1. Constructability Assessment Report_(Draft) (HDR 2019).pdf

Constructability Assessment Report - Draft USACE TO5 W9127N18F0145 Sand Island Pile Dike Repairs

February 7, 2019

Constructability Assessment Report - Draft USACE TO5 W9127N18F0145 Sand Island Pile Dike Repairs

February 7, 2019 | i

Contents

1 Introduction

1.1 Constructability Report

1.2 Pile Drivability Analysis

1.3 Production Rate Estimates

Appendices

Appendix A. Constructability Report

Appendix B. Preliminary Drivability Analysis

Appendix C. Production Rate Memorandum

February 7, 2019 | 1

1 Introduction This report documents the Sand Island Pile Dikes Constructability Assessment performed. It consists of three separate analyses: the main Constructability Report with contractor interviews (Appendix A), the Pile Drivability analysis (Appendix B), and the Production Rate estimates (Appendix C).

1.1 Constructability Report

Part of the constructability assessment included conversations held with three different marine contractors, J.E. McAmis, Advanced American Construction, and Bergerson Construction, to discuss the constructability issues with demolition of the existing pile dikes and construction of the new pile dikes. The focus of the discussions centered around the limiting environmental conditions working near the Mouth of the Columbia River, feasibility of driving the steel pile through 2-6 feet of existing enrockment, and what equipment would be most effective for completing the work. The Constructability Assessment Report and copies of the notes from each contractor meeting are included in Appendix A.

1.2 Pile Drivability Analysis

The Sand Island Pile Dike Repair Project involves repair and maintenance of the existing dike to establish a functioning hydraulic condition. Repair and maintenance activities include removal of existing deteriorated timber piles, raising the enrockment (consisting of riprap type material), and installation of offset replacement 24-inch open ended (OE) pipe piles from the existing dike footprint along a parallel alignment. The 24-inch OE pipe piles will be installed through an existing enrockment into underlying native sands. Given potential installation difficulties, a drivability analysis of the 24-inch OE pipe piles was performed to evaluate the pile constructability. Analysis and results are provided in Appendix B.

1.3 Production Rate Estimates

The proposed pile dike rehabilitation work will involve driving new piles through the existing enrockments and into the underlying sand foundation materials below. The thickness and nature of the enrockment and the character of the underlying foundation soils will affect the means and methods required to install replacement pile dikes. Data related to the sand foundation materials is limited. The existing Design Documentation Report (DDR) developed for the project by Taylor Engineering refers to the subsurface materials as “sand”. Data related to the enrockments is also limited to surface exposures, past reports on construction practices in the mouth of the Columbia, and typical sections from original construction plan sets.

Cornforth estimated production rates for pile driving operations for the proposed pile dike rehabilitation. Key variables influencing the production rates include the thickness and nature of the enrockments and the nature and density of the underlying sand foundation.

To estimate production rates, wave equation analyses were performed to evaluate g2encnab Sticky Note 2 to 6 feet of rock g2encnab Sticky Note 24" drivability analysis, App B

2 | February 7, 2019 continuous driving conditions. Local contractors familiar with pile driving in the area around the mouth of the Columbia River were also interviewed by team member Moffat & Nichol to evaluate the degree to which the enrockment thickness would impact the ability to drive piles for the pile dikes. The results of the analyses and interviews were used to develop a spreadsheet application that calculates pile driving rates. The complete Production Rate Estimate technical memorandum is provided in Appendix C.

Appendix A. Constructability Report

SAND ISLAND PILE DIKE REPAIR PROJECT

DRAFT CONSTRUCTABILITY ASSESSMENT REPORT

Prepared for:

HDR Engineering, Inc.

1050 SW 6th Ave., Suite 1800

Portland, OR 97204

Prepared by:

2185 N. California Blvd., Suite 500

Walnut Creek, CA 94596

February 6, 2019

M&N Job No: 10348-01

DRAFT CONSTRUCTABILITY ASSESSMENT REPORT | 1

Document Verification

Revision Description Issued by Date Checked

00 Draft Report Jack Fink 02/06/19 Bill Gerken

Produced by:

Moffatt & Nichol

600 University Street, Suite 610

Seattle, WA 98101

(206) 622-0222 www.moffattnichol.com

Client HDR Engineering, Inc.

Project name Sand Island Pile Dikes

Document title Sand Island Pile Dike Repair Project

Constructability Assessment Report

Document sub-title n/a

Status Draft Report

Date February 6, 2019

Project number 10348-01

File reference

DRAFT CONSTRUCTABILITY ASSESSMENT REPORT | 2

TABLE OF CONTENTS

Document Verification

1.0 INTRODUCTION

2.0 CONSTRUCTABILITY ASSESSMENT

2.1 Demolition of Existing Structures

2.2 Installation of New Piles

2.2.1 Pile Type

2.2.2 Pile Tip for Driving Through Rock

2.2.3 Driving Pile Through Rock

2.2.4 Pile Hammers

2.2.5 Pile Template

2.3 Rock Placement (HDR)

2.4 Major Construction Work Fronts

2.5 Construction Assumptions

2.6 Construction Phasing

2.7 Construction Access / Staging

2.8 Contractors

DRAFT CONSTRUCTABILITY ASSESSMENT REPORT | 3

1.0 INTRODUCTION

The Sand Island Pile Dike Repair Project involves the repair and maintenance of the existing dikes to establish a fully functional hydraulic condition. Repair and maintenance activities includes removal of existing deteriorated timber piles, raising of the enrockment (consisting of riprap type material) crest elevation, and installation of offset replacement 24-inch pipe piles along the existing dike footprint along a parallel alignment. The 24-inch pipe piles will be installed through an existing enrockment into underlying native sands. Given the potential difficulties in installation, a constructability assessment was requested to evaluate the constructability of installing the piles through the existing enrockment.

