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Theses and Dissertations Thesis Collection

1996

Timber vs. composite/plastic pile fender systems in

Pearl Harbor maintenance cost comparison

Alling, Joseph

Monterey, California. Naval Postgraduate School

http://hdl.handle.net/10945/9075

lfvkmoxubrary

shoci.wONltKfcY UA 93943-5101

7 January 1997

From: Lieutenant Joseph F. Ailing, CEC, USN, 2 1 4-76- 1 963/5 1 00

To: Director of Civilian Institutions Programs (Code 031), Naval Post

Graduate School

Subj

:

SUBMITTAL OF MAJOR REPORT

Ref: (a) NAVFAC-12A 1/426

Encl: (1) Timber vs. Plastic/Composite Fender Pilings Maintenance Cost Comparison

1. Per reference (a), enclosure (1) is forwarded.

TIMBER VS. COMPOSITE/PLASTIC PILE FENDER SYSTEMS IN PEARL HARBORMAINTENANCE COST COMPARISON

A PLAN B PAPER SUBMITTED TO THE DEPARTMENT OF OCEAN ENGINEERINGOF THE UNIVERSITY OF HAWAII IN PARTIAL FULFILLMENT OF THE

REQUIREMENTS FOR THE DEGREE OF

MASTER OF SCIENCE

IN

OCEAN ENGINEERING

DECEMBER 1996

By

Joseph Ailing

Committee:

Kwok Fai Cheung, ChairmanHans - Jurgen Krock

Amarjit Singh

// CO

t.l

Abstract

The Navy has traditionally used treated timber materials for fender systems for piers

and wharves in Pearl Harbor. In recent years, the costs associated with the use of

timber have escalated and the Navy has begun to use plastic piles at installations

around the world to replace timber fender systems. Plastic fender systems are more

expensive, but have greater energy absorption capabilities and are more resilient to

environmental decay. To determine whether plastic piles are a cost saving alternative

to treated timber, the present study compiled and evaluated existing technical data,

maintenance/construction records and inspection reports from various Navy staff civil

engineer offices and at the Navy Public Works Center Pearl Harbor (PWC). Since

records at these various locations were not designed to present associated

cost/maintenance data in a format suitable for an economic analysis, field surveys of

over 3 miles of waterfront in Pearl Harbor and interviews with staff civil engineers and

wharf building branch managers at PWC were conducted to supplement existing

historical data. Through the gathered data, the maintenance costs of timber pile

fenders are estimated and compared to those of composite plastic piles using

manufacturers' quotes and from reports compiled by the Navy Civil Engineering

Laboratory (NCEL). For the expected life cycles of timber piles observed in Pearl

Harbor this analysis shows the proposed plastic system to be more cost effective for

shore facilities with remaining service lives of greater than ten years.

Table of Contents

Abstract ii

List of Figures iv

List of Tables v

Acknowledgment vi

1 Background 1

2 Introduction 3

2.1 General Background 3

2.2 General Designs 4

2.3 Timber Fender Systems in Pearl Harbor 5

3. Timber Pile Fender Life Cycle Estimation 9

3.1 Timber Failure Modes 9

3.1.1 Marine Borer and Insect Attack 9

3.1.2 Shrinkage Damage 10

3.1.3 Fastener Corrosion 10

3.1.4 Abrasion Damage 11

3.1.5 Overloading 11

3.2 Maintenance Record Review 11

3.3 Inspection Record Review 12

3.4 Engineering Study Review 12

3.5 Life Cycle Estimation 14

4. Plastic/Composite Fender Systems 16

4.1 Proposed Plastic/Composite Pile Fender Systems 16

4.2 Estimated Life Cycle 17

5. Capital/Maintenance Costs 18

5.1 Estimated Capital/Maintenance Costs 18

5.2 Economic Analysis Methodology 20

5.3 Capital/Maintenance Cost Comparison 23

6. Conclusions 26

7. Recommendations 28

References 34

List of Interviews 36

Appendix A - Field Survey Results and Existing Timber Fender Material Quantities ...37

Appendix B - Fender Replacement Activity Cost Estimation 64

Appendix C - Fender Maintenance Economic Analysis 69

List of Figures

1 General Timber Fender System Designs 30

2 Typical Surface Vessel Timber Fender System - Pearl Harbor 31

3 Typical Submarine Timber Fender System - Pearl Harbor 31

4 Total Costs (no recycling) vs. Remaining Design Life 32

5 Total Costs (recycling) vs. Remaining Design Life 33

List of Tables

1 Surveyed Timber Fender System Layouts - Pearl Harbor 7

2 Estimated Existing Timber Fender Material Quantities - Pearl Harbor 8

3 Structural Specifications - Plastic vs. Timber 17

4 Quoted Fender Material Costs 18

5 Pile Replacement Activity Costs and Totals for a 10 Pile Job 19

6 Timber vs. Plastic Fender Accumulated Replacement Cost Comparison 24

7 Cost Comparison Results - Plastic (25 yr. Life) vs. Timber (3 yr. Life) 24

8 Cost Comparison Results - Plastic (25 yr. Life) vs. Timber (5 yr. Life) 25

Acknowledgment

I would like to thank all members of the following commands who helped me during the

course of this project: Commander In Chief Pacific Fleet, Navy Public Works Center

Pearl Harbor, Naval Facilities Engineering Command Pacific Division, Commander

Naval Base Pearl Harbor, Naval Station Pearl Harbor and Submarine Base Pearl

Harbor. The following people were especially helpful to me during this project: CDR

Karin Lynn, CDR Mark Claussen, LCDR Jeff Hoel, Al Emond, Wayne Kekumu, and

Donald Kam. Without their help the research for this project could not have been

accomplished.

I would also like to thank my committee and the Faculty and Staff of the Ocean

Engineering Department, especially Dr. Kwok Fai Cheung for their support, flexibility

and understanding throughout my work on this project and throughout my Ocean

Engineering program.

1. Background

During a 26 July 1996 meeting with CDR Lynn & LCDR Weisenburger of Commander

in Chief Pacific Fleet (CINCPACFLT) Facilities Department interest was expressed in

determining whether the use of the latest composite/plastic piling systems was of a cost

saving alternative to the Navy in comparison to the traditional timber pilings for fender

systems in Pearl Harbor. There is a debate whether it is more cost effective to use

composite/plastic piles in the construction of fender systems in Pearl Harbor as

opposed to the timber piles over a specific time period. The composite/plastic piles are

more expensive and, therefore, incur a much greater capital cost over timber piles.

The plastic/composite piles, however, are supposedly much more durable than their

timber counterparts, which could save on recurring maintenance costs.

