instructions. This paper investigates verification of three different matching approaches to be used in the numerical analysis of full-scale embankment built on multiple vertical drains. The elasto-plastic soft soil model was used in the numerical analysis, and the results are compared with the laboratory and field measurements. The results of numerical analysis demonstrate that the matching methods are in extremely good agreement with the measurements if the effect of both the smear zone and discharge capacity are taken into consideration. It is seen that these methods provide practical solutions and important advantages to geotechnical engineers. [ABSTRACT FROM AUTHOR]

In this paper, the use of vacuum consolidation to improve soft ground and increase its undrained shear strength (Su) is discussed. Since peat and organic clay have very low Su values, the construction of embankments and structures on these soils often cause ground failure. For the trial embankment conducted in this research project, soft ground composed of peat, organic clay and clay was improved by using vacuum consolidation, resulting in a significant increase in Su values, and an embankment 10.7 m high could be constructed on the improved ground without causing ground failure. It was demonstrated that the increased Su was the result of synergy of the relatively high normalised strength (Su/σ′v, where σ′v is the effective overburden stress) of peat and organic clay, and the unique loading mechanism of vacuum consolidation. It was also demonstrated that in the case of a relatively narrow embankment (e.g. road embankment and river levee), the effect of isotropic consolidation also contributes to increase the stability of the vacuum consolidated peaty ground. It was also found that if the (Su/σ′v)NC of the original ground and the overconsolidation ratio are known, the (Su/σ′v)OC of the given ground overconsolidated by vacuum consolidation can be predicted. [ABSTRACT FROM AUTHOR]

For the construction of railway embankments, geotechnical engineers pay special attention to slope stability studies. The factor of safety values plays a crucial part in assessing the safe design of slopes. These values determine how close or far slopes are from failing due to natural or man-made causes. While the factor of safety is a numeric indicator of relative stability, it does not indicate the actual risk level of any structure. However, the reliability index and probability of failure quantify the risk level. The present study discusses the findings of a study to determine the factor of safety of an embankment with 12.3 m height using Geo-studio 2012 software. In this article, the fragility curve for six different types of cross-sections was also developed, i.e. the graph between the probability of failure (Pf) and horizontal seismic coefficient (Kh), for various values of Kh (i.e. 0.1, 0.12, 0.144, 0.18, 0.2, 0.3, 0.4 and 0.5). It is observed from the developed fragility curve that as the Kh value increases, the Pf value decreases. A fragility curve can be used to calculate failure probability over a range of seismic zones, and for design purposes, a given seismic zone and probability of failure which determine a unique reliable side slope are selected. Furthermore, two machine learning (ML) models, namely Deep Neural Network (DNN) and Support Vector Regression (SVR) have been developed for the prediction of the factor of safety for different sides slope. The obtained correlation values (R) for SVR and DNN are approximately 0.95 and 0.82, respectively. With the help of the predicted factor of safety, the fragility curve against horizontal seismic coefficient are drawn for both SVR and DNN models. This aims to reduce the time of calculation and facilitate working by suggesting the best model for further analysis of railway embankment. [ABSTRACT FROM AUTHOR]

The construction of embankments over very soft to soft clay, such as reclamation projects, is on the rise. One such development is the reclamation project in the District Manyar, Gresik region of East Java. The seabed in this area is predominantly composed of soft clay. Reclamation involves the construction of a causeway that intersects with a gas pipeline at a depth of 5 m from the seabed. The embankment construction will undoubtedly impact the surrounding area. This study focuses on analyzing the impact of embankment in a reclamation area on soft soil on the underlying pipeline and designing pipeline protection. As a result of this study, the safety factor at each construction stage exceeds the planned safety factor of 1.5. The maximum settlement that occurs in the soil beneath the pipe is 26.91 mm. The maximum stress sustained by the corrugated steel plate (CSP) is 35,499.79 kN/m2, with a lateral deformation of 41.37 mm. The maximum stress occurring on the concrete footing slab is 123.40 kN/m2, which is smaller than the allowable bearing capacity of 128.61 kN/m2. [ABSTRACT FROM AUTHOR]