2.0 CONSTRUCTABILITY ASSESSMENT

As part of the constructability assessment, conversations were held with three different marine contractors, J.E. McAmis, Advanced American Construction, and Bergerson Construction, to discuss the constructability issues with demolition of the existing pile dikes and construction of the new pile dikes.

The focus of the discussions centered around the limiting environmental conditions working near the

Mouth of the Columbia River, feasibility of driving the steel pile through 2-6 feet of existing enrockment, and what equipment would be most effective for completing the work. Copies of the notes from each contractor meeting are included as attachments to this report.

2.1 Demolition of Existing Structures

All demolition work on the existing pile dikes will be performed with standard marine construction equipment consisting of crane barges and/or derrick barges along with material barges. Demolition of the existing pile dikes will consist of the removal of the existing timber piles, spreaders, and steel connection hardware on the four pile dikes. First, above-water timber spreaders will be removed to allow for access to remove the timber pile. The timber spreaders will be secured with rigging from the crane and then cut with a chainsaw, assuming the connection hardware is still holding the timber spreader to the piles. Once the timber spreaders have been removed, the timber piles can then be removed.

Most of the existing timber piles are degraded or rotten at the top portion of the pile that remains above the waterline. Removal of the existing timber piles can be performed by several methods and will depend on the integrity of the pile below the waterline. Standard methods for timber pile removal are dead-pulling with a choker, removal with a small vibratory extractor, or breaking the pile off at the mudline.

Based on their experience removing timber piles at other locations and/or also working on other pile dikes on the Columbia River, all three contractors thought the timber piles could be extracted with a crane by pulling with a choker if there was competent pile below the waterline. Another method of removal would be to fresh head the piles and use a small vibratory extractor to remove the piles. This could prove difficult if there is no competent pile left above the waterline. One of the contractors also had a tool which clamped to the timber pile and had some vibration action to the clamp. Lastly, if no competent pile exists, the existing timber piles can be removed using a clamshell bucket and snapping the timber piles at a specified elevation at or above the existing enrockment.

The timber spreaders, remnant hardware, and timber piles will be loaded onto a material barge and transported to a docking facility for offloading, processing, and subsequent hauling to a licensed landfill or other waste facility.

2.2 Installation of New Piles

Construction will consist of driving steel pipe piles along an alignment that is offset from the existing timber pile dikes alignment. Once the piles are installed rock will be placed around the piles as scour protection. Material barges will transport the piles and rock to the site and serve as staging platforms for the crane barges performing the work.

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Installation of the new steel pipe piles would likely begin at the inshore end of the pile replacement area and progress offshore. While it is assumed that the demolition of the existing timber pile dikes would occur prior to installing the new piles, one of the contractors indicated they may consider leaving the existing timber pile dike in place and drive the new piles first. This would afford the contractor the ability to use the existing structure as a reference point during construction.

2.2.1 Pile Type

Steel pipe piles were chosen for their driving suitability and strength characteristics. Based on preliminary design calculations performed as part of the Design Documentation Report (DDR), it was determined that

24-inch diameter steel piles were required. The pile material is specified as ASTM A252 Grade 3 modified steel with a 50 ksi yield strength. The pile wall thicknesses vary by pile dike location and are detailed in

Table 1. The 30% Design Technical Memorandum did not specify varying pile wall thicknesses and discussed concerns with the current pile design as detailed in the DDR. The Preliminary Drivability Analysis

Technical Memorandum used 24-inch diameter by 0.5-inch wall and 0.75-inch wall piles as the basis for the GRLWEAP analysis. Pile sizes, lengths, and wall thickness will be confirmed as part of the 60% design.

The current pile design comprises two rows of 24-inch diameter pipe piles constructed offset from the original timber pile structure alignment. Each row includes piles spaced 6.2-ft on center. The two rows of piles are offset 6.2-ft. on center and are arranged in a staggered configuration to create an effective spacing of 4.2-ft. between piles. The piles do not require spreaders or fasteners and cantilever from the existing mudline to an elevation of +11.6 ft. NAVD 88. There is a king pile at each end of the pile dike with a top elevation of +21.6 ft. NAVD 88. Table 1 below details the length of repair, pile sizes, and number of piles by location.

Table 1 – Steel Pipe Pile Details per DDR

Location Length of Repair

(ft)

Pile Diameter

(in)

Wall Thickness

(in)

No. of Piles

(ea)

Pile Dike 4.01 425 24 0.75 138

Pile Dike 4.47 425 24 0.5 138

Pile Dike 5.15 450 24 0.5 146

Pile Dike 6.37 648 24 0.5 210

TOTALS 1,948 632

2.2.2 Pile Tip for Driving Through Rock

Pile tip attachments can be used to protect the pile end from damage when being driven in difficult subsurface conditions or through subsurface materials containing obstructions. There are several different pile tips that may be effective for driving pile through a layer of rock. Pile tip attachments can be closed end attachments such as conical or snub nose tips, or open-ended such as cutting shoes.