Further interest in this subject was expressed during meetings with both CDR

Claussen, Commander Naval Base (COMNAVBASE) Pearl Harbor Staff Civil Engineer,

and CDR Bengtson, Navy Public Works Center (PWC) Pearl Harbor Production Officer,

on 28 August 1996. It seems that the use of treated timber piles is becoming more and

more difficult due to environmental and Occupational Safety and Health Administration

(OSHA) requirements. Also, plastic piles have recycling capabilities in Hawaii.

Preliminary study for a specific facility has indicated that the use of plastic piles will be

more cost effective than timber piles (Matsuda, 1996). Both CDR Claussen and CDR

Bengtson suggested a more comprehensive study is needed to determine the most

cost saving alternative.

There is information on construction and maintenance costs of fender systems for piers

and wharves in the Pearl Harbor area, but this information is not compiled or organized

in any usable form. The information can be found at various separate staff civil

engineer offices and commands in the Pearl Harbor area. To date, no attempt has

been made to compile and analyze this information. The objective of the present study

is to compile and analyze existing data on timber usage, material costs, construction

costs, failure characteristics and disposal costs in determining the costs vs. benefits of

switching to composite/plastic piles. The analysis performed in this study would be of

tremendous use to the Navy in determining the most efficient use of

maintenance/construction dollars for pile supported fender systems for piers and

wharves in Pearl Harbor.

2. Introduction

2.1 General Background

A fender system is a structural system which stands between a berthed ship and the

pier or wharf (shore facility). The fender system is designed to absorb or dissipate the

impact energy during the berthing of a ship without causing permanent damage to the

ship or the shore facility. Once the ship is successfully berthed and moored to the

shore facility, the fender system continues to provide the interface between ship and

shore and transmits the environmental loads (wind, waves and current) on the ship to

the structure. For submarine and other low-profile ship berthing, the fender system also

provides a physical barrier to prevent the vessel from going underneath the pier and

causing a major accident.

The fender design chosen to protect a particular pier or wharf is highly dependent on

the berthing practice employed at the particular naval facility. Typically, large ships are

expected to be brought into berth assisted by two or more tug boats. Smaller ships in

some locations may be allowed to come in on their own power. When assisted by tugs,

the ship would arrive off the berth and parallel to it. The ship then fully stops in the

water and the tugs push and pull the ship transversely toward the berth to make as

much contact with the fender system as possible. When unassisted by tugs, the

smaller ship will be eased into its berth at some slight angle, referred to as the angle of

approach. In this case, the initial contact is limited to a relatively small portion of the

fender system.

Most Navy ships are berthed against separators placed between the vessel and the

fender system. This practice is the most significant difference between commercial ship

berthing and naval ship berthing. For aircraft carrier and submarine berthing,

separators are mandatory. For surface combatant ships, even though separators are

not needed, they are preferred to direct the berthing forces at the waterline (where the

ship is strongest). Berthing against separators, which are usually floating camels,

concentrates the impact energy to a small length of the fender system as well as

applies the energy at some distance below the deck. This aspect is recognized in all

fender system designs for Navy ships. Fender systems designed for commercial ships

do not usually meet the standard required for the berthing of Navy ships (MIL-HDBK-

1025/1, 1994).

2.2 General Designs

According to the military handbook, "Piers and Wharfs" (MIL-HDBK-1 025/1, 1994) the

Navy uses timber fender systems for both surface and submarine vessels berthing

along concrete shore facilities. The specific fender design is driven by the unique

requirements of each class of vessel and the structural requirements of the shore

facility, but the general design is based on two typical configurations on piers and

wharves constructed of concrete. The first configuration is based on the use of driven

piles (see Figure 1) and the second uses a "hanging" configuration (see Figure 1).

These two configurations cater to different types of vessels which apply berthing loads

at different elevations, i.e. submarines apply loads well below the free surface as

opposed to surface vessels applying loads at the free surface.

The driven pile configuration employs timber pile systems to absorb the loads induced

by vessels. The piles are usually driven to a specific depth to provide sufficient

resistance to the design loads. The piles are attached to the bull rail and columns (see

Figure 1) of the shore facility by a supporting structure made up of timber members

such as waters, chocks and blocks. These supporting members are designed to

maintain the pile position during loading and are designed for a specific pile layout and

shore facility configuration. The members are usually connected together by boring

and bolting. The walers are designed to: spread the load induced on a single pile over

a greater length of the bull rail, act as a mounting area for chocks, and provide a

convenient mounting arrangement to the pier or wharf. The chocks act as separators

between adjacent piles. The blocks are used as separators between the waler and the

bull rail. The timber fender system is tied to the bull rail by T bolts which are inserted

and turned to produce a mechanical attachment through the waler into the concrete bull

rail.

2.3 Timber Fender Systems in Pearl Harbor.

The general timber fender designs outlined above were reconfigured to meet the

specific berthing requirements and shore facility designs in Pearl Harbor. The Pearl

Harbor shore facility locations which employ timber fender systems include Naval

Station (NAVSTA), Submarine Base (SUBASE), Fleet Industrial Supply Center (FISC)

and the Naval Shipyard (NSYD). In order to classify these specific configurations site

visit surveys of existing timber fender systems covering over 3 miles of waterfront were

conducted on 22, 23 and 27 September 1996. Each facility was inspected and the

specific fender arrangement was documented (see Appendix A).

Some typical Pearl Harbor timber fender systems are shown in Figures 3 and 4. From

this survey, it was evident that there are basically three configurations of timber fender

systems presently employed in Pearl Harbor. These configurations are specified in

Table 1 . The first timber fender configuration is a driven pile system. This configuration

slightly varies at different locations in Pearl Harbor basically by the placement and/or

number of piles, walers, chocks and blocks as discussed in the military handbook (MIL-

HBK-1 025/1, 1994). The second configuration is a "hanging pile" design which ties the

timber pile system to two points on the shore facility, one at the bull rail and the other

on a column section and was only observed at the "Mike" docks (M 1-4) on Naval

Station Pearl Harbor (NAVSTA). The third configuration is basically one of the two

aforementioned timber systems employed as a secondary system to a primary fender

system. This arrangement can be found in areas of the shore facility at which a

permanent berthing location has been assigned. These primary systems, which are

designed for larger vessels, usually employ other types of fender systems, such as

pneumatic floating systems with either concrete pile or steel sheet pile backing in some

areas. The timber are used to berth smaller vessels and prevent equipment and debris

from moving under the pier or wharf where they can cause damage to the shore facility.