Conical tips aid the pile penetration by pushing the earth aside and can be used for breaking through thick strata and difficult driving conditions. Examples of conical tips are shown below

(https://www.nucorskyline.com/globalnav/products/accessories).

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Pointed Conical Tip Snub Nose Conical Tip

Open-ended cutting shoes help provide end protection to the pile during installation by preventing damage and buckling to the pile end. Open-ended cutting shoes are used when hard driving is anticipated due to debris or rocks. Examples of open-ended cutting shoes are shown below

(https://www.nucorskyline.com/globalnav/products/accessories).

Inside Flange Open End Cutting Shoe Outside Flange Open End Cutting Shoe

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2.2.3 Driving Pile Through Rock

The contractors were asked to discuss how they would anticipate driving pile through the existing 2 to 6-foot thick enrockment layer. All three contractors had concerns, particularly with driving piles through an unknown thickness of rock in the challenging environmental conditions present at these four sites.

All three contractors considered that the piles could be driven through shallow rock layers from time to time but that it would be very difficult to consistently drive piles through 3 to 6-feet of rock and maintain alignment. They also insisted that strict location tolerance requirements when driving pile through rock could not likely be met and recommended tolerances be as large and adaptive as feasible while still maintaining structure function. The contractors offered differing opinions on the effectiveness of removing the existing rock to install the piles. One contractor indicated that it would be easier and more efficient to remove the rock, stockpile it on a flat deck barge, drive the new piles, and then replace the rock around the piles. Using a large bucket, the contractor thought the rock could be removed productively and that it would allow for better alignment of the piles. Another contractor offered that rock could be removed at some locations where they were not able to get the pile through but that removing the rock along the entire alignment would be expensive. Contractors also suggested that instead of removing rock they may prefer to see allowance for installation of additional piles and modification to the alignment or spacing around an obstruction while still maintaining the structures function. Once they were around the obstruction, the piles could then go back to the prescribed alignment and spacing.

Discussions with the contractors regarding pile tips for assisting the pile driving through the rock layer also produced several different opinions. One contractor indicated that open-ended cutting shoes needed to be used when installing pipe piles with a vibratory hammer. Using a conical tip reduces the effectiveness of the vibratory hammer once through the rock and driving in sand.

Another contractor offered that either conical tips or open-ended cutting shoes could be driven with a vibratory hammer. The conical tips or cutting shoes are helpful but don’t guarantee getting the pile through 2 to 6-feet of rock. If the rock size ends up being larger than the pile tip then the type of pile tip won’t matter, and the rock will need to be removed. The effort will be in getting the pile through the rock layer. Once the pile is through the rock and into the sand it will likely drive to desired tip elevation with a vibratory hammer.

One contractor offered experience from a recent project installing 24-inch pipe piles through a 2 to 4-foot-thick layer of rip rap beneath an existing pier. The average rock size was approximately 18-inches and the permanent piles had conical tips installed. The conical points alone were not enough to move the rock aside to get the pile through. They ended up using a larger diameter pile with open-ended cutting shoes to spud holes through the rock and then drove the permanent pile through the spudded pile. The tops of the piles sustained damage from driving the piles through the rock and there appeared to be no advantage to either the conical point or the open-ended cutting shoe. They did agree that conical tips can take away some of the ability of the vibratory hammer to work efficiently and that open-ended cutting shoes work like a cookie cutter, slicing through liquefiable material very well. They stated that vibratory hammers work great in lower blow count sand and as the blow count increases the vibratory hammer efficiency decreases. A photo of a damaged pile top from that project is shown below.

g2encnab Sticky Note 3 to 6 feet of rock, strict tolerance g2encnab Sticky Note conical tips vs. ring shoes, vib vs. impact g2encnab Sticky Note drive to depth with vib, if open-end driving g2encnab various means and methods, larger diameter open-end piles could be "easier"

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Damaged pile top from driving pile through rock layer (provided by Bergerson Construction, Inc.)

In general, all contractors anticipated that a vibratory hammer would be the likely tool used for driving pile but that an impact hammer would be available if necessary. All contractors felt that a test pile program should be conducted to better inform the design/contract documents and provide additional information for bidding.

2.2.4 Pile Hammers

The two types of hammers most commonly used for driving larger diameter steel piling are an impact hammer or a vibratory hammer. The steel pipe piles for this project will be installed from a floating crane barge or derrick barge which supports the pile leads, raises the pile, and operates a hammer. The crane barge will use either an impact hammer or a vibratory hammer.

Vibratory hammers are generally used for driving pile in sandy soils or other liquefiable soils. Vibratory hammers can be used to either drive a pile or extract a pile. Vibratory hammers contain a system of counter-rotating eccentric weights, powered by hydraulic motors, and designed so that horizontal vibrations cancel out, while vertical vibrations are transmitted into the pile. A separate hydraulic pump unit, powered by a diesel engine, transmits hydraulic fluid via hoses extending from the hydraulic pump unit to the vibratory unit. The vibratory unit consists of rotating eccentric weights, a suspension system that isolates the vibratory forces from the lifting device, and a clamping system that connects the vibratory driver to the pile. Vibratory hammers are available with different vibration rates, ranging from 1,200 to

2,400 vibrations per minute. The soil conditions influence the vibration rate needed to install the pile which determines the hammer weight, hydraulic pressure, and hydraulic pump power required.