Some of the existing timber fender systems at these commands are being demolished

and replaced by Military Construction Projects (MILCON) or retrofitted using other types

offender systems. From the site visit surveys conducted on 22, 23 and 27 September

1996, an existing timber fender material quantity take off estimation was performed

(Appendix A). The estimated quantities for each group of the shore facilities is

summarized in Table 2. It was estimated that there are 4,715 piles along 19,480 linear

feet of shoreline. There also are approximately 23,159 linear feet of 12"x12" timber

walers, 18,667 linear feet of 8"x12" chocks and 4,146 linear feet of 4"x12" block. The

most popular fender design seems to be the driven type with a single upper waler,

chock, block layout. The pile distance on center seems to vary, but is usually around 5'

on center. The initial goal of this survey was to survey all the facilities using timber

fender systems in Pearl Harbor. The only areas in Pearl Harbor not surveyed were

West Lock and areas operated by NSYD, due to restricted access.

Facilit

y

Fender

Type(timber)

Pile Size

& Layout

Waler Size

& Layout

Chock Size

& Layout

Tie-in/Block

Size

& Layout

B22-26

driven pile 14"-18"@4'-

6' oc. w/ 9 pile

clusters @ 60'

oc.

12"x12" upper

& or lower

(varies)

8"x12" upper

& or lower

(varies)

tie-in @ 6' w/

4"x12"block

M 1-2 hanging pile

7.5' length

14" @ 3.5' oc. 12"x12" upper

& lower

8"x12" upper

& lower

tie-in @ 6' w/

4"x12"block

M3-4 hanging pile

7.5' length &combination

14" @ 3.5' oc. 12"x12" upper

& lower

8"x12" upper

& lower

tie-in @ 6' w/

4"x12"block

S 1A-

1B

driven pile &combination

14" @ 4.5' oc. 12"x12" upper

& lower

8"x12" upper

& lower

tie-in @ 5' w/

4"x12"block

S4-5 driven pile &combination

14" @ 3' oc. 12"x12" upper 8"x12" upper tie-in @ 8.5'

w/4"x12"

block

S8-9 driven pile 14" @ 2'-6' oc. 12"x12" upper 8"x12" upper tie-in @ 9'

w/4"x12"

block

S10-14

driven pile 14" @ 2'-7.75'

oc.

12"x12" upper

& or lower

(varies)

8"x12" upper

& or lower

(varies)

tie-in @ 5'

w/4"x12"

block

S15-21

driven pile 14"@2'-5' oc. 12"x12" upper

& or lower

(varies)

8"x12" upper

& or lower

(varies)

tie-in @ 5' or

9' w/4"x12"

block

K3-10 driven pile 14" @ 5' oc. 12"x12" upper 8"x12" upper tie-in @ 5' w/

4"x12"block

F1 driven pile 14" @ 5.5' oc.

w/ 9 pile

clusters @ 50'

oc.

12"x12" upper 8"x12" upper tie-in @ 6.5'

w/4"x12"

block

F9-10 driven pile 14" @ 5' oc. 12"x12" upper 8"x12" upper tie-in @ 6' w/

4"x12"block

F12-13

driven pile 14" @ 5'oc. 12"x12" upper 8"x12" upper tie-in @ 5' w/

4"x12"block

Table 1 - Surveyed Timber Fender System Layouts - Pearl Harbor

Facility

FenderType:

timber pile

Waterfront

Using

TimberFenders (If)

14"-18"

TimberPiles

12"x12"

Timber(If)

8"x12"

Timber(If)

4"x12"

Timber(If)

B 22 - 26 driven 2762 876 2454 2221 293

M 1-4 hanging &combination

1374 393 2748 2290 137

S1A-1B driven &combination

1100 206 2200 1941 220

S4-5 driven &combination

668 221 618 417 76

S8-9 driven 763 204 683 532 90

S 10-14 driven 1277 400 1060 982 720

S 15-21 driven 4118 836 5046 3695 994

K3-10 driven 4251 863 4886 3894 977

F1.9, 10,

12-13

driven 3167 716 3464 2695 639

Surveyed Totals 19,480 4,715 23,159 18,667 4,146

Table 2 - Estimated Existing Timber Fender Material Quantities - Pearl Harbor

3. Timber Pile Life Cycle Estimation

3.1 Timber Failure Modes.

Timber fenders in Pearl Harbor are subject to deterioration from decay or rot, attack by

marine borers and insects, splitting and checking brought about by drying shrinkage or

by the alternate wetting and drying cycle within the splash zone, corrosion of

connections, abrasion, and overloading. The following modes of failure have been

observed in Pearl Harbor.

3.1.1 Marine borer and insect attack. Marine borer attack is a very serious problem

for timber structures in the splash and submerged zones. The destructive effects of

two large groups of marine invertebrates, the Teredo, commonly called shipworms, and

the Limnoria, commonly called woodgribbles have been documented (CHESDIV 55-

94(147), 1994). Shipworms (Teredo) are mollusks and are distantly related to the

oyster and the clam. Shipworm species are found in nearly all saltwater harbors and

oceans of the world, except for the colder waters of the Arctic and Antarctic regions.

Infant shipworms float with the tides and either attach themselves to fixed objects or

die. Should they settle on submerged timber during the first 48 hours of their life, they

begin to change in physical appearance, with the body elongating, while tow clam like

shells begin to auger into the wood. As the shipworm begins to burrow and grow, it

becomes more worm like in appearance. In time the shipworm orients its body parallel

to the grains of the timber member. Eventually, the interior of the pile will become

completely riddled with burrows, although externally no evidence of attack is apparent.

The original hole in the surface of the timber created by the infant shipworm is no larger

than the diameter of a pinhead.

Woodgribbles are crustaceans related distantly to the crab and shrimp family. They are

quite small, averaging only 1/8 to 1/4 inch in length. This tiny organism is a voracious

wood chewer, with its appendages and mouth developed for rasping and biting. Infant

woodgribbles are released onto or inside the submerged timber member at birth.

Ordinarily woodgribbles do not burrow deep inside the timber surface but limit their

attack to shallow surface trenches. In timber piling, this results in a slow but continual

reduction in pile diameter. Damage is most frequently found at the water or mud lines,

where the woodgribble population is the greatest. Severe attack can reduce the

outside diameter of an untreated pine or Douglas fir by up to 6 inches in 1 year

(NAVFAC P-990).

Termites are the most destructive type of insect life to attack above water. They feed

on cellulose matter contained in timber. Timbers most subject to attack are wales,

chocks and blocks.