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The impact hammer is typically a large two-stroke diesel engine, hydraulic power systems are also available. The weight is the piston, and the apparatus which connects to the top of the pile is the cylinder.

The piledriving cycle is started by raising the piston, usually a cable from the crane holding the pile driver and leads, which draws air into the cylinder. Using a quick-release trip the piston is dropped with the weight of the falling piston compressing the air, heating it to the ignition point of diesel fuel. As the piston begins to fall, diesel fuel is injected into the cylinder. The mixture ignites, transferring the energy of the falling piston to the pile head, and driving the piston back up. The rising piston draws in fresh air, and the cycle starts over until the diesel fuel runs out or is stopped by the piledriving crew. The diesel hammer is typically mounted in a set of steel box-type leads with guides keeping the hammer aligned within the leads. The leads can either be fixed to the boom tip of the crane or swinging leads which are held by the crane with wire rigging. On most marine work swinging leads are typically used due to the potential for movement of the barge and crane in swell conditions.

As discussed earlier, all contractors indicated that they would use a vibratory hammer to install the piles.

They all agreed that pipe piles are more effectively installed in sand using a vibratory hammer, and that it allows better vertical control and alignment than an impact hammer. They each confirmed that an

American Piledriving Equipment (APE) 200-6 vibratory hammer is the size typically used to drive 24-inch steel piles in sand. The contractors have used this hammer on previous project in the area (Coast Guard marker piles, offload facility at Jetty A, and miscellaneous pier projects) and have had good success installing steel piles in sand. Two of the contractors also wanted the flexibility to use an impact hammer if necessary, stating that a vibratory hammer works well getting piles down through liquefiable soils but is not very effective getting piles through rock. They typically use an APE D-50-52 diesel impact hammer to drive 24-inch pipe piles when harder soil conditions are encountered. The specification sheets for the

APE 200-6 vibratory hammer and the APE D50-52 impact hammer are included as attachments to this memo.

2.2.5 Pile Template

To drive the piles through the existing enrockment layer a template will need to be used to maintain pile alignment and allow the contractor to continually check the pile for plumb. The template will need to be secured with temporary piles, so it is free-standing from the crane barge. Using a reasonable template, one of the contractors discussed sequencing of the work in 100-foot increment lengths for driving the pile. A picture of a pile being installed using a simple steel template structure is shown below.

g2encnab Sticky Note APE 200-6 vibratory hammer g2encnab Sticky Note

APE D50-52

g2encnab fee-standing template

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Template for Installing Steel Pipe Pile (provided by Power Engineering Construction Co.)

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2.3 Rock Placement (HDR)

After the steel pipe piles are installed, a new rock apron will be placed around the piles as scour protection. The contractors did not see any issues with placing the scour protection rock around the piles.

There was a comment regarding possible damage to the coating that was followed up by the remark that driving the piles through the rock would damage the coating also.

One important question asked by all the contractors was if there would be a restriction on the amount of time the new piles could be left in place without the scour protection rock being placed? This will need to be addressed as the design progresses. There were additional questions on rock placement tolerances and how restrictive the rock gradation was. On other projects they have had issues when the gradation is too restrictive that only one quarry can provide the material. Allowing a rock gradation that can be met by multiple quarries will ensure better supply and better pricing for the project.

2.4 Major Construction Work Fronts

Construction methods for the project will employ standard marine equipment to accomplish in-water construction. The contractor will use material barges and one or two crane barges or derrick barges to conduct all over-water activities, including pile dike demolition, pile driving and rock placement.

To navigate, barges will be assisted by a tug boat. The size of barges will vary depending on construction requirements, but they typically range from 150 ft up to 250 ft in length. Larger barges typically include heavy-duty steel spuds dropped to the bottom to anchor the barge in position. Smaller barges typically apply a four or six-point mooring system using cables and anchors on the seafloor to anchor the barge;

winches are then used to adjust the anchor lines to position the barge.

The contractor’s work platform will be a key component of the project and will depend on the equipment the contractor has available. One of the contractors, J.E. McAmis, owns derrick barges with long, heavy spuds to hold the barge in position. This is typical of dredging contractors that perform clamshell dredging work as they need to hold both the dredge and dump scow in position, sometimes in high current conditions. A picture of a crane barge with heavy spuds is shown below.

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Crane Barge with Heavy-Duty Spuds

The other two contractors had more conventional derrick barges with anchoring systems and smaller spuds, typical of marine construction and pile driving equipment. Bergerson Construction, Inc. owns a

120’ x 60’ derrick barge with a 230-ton crane. They have used their derrick barge on multiple projects near the Mouth of the Columbia River, including the Coast Guard marker piles near Pile Dike 5.15 and the offload facility for the Jetty A Repair Project. Advanced American Construction, Inc. owns a derrick barge with a 200-ton crane and multiple crane barges ranging in length from 105 feet to 125 feet. Copies of their equipment cut sheets are included in the attachments. A picture of a typical crane barge driving a steel pile with an impact hammer is shown below.