3.1.2 Shrinkage Damage. Drying causes timber to shrink. After installation this

drying process continues, especially in hot dry climates, and the timber members split

and check. This shrinkage also causes bolts to loosen in connections which, in turn,

causes slippage and deflections in timber members and even distortion and weakening

of the entire assembly.

Splitting and checking create an opening in the timber face or end that is an ideal

means of access for insects and borers. These openings also tend to accumulate

moisture and dirt, which can also easily lead to decay.

3.1.3 Fastener Corrosion . Due to the extremely corrosive effects of saltwater,

the steel connections used in timber fender construction are susceptible to

deterioration. This effect can be retarded by using galvanized steel bolts, washers and

nuts.

10

3.1.4 Abrasion Damage. Abrasion damage is usually caused at the interface

of camels and timber piles while a vessel is at berth. The camel rubs against the

seaward side of the piles, in response to constant pitching and yawing motion of the

vessel induced by wave action. This rubbing wears away of the outer fibers of the

timber pile, thus exposing the less well treated inner fibers of the wood. This exposure

is usually exploited by woodgribbles, which accelerate the rate of deterioration of the

pile. This deterioration cycle is extremely destructive because the piles are being

weakened at an area where concentrated horizontal loads are transferred to the fender

by the camel (MIL-HDBK-1 025/1, 1994).

3.1.5 Overloading. Bending failure of piles due to overloading may occur when

the vessel is at berth or during berthing operations. Wind pressure on a vessel is

transferred to the fender system. While the vessel is berthed by keeping the vessel at

berth beyond the design wind speed may result in excessive loading on the fender

piles. During berthing operations, accidental impact of a vessel on the fender system is

another cause of pile structural failure. This type of loading is particularly damaging due

to the large energies with the moving mass of the vessel. This was observed at various

locations in Pearl harbor where relatively new piles had been broken by vessels coming

into berth at speeds too great for the design fender energy absorption capacity.

3.2 Maintenance Record Review

During investigations and interviews at various commands it became evident that no

maintenance records were being kept which could be used to conduct a maintenance

cost analysis of timber fender systems. This finding was echoed by a past study

conducted by the Naval Audit Service (Audit Report, 1985). These offices had financial

records which gave information on repair project costs, but these records could not be

used to determine life cycles of timber fender systems for the following reasons:

ii

1. Damaged piles and locations are identified in the records along with quantities of

support members (walers, chock, block) but, during repair work, PWC may have

to replace more material than originally planned. This is due to further fender

damage occurring between the time of initial estimation and the start time of

repair work. This time period could be 1 month or longer. According to these

records it is not clear exactly which piles/components were actually replaced and

when.

2. The records that are being kept are more or less used for accounting purposes

and do not specify cost, materials and life cycle data in a format conducive to a

maintenance analysis. Also, costs of projects are recorded under Job Order

Numbers, in which costs for several projects are sometimes recorded using the

same Job Order Number.

3.3 Inspection Record Review.

Inspection records were also studied to determine whether any timber fender

documentation was made. However, these inspections did not usually cover the fender

systems of the shore facilities, their focus was on the structural members of the piers

and wharves, which were usually concrete or steel. But, an inspection report

conducted in 1994 at SUBASE (CHESDIV, 1994) documented deterioration of timber

fender pilings. This report showed the influence of marine borer attack on the piles.

But, no estimation was made concerning the rate of deterioration. Thus, the life cycle

of timber piles could not be determined from any existing inspection records.

3.4 Engineering Study Review.

A review of some of the engineering studies on file at various Naval Commands at

Pearl Harbor were of value in confirming the information gathered during interviews with

12

regard to failure modes and estimated life cycle of timber fender piles. The most

prevalent failure modes documented were overloading and biological deterioration

(Ferver Engineering, 1980; and Audit Report, 1985)

At warm water Naval installations, biological deterioration of timber fender systems is a

serious problem. The commonly used treatment of 20 lbs of creosote per timber pile

has not proven effective against Limnoria attack and dual treatment apparently causes

an embrittlement of the timber (Ferver Engineering, 1980). It was reported that a life

expectancy as brief as 2-3 years can be expected (Ferver Engineering, 1980). Others

reported that biological deterioration is not a problem because ship caused breakage

occurs first1

4

(see List of Interviews). This may be only partly correct. Because of the

ability of Limnoria to gain entrance to the interior of the piling through cracks and small

holes in the wood, detection is difficult or impossible until surface destruction is visible.

According to the Ferver Engineering report, during an incident at the San Diego Naval

Station, several apparently sound single treated fender piling which had been in place

3.5 years were broken. Close inspection revealed substantial Limnoria infestation and

damage to the interior of the piling. While the incident involved ship berthing impact,

the impaired strength of the piling was a contributing cause without which breakage

might not have occurred.

A study conducted by the PWC Pearl suggested a life cycle of 5 years for timber fender

piles (Matsuda, 1996). A report from the Naval Engineering Service Center (NFESC)

quoted engineers from the Port of Los Angeles estimating the usable life of a timber pile

to be 3-8 years (Hoy, 1995). The study conducted by the Naval Audit Service used a

conservative estimate of 8 years for the expected life of a timber pile in Pearl Harbor

(Audit Report, 1985). All of the aforementioned studies reported that the major

disadvantage of this timber system is the biological deterioration of the timber piling in

the sea water environment.

13

3.5 Life Cycle Estimation.

Since quantitative inspection/maintenance data on timber fender systems was not

found for timber systems in Pearl Harbor, other sources of information concerning

failure modes and life cycles of timber fender systems were sought. The

aforementioned engineering studies were augmented by a series of interviews with

marine construction and facilities maintenance personnel to gather data through

observation and experience with timber fender systems in Pearl Harbor. It was

determined from the information provided by these interviews that the range of usable

life of a timber pile in Pearl Harbor is between 3 and 5 years 1,6,7. This range was

specified for failures precipitated by environmental deterioration of the timber pile. The

major disadvantage of this timber system is the biological deterioration of the timber

piling in the sea water environment.

One other approach was considered in the life cycle analysis. This approach was to

estimate the average number of piles that are being replaced per year. Therefore, by

estimating the number of piles presently in use as fender systems, it would be possible

to derive the average life cycle of a timber pile. This approach did not produce tangible

results. It is estimated that 350 piles per year are being replaced in the Pearl Harbor

area. The following variables make it impossible to derive a life cycle. These piles are

only being replaced in critical berthing areas. The lack of available money due to

budget constraints, limits the fenders which are replaced. Thus, more piles are

deteriorating per year than are being replaced. Also, the piles that are being replaced

include piles, which may be relatively new but are damaged due to berthing loads

beyond the design load of the fender system. This approach could be used very

effectively if the historical records are kept concerning the replacement of piles for these

critical berthing areas.