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Crane Barge driving a steel pile with an impact hammer

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2.5 Construction Assumptions

Many of the construction assumptions discussed by the contractors were based on both their equipment fleet and experience working in the area. Some of the major construction assumptions are as follows:

• All the contractors indicated they would only work a single shift for the piledriving work as it is too dangerous trying to drive pile at night.

• Two of the contractors indicated they would move their equipment in and out each day, moving behind the island at night for additional shelter. They anticipated outfitting their barges with a heavy anchoring system.

• The other contractor had equipment with heavy spuds and would likely leave the barge onsite overnight. They indicated they would also use a heavy anchoring system as back-up to the spuds.

• Another option discussed was the potential for a jack-up barge, however these can be costly to rent and still need calmer water to jack up and down.

• Two of the contractors anticipated low productions for the piledriving work of approximately 4-6 piles per day.

• The other contractor indicated that by removing the existing rock and using a good template, they estimate production at 10-12 piles per day.

The difference in construction assumptions between the contractors can be traced to their different fleet arrangements, however a common theme throughout all the discussions was the lack of information on the rock thickness and sizing. Not knowing the existing rock thickness and potential rock sizing would place a lot of risk on the contractor’s and cause them to address that risk in their bid numbers, leading to higher bid prices. All contractors felt that a test pile program should be conducted to better inform the design/contract documents and provide additional information for bidding.

2.6 Construction Phasing

Based on their experience working in the project vicinity, all contractors anticipated the piledriving work would need to be completed over the summer season, from May through October. Even though the weather and swell conditions are better in the summer there are still large tidal swings. The piledriving work will be easier to perform on either side of slack tide. Large ebb tides combined with river current would make conditions unworkable.

Based on the amount of demolition, piledriving, and rock work to be completed and being subject to single shift work, the contractors would require multiple seasons to complete the project. All three of the contractors would prefer to see a longer contract duration rather than having to use multiple crane barges to complete the work in a shorter timeframe. A longer duration would allow for market flexibility and more competition since the same crane barges are used for dredging and other marine construction work.

2.7 Construction Access / Staging

The contractor would need a competent dock or bulkhead structure to stage and load out the materials for the project. The pipe piles and rock would be staged at the dock and loaded onto material barges and towed to the site for use in the construction. Debris from the demolition of the pile dikes would be offloaded at the staging area and processed into trucks, dumpsters, or other containers for disposal at a licensed landfill.

2.8 Contractors

There are other marine contractors on the West Coast with capable derrick barges and crane barges that would be potential bidders for the project including Manson Construction Co., General Construction Co.

(Kiewit), The Dutra Group, and American Construction Co. These companies have performed marine construction and dredging work along the West Coast and have the equipment fleet capability to perform the work.

ATTACHMENTS

CONTRACTOR MEETING NOTES

Teleconference Notes – J.E. McAmis Page 1 January 4, 2019

Attendees M&N: Bill Gerken, Jack Fink J.E. McAmis: Scott Vandegrift, Aaron Anderson

Notes:

Purpose and Goals:

• Identify limiting environmental conditions for working near Mouth of Columbia River

• Identify likely equipment and methods of construction for driving piles through rock.

• Discuss potential project scheduling and duration for completing work.

• How can the project be improved to attract bids?

Discussion w/J.E. McAmis:

• Experience working near Mouth of Columbia River o Have performed pile driving work in the area for Coast Guard Marker piles, have performed dredging work in Baker Bay which has strong tidal and current conditions, and are currently working on North

Jetty Repair project. Understand conditions and risks with working in Mouth of Columbia River.

o Work will need to be performed during May to October timeframe. Usually workable in summer months with conventional derrick barge as swell tends to lay down during summer. Can have large tides in summer months but not a lot of flow.

o Would leave rig onsite rather than move in and out each day but will be weather-dependent.

• Demolition of existing pile dikes o Usually can remove timber piles using a choker and pull them out. Most of these piles pull fairly easily.

o Can also use a bucket to pull out piles.

o If installing piles on same alignment or close to same alignment would want to fully remove piles so you are not dealing with piles stubs if rock must be removed to get new piles in.

• Experience driving pipe pile through rock o Will need to remove some of the rock. Driving piles through shallow rock layers can be done from time to time, but overall will be very difficult for to drive pile through 4-6 feet of rock.

o Will be easier and more efficient to remove rock, stockpile on flat deck barge, drive new piles, and replace rock. Using a large bucket, the rock can be removed productively.

o Removing rock will also allow for better alignment of piles. With a reasonable template, they would look at performing work in 100’ increments lengths for driving pile.

o If trying to drive through rock, can use pile as a lever to move rock around as end of pile hits rock.

Given the number of piles that need to be installed this is not an efficient method.

o Need to have a regular driving shoe on a pipe pile when using a vibratory hammer. Using a conical pile tip reduces the effectiveness of the vibratory hammer to liquify the sand around the tip.

o If using a conical tip, you would need to use an impact hammer.

Sand Island Pile Dikes, Mouth of the Columbia River, OR

Informal Teleconference with Contractors about Constructability

January 4, 2019 10:00am

Informal Teleconference with Contractors about Constructability

Teleconference Notes – J.E. McAmis Page 2 January 4, 2019 o Would use a vibratory hammer to perform this work. Pipe piles are more effectively installed in sand using a vibratory hammer (APE 200 or similar). You have better vertical control and alignment using a vibratory hammer.

o Repairs to existing pile dikes using timber piles were typically performed by removing existing timber piles and immediately going back in the same hole with a new timber pile. This usually worked pretty well but if timber pile hit a rock it may splinter and break as it was being driven with an impact hammer. When future repairs would be made, pile would be broken off and hanging on spreaders.