14

Information provided concerning operational (loading) failure suggested that no range

or average life span could be determined. It was stated that operational failures were of

a random nature146

. Operational failures of timber fender systems cannot be predicted

from existing data because no records exist. Damage due to vessels is random in

nature and depends on such factors as: fender system design, type of vessel berthed,

frequency of use of a particular fender system, vessel/tug pilot experience, facility

location (predominant leeward or windward loading), and seasonal weather conditions.

It was concluded that no estimation can be made regarding operational failure of timber

piles1456

.

Since operational failure was determined to be random and that environmental decay is

the primary weakness of timber systems, It was concluded that the life span of timber

fender systems is 3 - 5 years in Pearl Harbor waters.

15

4. Plastic/Composite Fender Systems

4.1 Proposed Plastic/Composite Fender Systems.

According to reports from the Naval Facilities Engineering Service Center (NFESC) the

Navy is researching several composite/plastic type fender pile configurations. These

configurations include structural pipe cores, concrete filled fiberglass shells, fiberglass

and steel reinforced plastic piles and combinations thereof (Warren, 1996).

PWC Pearl is in the process of testing the use of composite/plastic piles and support

materials on future fender and camel construction/replacement projects. The brand of

material being considered for this experiment is the system developed by Seaward

International Inc. Seaward International has developed the Seapile and Seatimber

series for use as a replacement system for timber fender design and construction. This

product is designed to be comparable in structural specifications to timber and is

installed using the same method and equipment as timber piles. This system is

attractive to PWC Pearl wharf builders because of its similarity to timber construction,

longer estimated service life and recycling capabilities. The Seaward pile system is

constructed using virtually the same hardware, tools equipment and methods as timber

fender systems2368 . Table 3 shows the structural specifications for both timber and

plastic piles.

16

Pile Type Max. Allowable

Bending Stress

Berthing Load,

P (kips)

Deflection

Load (in.)

Energy (in-

kips)

Plastic (13" dia.) 2.4 6.59 10.52 35.01

Timber (14" dia) 3.77 10.62 4.92 26.15

Table 3. Structural Specifications - Plastic vs. Timber

4.2 Estimated Life Cycle.

The Seapile environmental life expectancy was estimated to be 25 - 50 years8. Timber

piles wrapped with plastic have been used for a long time. Some of these wrapped

piles have lasted for 25 years (Hoy, 1985). For the life cycle maintenance cost

analysis herein, an estimated life expectancy for plastic piles will be assumed to lie

between 10 and 25 years. These figures are conservative because of the lack of

historic data concerning plastic piles (Hoy, 1996). These figures are also conservative

operational life expectancies due to the fact that the 13" diameter Seapile has an

energy absorption capacity of 35.01 in. -kips as compared to 26.15 in.-kips for a 14"

diameter timber pile (Hoy, 1995).

17

5. Capital/Maintenance Cost Analysis

5.1 Material and Construction Costs.

The material costs shown in Table 4 were quoted from PWC Pearl Harbor3 and

Seaward International8

. The total plastic fender material cost was $4,985 compared to

$1,511 for timber. The plastic material costs are over three times that of timber.

Fender Material

cost each,

timber

cost/I (If),

timber

cost each -

Plastic

(Seapile)

cost/I (If),

Plastic

(Seapile)

pile, 65' $886.28 $13.64 $2,925.00 $45.00

waler.lZ'x^'^O" $267.87 $13.39 $900.00 $45.00

chock,8"x12,,

x20' $208.92 $10.45 $800.00 $40.00

block, 4"x12"x20' $147.96 $7.40 $360.00 $18.00

sub total $1,511.03 $4,985.00

Table 4 - Quoted Fender Material Costs

Fender construction (replacement) costs were estimated using information provided by

PWC Pearl. The estimation was performed using the typical replacement project of

demolishing and replacing 10 piles. The construction operation was broken down into

the following 9 activities and associated costs of labor, equipment and disposal were

applied. The various rates applied are the 1996 rates applied by PWC Pearl for specific

work. These activities and costs are listed in Table 5 for both timber and the Seapile

fender replacement estimation. These calculations can be seen in Appendix B.

18

Activity # Description Timber Costs Plastic Costs

1 Draw, Load, Transport Materials $677 $677

2 Stage Materials $472 $472

3 Mobilization $885 $885

4 Demolition $2,494 $2,494

5 Construction $2,494 $2,494

6 Load, Transport Debris $676 $676

7 Prep. Debris for Landfill $882 $882

8 Load, Transport Debris to Landfill $676 $676

9 Dump Costs $928 $710

Totals Total Material Costs $10,668 $33,908

Total Construction Costs $7,698 $7,698

Total Disposal Costs $2,486 $2,268

Total Costs For 10 Pile Job $20,852 43,873

Total Cost Per Pile $2,085 $4,387

Table 5 - Pile Replacement Activity Costs and Totals for a 10 Pile Job

19

The mobilization, demolition, construction and disposal costs are assumed to be the

same for both timber and the plastic system. This was assumed because the Seaward

system employs basically the same construction method, tools, connections and

equipment as timber68

.

5.2 Economic Analysis Methodology.

The analysis is based on the scenario that a fender would be replaced today and

periodically thereafter at the end of the pile life cycle for the remaining design life of the

shore facility. The initial replacement costs are included in the analysis to provide a

total cost comparison so that planners or engineers can identify the most cost effective

repair option, based on the remaining design life of the facility. The analysis was

conducted under the following assumptions and observations.

1. A typical fender system consists of: 1 - 13"x65' pile at 5' on center; 1 -

12"x12"x5' waler, 1-8"x12"x3.9' and 1-12"x12"x1' block/tie-in at 5' on center.

2. A typical repair job would replace 10 damaged fender piles and associated

supporting members, including the wales, chocks, blocks and hardware. The

limited material staging area, the facility outage duration, and the restricted

equipment working area, due to the presence of fixed pier/wharf side equipment

make it extremely difficult to undertake larger scale repair projects. The 10 pile

job size represents a typical repair project size in Pearl Harbor by which PWC

usually can set up and execute fender demolition and repair due to the

constraints listed above6. Repair projects of less than 10 piles are usually

grouped with other repair projects in the vicinity to minimize mobilization costs6

.

Larger projects are basically a series of these 10 pile jobs because equipment

has to be moved to the next location and the site area constraints along the

waterfront preclude the staging of large amounts of materials6

.

3. Costs such as drawing materials, transporting materials, staging materials,

transporting debris, and hauling debris to the landfill are assumed to be the

same for both timber an plastic fender projects6

.