• New rock scour protection o Placement of rock after driving piles is not an issue.

o Would there be a restriction on the amount of time the piles can be in place without additional scour rock being placed?

• Floating equipment required to perform the work o Work platform will be key component. They own derrick barges with long, heavy spuds. Will need a rig with heavy spuds and possibly anchors as additional safety measure.

o Once rig is on site and spudded down it is secure. Issue is generally when you try to move the rig and shouldn’t.

• Duration/Equipment availability to perform the work o Test pile program would need to demonstrate ability to drive pile through rock and maintain alignment and location tolerances.

o Tighter tolerances (6” or less) would not allow for pile to be driven through rock.

o Would work single shift for pile driving work. Do not like driving pile at night due to safety concerns.

o Potential to double shift during summer months; could get up to 16 hours/day.

o Would prefer to see longer contract duration rather than have to use multiple rigs and complete work in two seasons. Longer duration allows for market flexibility since dredging projects use same rigs and would allow for more competition. Shorter duration will require multiple rigs to perform all of the work and limit the project to large contractors who own several derrick barges (e.g. Manson, Kiewit).

o Given the pile lengths, if prep work of removing rock along pile alignment is performed, along with good template, production of 10-12 pile/day should be achievable.

Teleconference Notes – Advanced American Construction, Inc. Page 1 January 11, 2019

M&N: Bill Gerken, Jack Fink Advanced American Construction, Inc.: Dee Burch, David Pierce

Notes:

Purpose and Goals:

• Identify limiting environmental conditions for working near Mouth of Columbia River

• Identify likely equipment and methods of construction for driving piles through rock.

Discussion w/Advanced American Construction, Inc.:

o Have worked on pile driving projects in the area and performed repair work to pile dikes in the past but have not worked on pile dikes at Sand Island.

o Are familiar with the extreme tidal range and current conditions at the site and understand the risks associated with working in Mouth of Columbia River.

o Pile driving work will be easier to perform on either side of slack tide. Large ebb tides combined with river current would not be workable.

o Some tide conditions and favorable weather would allow rig to stay onsite but will likely move rig in and out each day depending on weather conditions. Weather as a rule is generally nasty.

o Would want to have an area close by to take the rig that is not as exposed when weather does hit

(temporary mooring or piles on back side of island).

• Demolition of existing pile dikes o Likely able to dead pull timber pile out with a choker if there is competent pile below waterline.

o Cut spreader with chainsaw and pull pile w/spreader attached.

o Were able to cut disintegrated piles at waterline on recent pier removal project and remove 4-5 pile tops and spreaders at a time. Then came back and used vibratory extractor to remove remaining timber pile. Almost all pile were extracted cleanly without breaking at mudline.

o Also have tool which clamps to timber pile and has some vibration action to it.

• Experience driving pipe pile through rock o Could remove rock at locations where pile could not get through embankment. Would want to test small area during test pile program to see if rock can be effectively excavated with bucket.

o Removing rock along entire alignment would be expensive.

o Asked about rock thickness and what cost would be on getting data to help remove risk from contractors prior to bid. Not knowing rock thickness will cause contractors to assess the risk in their bid numbers, leading to higher bid prices as they will have to assume rock removal along certain parts of the alignment.

Sand Island Pile Dikes, Mouth of the Columbia River, OR

Informal Teleconference with Contractors about Constructability

January 11, 2019 9:00am

Teleconference Notes – Advanced American Construction, Inc. Page 2 January 11, 2019 o Conical tips or stingers are helpful but don’t guarantee getting pile through 6’ or more of rock.

Conical tips can cost $400-$500 before welding to pile. If you end up hitting large rock then type of pile tip will not matter and rock will need to be removed.

o Could use a conical tip, open-ended driving shoe, or stinger with vibratory hammer. Effort will be in getting the pile through the rock. Once pile is into sand it will drive fairly quickly with either vibratory or impact.

o Rather than remove rock they would prefer to see additional piles be installed to modify alignment/spacing around obstruction or difficult locations while still maintaining hydraulic effect.

Once around obstruction piles could then go back to prescribed alignment and spacing. More efficient operation and less costly to continue driving pile rather than having to stop to remove rock or leaving areas to come back later. Don’t think the visual in-line consistency makes the hydraulics any better.

o Horizontal tolerance of 6” to 12” will be tolerance of getting pile through the rock. Once the pile gets through the rock it can be adjusted to some extent to get close to plumb.

o If the existing rock size is in the 6” to 20” range then a 6” to 12” tolerance can likely be met. As rock size gets larger then tolerance will get higher.

o Would likely use a vibratory hammer to perform this work but want flexibility to use impact hammer also.

o APE 200 vibro hammer works best for pile this size; D50 Impact hammer.

• New rock scour protection o Placement of rock after driving piles won’t damage piles structurally but may damage coating. Any coating will also be damaged trying to get pile through rock. May not be an issue if oxygen cannot get to areas where coating has been damaged.

o Asked about coating on piles? Possibly HDG or use thicker pile to handle corrosion?