4. The savings resulting from recycling the plastic piles include the debris

transportation and the landfill dumping costs. No other cost savings were

assumed.

5. The life cycle is the period of time for which the fender system continues to

provide the intended design energy absorption, since the energy absorption of

the system is performed mainly by the piles (MILHBK 1025/1, 1994).

6. The expected life cycle of a timber pile is between 3 and 5 years. A 5 year

expected life cycle, tends to be optimistic, because of the existence severely

deteriorated piles which were installed 5 years prior, not loaded by vessels, and

were subject only to environmental decay7.

7. The expected usable life of a plastic Seapile between 10 and 25 years was

chosen in order to provide a "low end" for comparison. This is a conservative

estimation compared to the manufacturers claim of 25 to 50 years. An expected

life of 25 years, which is still conservative according to the manufacturer, was

used because of claims made by the Port of Los Angeles officials who observed

life cycles of 25 years for timber piles wrapped in plastic, which protected the

timber piles from environmental decay (Hoy, 1995).

21

8. All replacement costs except timber are increasing at the rate of inflation. The

cost of timber is inflating at a rate of 14.87 per year due to the lack of large trees

available for the production of large timber piles (Williams, 1994).

9. The cost of plastic materials will increase with the rate of inflation even though

cost should decline in the future due to advances in manufacturing and the

establishment of the recycling industry8

.

10. The average inflation rate for the next 50 years is 3.7 %. This figure was

obtained by averaging the successive annual percent change in the Producer

Price Index over the past 48 years (Census Bureau, 1975; Labor Dept., 1996;

and Census Bureau, 1994). See Appendix C for calculations.

Two economic analyses were performed. The first analysis assumes the plastic fender

debris will be disposed of in the landfill as for the timber debris. The second analysis

assumes the plastic will be recycled and will not have to be disposed of in the landfill.

The analysis was conducted using the Excel spread sheets as shown in Appendix C.

The cost of replacement for each fender type, plastic and timber were grouped together

in the following manner. The cost of material (plastic or timber only) is denoted by (M).

The other costs (labor, equipment, mobilization, disposal, etc.) are grouped together as

one cost (C). The total of these costs, M + C, represent the cost of fender replacement

today. The present worth of these future costs are then calculated using the following

equation.

P = C +—-—

—

(1 + 0"

Where i = average inflation rate and j= inflation rate of timber. For the calculation of P

for plastic, i= j. These future costs are then accrued over each replacement life cycle

22

for each fender system which yields the total accumulated replacement (maintenance)

cost per pile location.

5.3 Capital/Maintenance Cost Comparison.

Capital/Maintenance costs are plotted against projected remaining facility design life of

10, 20 , 30, 40 and 50 years in Figures 4 and 5. The first plot represents Case 1,

which assumes that removed plastic material will be disposed of like that of timber (see

Figure 4). The second plot, Case 2 (see Figure 5), assumes that the removed plastic

will be recycled, so no disposal costs are incurred. The results show that for facilities

with design lives of greater than 10, plastic is more economical. Ranges were used for

expected pile life and projected design life values in order to provide flexibility in

determining the "best choice" replacement fender system for a particular facility. This

approach is similar to the design decision making process when considering design

alternatives for a particular construction project.

Table 6 is a cost comparison matrix which summarizes the results of the

aforementioned economic analysis. This table illustrates drastic differences in costs

between timber and plastic systems, especially for longer remaining facility design lives.

In order to justify the use of plastic, it is reasonable to consider the point where the

plastic system pays for itself in cost savings over timber. If it is assumed that the plastic

pile system will last 25 years, the plastic system will pay for itself within 10 years if

timber lasts 3 or 5 years. If it is assumed that the plastic system will last only 10 years

and timber lasts 5 years, the plastic system will pay for itself in 20 years. This last

scenario, assuming timber to last 5 years, does not seem to be realistic because of the

observations of failures timber piles in Pearl Harbor 1 67. Tables 7 and 8 show the cost

savings of using plastic assuming a 25 year life cycle to that of timber assuming both 3

and 5 year life cycles.

23

remaining

facility

design life

(yrs)

timber-

3 yr life

($)

timber-

5 yr life

($)

plastic-

norecycle

10 yr life

($)

plastic-

norecycle

25 yr life

($)

plastic-

recycle

10 yr life

($)

plastic-

recycle

25 yr life

($)

10 11,060 4,839 4,387 4,387 4,161 4,161

20 28,681 14,433 8,775 4,387 8,322 4,161

30 68,010 37,256 13,162 8,775 12,483 8,322

40 217,008 96,874 17,549 8,775 16,644 8,322

50 529,433 258,837 21,937 8,775 20,805 8,322

Table 6 - Timber vs. Plastic Fender Accumulated Replacement Cost Comparison

accumulated cost savings per

pile location (no recycling)

accumulated cost savings

per pile location (recycling)

design

life (yrs)

present worth

$

% savings present worth

$

% savings

10 6,673 60.3% 6,899 62.4%

20 24,293 84.7% 24,520 85.5%

30 59,235 87.1% 59,688 87.8%

40 208,233 96.0% 208,686 96.2%

50 520,659 98.3% 521,112 98.4%

Table 7 - Cost Comparison Results Plastic (25 yr. Life) vs. Timber (3 yr. Life)

24

accumulated cost savings per pile

location (no recycling)

accumulated cost savings

per pile location (recycling)

design

life (yrs)

present worth

$

% savings present worth

$

% savings

10 451 9.3% 678 14.0%

20 10,046 69.6% 10,273 71.2%

30 28,481 76.4% 28,934 77.7%

40 88,099 90.9% 88,552 91.4%

50 250,062 96.6% 250,515 96.8%

Table 8 - Cost Comparison Results Plastic (25 yr. Life) vs. Timber (5 yr. Life)

6. Conclusions

The life cycle of the fender pile is the most important factor in determining the most cost

effective material type for design and construction. The life cycle of a fender pile system

is determined by the structural integrity of the piles. It is important to identify when the

pile fails to support its design energy absorption capacity. This means that if the pile is

damaged, it will not support its intended load and will fail under operational loading.

Since failures from operational loading are of a random nature and no data exists to

statistically model operational fender loading characteristics in Pearl Harbor, failures

caused by operational loading were not considered in the life cycle estimation of the

fender pile system.

It has been observed that timber piles in Pearl Harbor become damaged from

environmental factors such as shrinkage and marine borer attack at a fairly rapid rate.

Since it has been shown that environmental deterioration can accelerate operational

loading failure, deterioration due to environmental factors governs the estimation of pile

life cycle. Through interviews and site inspections, the life cycle of a timber pile was

estimated at about 3 years. At this point, it can be expected that the pile will become

weakened from environmental deterioration and, therefore, become too weak to

support its intended loading capacity. A reasonable estimate for the life cycle of a

plastic pile can be reached from observations of timber piles wrapped with plastic

lasting up to 25 years.

The analysis was made using the lower and upper bounds of the estimated piles life

cycles, which are 3 and 5 years for timber and 10 and 25 years for plastic piles.

Potential recycling capability exists in Hawaii and was also considered in the analysis,

although no reduction in plastic material costs were assumed. The accumulated

26

present worth replacement cost for both timber and plastic for assumed remaining

shore facility design lives were estimated for each of the projected usable life cycles of

plastic and timber piles. It is observed that timber is more costly for each remaining

design life. For each of the projected remaining design lives, the accumulated plastic

fender replacement costs are less than those of timber. The plastic fender system,

although incurs a much greater initial cost, will pay for itself through savings in

maintenance, within 10 years if a 3 year life cycle is assumed for timber.

27

7. Recommendations

This study was conducted based on data obtained from personal interviews,

engineering reports, and field inspection results. In order to substantiate the findings of

this report, a study using actual historical data is required. Because no historical data

exists in a usable form for an economic analysis it is imperative that a mechanism for

recording the necessary information be put in place. The following recommendations

are made to set up the necessary database to perform an economic analysis from

historical records.

1. The Naval Facilities Engineering Command (NAVFAC) should design a database

from existing "off the shelf software, such as Microsoft Access. This database

should be the standard throughout NAVFAC. This data base should include fender

information such as: frequency of use, type of vessels berthed, method of berthing,

orientation of berth (N, S, E or W etc.), type of fender system used, date installed,

the contractor, how much did the work cost (material, hardware, labor, equipment),

and projected remaining usable life of the shore facility. NAVFAC should delegate

the responsibility for implementing this program to the Engineering Field Division

(EFD).

2. The EFD should assist the Staff Civil Engineers (SCE) in their division with

implementation of this program at the local level. The SCE's should be responsible

for maintaining the data base at their command.

3. Navy Public Works Centers should keep track of job costs by breaking down these

costs into line items to be given to the SCE's for input in their databases.

4. The Port Operations Department at cognizant Naval Stations should submit

information on each berthing area such as frequency of use, vessel type, weather

conditions, type of berthing (tug assisted etc.). This information should then be

provided to the SCE office for entry into the data base.

The database designed using an off the shelf program can be easily passed and used

between commands and be easily updated to keep up with the latest computer

technology.

29

PILE FENDER SYSTEM

MSERT BOLTS

4"3tl2" SRACEX BLOCK

y*/t"Xi£" WALE

9nXff e#WK BLOCK

OR/LLEO d CM' BQREO

PLAN

TOP Of 66C/C

COUBLE WALE 8SH&CX SLOCK

ton some socks )

water level

ELEVATION

HUNG FENDER SYSTEM

4 X 12" APRON TIMBERS

te'xte' ypRt$HT

12 X12 WALE

tHSEH BOLT

PLAN

SOCK, (2 Xt£ VALE

4 Xt2 AP80H TtkBERS{CHOP OUT TO ALLOW fltf 801T HEAOS)

ft"X/2" WRIGHT

T/2" SC.X/O'iC SCAT SR/XES

4*X!2HSEACER BLOCK

INSERT BOLTS

S WATER C/fff

ELEVATION

Figure 1 . General Timber Fender System Designs

r*nV .,,.^'-'

Figure 2. Typical Surface Vessel Timber Fender System - Pearl Harbor

Figure 3. Typical Submarine Timber Fender System - Pearl Harbor

31

present worth total accumulated capital/replacement cost per pile

location vs. remaining facility design life

(no recycling)

600,000

remaining facility design life (years)

Figure 4. Total Costs (no Recycling) vs. Remaining Design Life

32

present worth total accumulated capital/replacement cost per pile

location vs. remaining facility design life

(recycling)

600,000

500,000

5Q.(0oo

400,000

300,000

100,000

DD timber 3 yr

timber 5 yr

aplastic 10 yr

H plastic 25 yr

remaining facility design life (years)

Figure 5. Total Costs (recycling) vs. Remaining Design Life

33

References

Audit Report (T30115), Operation and Maintenance of Piers and Wharfs, Naval Audit

Service Capital Region, 7 October 1985

Census Bureau, Historical Statistics of the United States, Colonial Times to 1970,

Bicentennial Edition, Part 2, Washington, D. C, 1975

Labor Dept., Producer Price Indexes Data for June 1996, U. S. Department of Labor

Bureau of labor Statistics, Washington, D. C, June 1996

Census Bureau, Statistical Abstract of the united States: 1995 (115th

edition.), U. S.

Department of Labor Bureau of labor Statistics, Washington, D. C, 1995

CHESDIV 55-94(147), Chesapeake Division Naval Facilities Engineering Command

Report No. 55-94(147) Underwater Facilities Inspections and Assessments - Naval

Submarine Base Pearl Harbor.

Ferver Engineering, Wharf Fender System Feasibility Study Naval Station Pearl Harbor,

Ferver Engineering Company, San Diego, 31 March 1980.

Hoy, David, Naval Civil Engineering Laboratory Technical Report TM-2158-SHR, Study

on Recycled Plastic Fender Piles, Port Hueneme, California, November 1995.

Matsuda, G., Alternate Material Systems For Pier Modification, Navy Public Works

Center Pearl Harbor Engineering Study, 1996.

MIL-HDBK-1 025/1, Military Handbook - Piers and Wharfs, Department of Defense,

1994.

NAVFAC MO-104.2, Specialized Waterfront Facilities Inspections, Department of

Defense, July 1989.

NAVFAC P-990, Conventional Underwater Construction and Repair Techniques, Naval

Facilities Engineering Command.

34

PWCPEARLNOTE 7030, FY 1996 Rate Schedule, Navy Public Works Center Pearl

Harbor, 14 Aug 1995.

Warren, George, Limited Flexural Tests of Plastic Composite Pile Configurations, Naval

Civil Engineering Laboratory Technical Report SP-2005-SHR, Port Hueneme,

California, August 1996.

Williams, David, Life Cycle Analysis of Fender System Alternatives, Board of

Commissioners of the Port of New Orleans, 22 September 1994.