• Floating equipment required to perform the work o Better to have rig and support equipment set up for one operation. May need to have two rigs, one performing demo in front of installation.

o Multiple rigs can be used, they just need to be able to work on independent task far enough ahead of second rig. Do not want rigs working close to each other in this environment.

o Would use a rig with heavy spuds in combination with anchors.

• Duration/Equipment availability to perform the work o Test pile program would be worthwhile to see how effectively piles could be installed through the rock.

o Test conical tip, stinger, and open-ended shoe to determine which is more effective and where as part of test pile program.

o Test pile program does not need to leave permanent pile in place but needs to determine how far off existing alignment pile can be installed through rock embankment at acceptable tolerance.

o Test two different locations on each pile dike. Would be able to get a lot of work done in a couple of weeks.

o As part of test pile program also include removal of existing timber piles to determine how easily they can be removed and what methods are effective.

o Test pile program would give you a very good sense of how thick the rock layer is based on driving conditions using a vibratory hammer. There will be a distinct difference once the pile breaks through the rock and into the sand below.

o Would work single shift for pile driving work. Production time per day will be limited based on whether rig has to move in and out each day.

o If piles pull easily could get 40 per shift. If not, and they need to be snapped off at mudline or removed with vibratory extractor then could be 20 or less per day depending on productive hours of work.

o Could get 4-6 piles per day depending on how much work is required to get them through the rock.

Test pile program would definitely help confirm production rates and help remove risk from project resulting in better bids.

o Fewer seasons for construction is more productive and cost effective. Beyond two seasons is likely not necessary. Pricing would be better if work could be completed in one season but without test pile program it will be hard to know if productivity could be met.

Teleconference Notes – Advanced American Construction, Inc. Page 3 January 11, 2019 o Would need a competent dock to stage and load out rock and piles for the project. Material would be staged at dock and loaded onto flat deck barges. Would need to determine where closest facility is that could be rented for duration of project.

o Need to ensure gradation for additional rock scour protection around piles can be met by local quarries so there are multiple suppliers. Have had issues on past projects where gradation was so restrictive only one quarry could provide material and they have hard time even getting a quote.

o Asked if it was possible to use quarry spalls which is essentially waste product from making large rock for jetty projects?

Teleconference Notes – Bergerson Construction, Inc. Page 1 January 14, 2019

M&N: Jack Fink Bergerson Construction, Inc.: Greg Morrill

Notes:

Purpose and Goals:

• Identify limiting environmental conditions for working near Mouth of Columbia River

• Identify likely equipment and methods of construction for driving piles through rock.

Discussion w/ Bergerson Construction, Inc.:

o Constructed offload facility under subcontract to Kiewit for Jetty A Repair project. Rock work was performed from land as swell was too high in that area to work efficiently from water.

o Constructed Coast Guard channel marker near end of Pile Dike 5.15. Remembers there being a very deep hole there with long piles. Will email picture if he can find.

o Working as subcontractor on East Sand Island Terrain Modification Project.

o Would move rig in and out each day so there was no risk to equipment overnight.

o Can’t emphasize enough what a really challenging environment this is to work in. Current rips through these pile dikes making it very difficult to work productively. Swell size, frequency, and current direction will dictate work hours.

• Demolition of existing pile dikes o Should be able to remove piles by pulling with a choker or removing with small vibratory extractor.

o Don’t have a preference on order of demo but would probably demo existing structure after driving new pile so they would have old structure as reference.

• Experience driving pipe pile through rock o Performed pier strengthening project in 2015 at Port of Everett where 24” steel piles were driven through existing pier deck through a 2-4 foot layer of rip rap under pier. Average rock size was 18 inch and getting piles through rock was a nightmare. Ended up using a combination of heavy wall probes (36’ diameter pipe) with conical points and open-ended shoes to spud holes through rock.

There was no advantage to open-ended or close-ended piles in getting through rock with probes.

o Most piles ended up being installed by driving the 36” piles through rock and then driving 24” piles inside the 36” piles to get the permanent piles installed.

o Permanent piles had conical tips also. Conical points alone were not enough to move rock aside to get piles through.

o Used APE 200-6 vibratory hammer and D-50 diesel impact hammer to install piles.

o Vibratory hammer works well getting piles down through liquefiable soils but not effective getting through rock.

Sand Island Pile Dikes, Mouth of the Columbia River, OR

Informal Teleconference with Contractors about Constructability

January 14, 2019 9:00am

Teleconference Notes – Bergerson Construction, Inc. Page 2 January 14, 2019 o Conical tips take away some of the ability of the vibratory hammer to work efficiently. Vibratory hammers work great in lower blow count sand. Efficiency gets worse as blow count gets higher.

o Open-ended shoes work like cookie cutter, slice through liquefiable material well.

o Given experience trying to get pipe pile through known thickness of rock, don’t have a great deal of certainty that pile can be driven through 2-6 feet of rock.

o Need to check during test pile program if rock can be effectively excavated.

o Asked what kind of effect current will have on piles without any stringers (spreaders)?

• New rock scour protection o Placement of rock after driving piles – asked what tolerance would be for rock placement? Corps sometimes has strict tolerance for rock placement. Due to conditions at site, will need tolerance for placing rock underwater.

o Asked how long piles could be left in place without additional rock scour apron being placed?

• Floating equipment required to perform the work o Bergerson has a conventional derrick barge, 120’ x 60’ with a 230-ton crane. Rig has 24” pipe spuds which are too light for these conditions and would end up bending. Would need bigger spuds for these conditions.

o Would need a large derrick barge with heavy anchor system or possibly jack-up barge.

o Clamshell dredges have heavy spuds which allow them to work in rougher conditions. However, crew is not working under 30,000-lb. bucket. Crew will be working under pile, hammer and leads, and possible in the leads, so high swell conditions become dangerous.

o Working as sub on East Sand Island Terrain Modification Project. Have stated working conditions of

5-foot swell outside and winds less than 15 knots so they are not tearing up their equipment.

o Hard pressed to get those conditions consistently in the summer.

o Would use a rig with heavy spuds in combination with anchors.

• Duration/Equipment availability to perform the work o Test pile program would be needed to determine if pile could be driven through rock. It should become readily apparent which pile tip is going to work if pile can get through the rock layer.

o There is an old saying in the industry that a driven pile is a tested pile!

o Would want to drive three to four pile at each location as thickness of rock is likely to vary along dike and from dike to dike.

o Bring bucket out to see if rock can be effectively excavated.

o Also include removal of a few timber piles to determine how easily they can be removed.

o Work would need to be completed over summer season (May – October). Month of October can be dicey, can be good weather or bad weather.

o Even though conditions are better in the summer, June – September could still have 50% weather days. Just don’t know what weather will be and can’t guess.

o Two seasons would be required to complete work. If possible, allow time in third season for placing rock if any of that work is remaining.

o They currently lease facility less than 10 miles away where piles and rock can be easily staged. There is also a facility in Warrenton that has been used to receive jetty stone for repair projects. Material would be staged at dock and loaded onto flat deck barges for delivery to site as needed.

VIBRATORY / IMPACT HAMMER

SPECIFICATIONS

APE Model 200-6 Vibratory Driver Extractor The Worlds Largest Provider of Foundation Construction Equipment

Specifications may vary due to site conditions, specific hammer conditions or product set up.

Specifications may change without notice.

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SPECIFICATIONS DATA

Eccentric Moment 6,600 in-lbs (76.04 kgm)

Drive Force 255 tons (2,270 kN)

Frequency Maximum (VPM) 0 - 1,650 vpm

Max Line Pull 185 tons (1,646 kN)

Bare Hammer Weight w /o Clamp 18,900 lbs (8,573 kg)

Throat Width 14.75 in (37 cm)

Length 140.00 in (356 cm)

Height w /o Clamp 75.00 in (191 cm)

APE Model 765 Power Unit

SPECIFICATIONS DATA

Engine Type Caterpillar C18 Tier II

Horse Power 765 HP (563 kW)

Drive Pressure 0 - 4,500 psi (310 bar)

Drive Flow 220 gpm (833 lpm)

Clamp Pressure 4,800 psi (69,618 bar)

Clamp Flow 10 gpm (3 lpm)

Engine Speed 2,100 rpm

Weight 20,000 lbs (9,072 kg)

Length 152 in (385 cm)

Width 82 in (208 cm)

Height 94 in (239 cm)

Hydraulic Reservoir 450 gal (1,703 L)

Fuel Capacity 150 gal (568 L)

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APE Model D50-52 Single Acting Diesel Impact Hammer

MODEL D50-52 (5.0 metric ton ram)

SPECIFICATIONS

Stroke at maximum rated energy 135 in (343 cm) Maximum rated energy (Setting 4) 124,031 ft-lbs (167.44 kNm) Setting 3 102,946 ft-lbs (138.98 kNm) Setting 2 81,861 ft-lbs (110.51 kNm) Minimum rated energy (Setting 1) 60,775 ft-lbs (82.05 kNm)

Maximum obtainable stroke Maximum obtainable energy

150 in (381 cm) 144,243 ft-lbs (196 kNm)

Speed (blows per minute) 34-53

11,025 lbs (5,000 kg) 2,255 lbs (1,023 kg)

367.94 in² (2373.80 cm²) 25,882 lbs (11,737 kg) 31,184 lbs (14,142 kg)

23.1 gal (87.4 liters)

4.4 gal (16.65 liters)

CONSUMPTION

Diesel or Bio-diesel fuel Lubrication Grease

4.16 gal/hr (16 liters/hr)

0.39 gal/hr (1.47 liters/hr)

8 to 10 pumps every 20 minutes of operation time.

STRIKER PLATE

Weight Diameter Area Thickness

1,036 lbs (470 kg) 25 in (63.5 cm)

491 in² (3167.74 cm²) 8 in (20.32 cm)

CUSHION MATERIAL

Type/Qty Micarta / 2 each Diameter 25 in (63.5 cm) Thickness 1 in (25.4 mm)

Type/Qty Thickness Diameter Total Combined Thickness Area Elastic-modulus

Aluminum / 3 each 1/2 in (12.7 mm)

25 in (63.5 cm)

3.5 in (8.89 cm) 491 in²

(3167.74 cm²) 285 ksi (1,965 mpa)

Coeff. of restitution 0.8

DRIVE CAP

DB 32: 2,436 lbs (1,104 kg)

INSERT WEIGHT

H-Beam insert for 12” (305 mm) and 14” (355 mm): 948 lbs (430 kg) Large pipe insert for sizes 12” to 24” diameter: 1,830 lbs (830 kg)

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