List of Interviews

1 Ching, Frederick, Facilities Manager, Staff Civil Engineering Office, Naval

Submarine Base Pearl Harbor, personal interview 9 October 1996

2 Emond, Alfred, Branch Manager Construction & Waterfront Trades, Navy Public

Works Center, personal interview 20 September 1996

3 Ferrar, Ariel, Planner/Estimator, Navy Public Works Center Pearl Harbor, personal

interview 30 October 1996.

4 Higgenbothem, QM1, Water Front Operations Coordinator, Naval Submarine Base,

Pearl Harbor, personal interview and site visit 1 November 1996.

5 Kam, Donald, Facilities Manager, Staff Civil Engineering Office, Naval Station Pearl

Harbor, personal interview 11 September 1996

6 Kekemu, Wayne, Branch Manager, Wharf Builders WC 521, Navy Public Works

Center Pearl Harbor, personal interview 28 October 1996.

7 Kekemu, Wayne, Branch Manager, Wharf Builders WC 521, Navy Public Works

Center Pearl Harbor, personal interview & site visit SUBASE S-9, 1 November

1996.

8 Taylor, Bob, Vice President, Seaward International Inc., Clearbrook, Va., telephone

interview, 8 November 1996.

Appendix A

Field Survey Results and Existing Timber Fender Material Quantities

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Timber Summary Summary

inspection dates 9/21/96 9/22/96 9/27/96

(If) (mi)

surveyed amount of waterfront using timber fenders (If) = 19,643 3.7

Timber Material size/dia. totals totals

(inches) (num & If) (num & mi)

Fender Pile 14-18 4,713 4,713

Waler 12x12 23,159 4.4

Chock 8x12 18,588 3.5

Block 4x12x12 3,921 0.7

Timber Summary SummaryCO

Appendix B

Fender Replacement Activity Cost Estimation

64

Timber Pile Maintenance Costs

assume typical: single waler, chock; piles & blocks @ 5' on center

assume number of piles replaced :

Material

pile, timber - 65'

waler, 12"x12"x20'

chock, 8"x12"x20'

block, 4"x12"x20'

bolt, galvanized, 1"x29" (w/ nut)

bolts, T, 1"x17"

washer, 1"

staples, 3/8"x1"x3" (2-per pile)

line, manila, 3/4" (6'-per pile)

886.28

267.84

208.92

147.96

12.10

8.80

3.60

1.72

13.64

13.39

10.45

7.40

length number

cost, ea. cost/If (If) per sect. totals

:,862.80

669.60

400.43

73.98 10,006.81

363.00

88.00

144.00

34.40

31.80

,668.01

661.20

10668.01

Activity # 1 Draw, Load, Transport Materials

truck forklift 6000 180" gas

operator, specific work straight time

truck tractor DED 32000 GVWMinsemitrailer lowbed 2 axle 35T

driver, specific work straight time

subtotal

cost

per hr.

4.00

51.37

4.90

2.50

51.37

num. sub. tot.

req.

1

2

1

1

1

cost

4.00

102.74

4.90

6.25

51.37

duration

(hrs.)

4004.00

4.00

400400

cost

totals

16.00

410.96

19.60

25.00

205.48

677.04

Activity # 2 Staging Materials



truck tractor DED 32000 GWV Min

semitrailer lowbed 2 axle 35T


subtotal

cost

per hr.

4.00

51.37

4.90

2.50

51.37

num. sub. tot.

req. cost

4.00

51 37

4.90

6.25

51.37

duration

(hrs.)

400400400400400

cost

totals

16.00

205.48

19.60

25.00

205.48

471.56

Activity # 3 Mobilization cost num. sub. tot. duration cost

per hr. req. cost (hrs.) totals

crane truck mtd 2-eng prt 35 ton cap 47.78 1 47 78 4 00 191.12

operator, specific work straight time 51 .37 1 51 37 4.00 205.48

truck tractor DED 32000 GWV Min 4.90 1 4.90 4 00 19.60

semitrailer lowbed 2 axle 35T 2.50 1 6.25 4.00 25.00

driver, specific work straight time 51 .37 1 51 .37 4.00 205.48

compressor air 600 cfm portable 6.15 1 6.15 4 00 24.60

hammer pile driver diesel 1 .00 1 1 .00 4.00 4.00

hammer pile extractor diesel 1.00 1 1.00 4 00 4.00

wharf builder, specific work straight time 51.37 1 51.37 4.00 205.48

subtotal 884.76

Activity # 4 Demolition

crane truck mtd 2-eng prt 35 ton cap


compressor air 600 cfm portable

hammer pile extractor diesel

wharf builder, specific work straight time

subtotal

cost

per hr.

47.78

51.37

6.15

1.00

51.37

num.

req.

sub. tot.

cost

47.78

51.37

6.15

1.00

205.48

duration

(hrs.)

8.00

8.00

8.00

8.00

8.00

cost

totals

382.24

410.96

49.20

8.00

1 ,643.84

2,494.24

65

Activity # 5 Cosnstruction




hammer pile driver diesel


subtotal

cost num. sub. tot. durationCOSl

per hr.

num.

req.

SUO. lOl.

cost

uurdiioii

(hrs.)

COSl

totals

47.78 47.78 8.00 382.24

51.37 51.37 8.00 410.96

6.15 6.15 8.00 49.20

1.00 1.00 8.00 8.00

51.37 4 205.48 8.00 1 ,643.84

2,494.24

Activity # 6 Load, Transport Debris to Pearl City cost num. sub. tot. duration

per hr. req. (hrs.)

truck forklift 6000 180" gas 4.00 1 4.00 4.00 16.00

operator, specific work straight time 51.37 2 102.74 4.00 410.96

truck tractor DED 32000 GVW Min 4.90 1 4.90 4.00 19.60

semitrailer rear dump 34 cuyd 6.00 1 6.00 4.00 24.00

driver, specific work straight time 51.37 1 51.37 4.00 205.48

subtotal 676.04

Activity # 7 Prep Debris @ Pearl City for Dump cost num. sub. tot. duration cost







wharf builder, specific work straight time 51.37 1 51.37 4.00 205.48

subtotal 881.52

Activity # 8 Load, Transport Debris to Dump cost num. sub. tot. duration cost


truck forklift 6000 1 80" gas 4.00 1 4.00 4.00 16.00





subtotal 676.04

Activity # 9 Dump Cost weight cost cost length cost

per If jer ton per lb. (10 totals

pile, timber 45 57.00 0.03 650 833.63

waler, 12"x12" 42 57.00 0.03 50 59.99

chock, 8"x12" 28 57.00 0.03 38 30.73

block, 4"x12" 14 57.00 0.03 10 4.02

sub total 928.37

Timber Pile Fender Life Cycle Cost Summary

Total Material Costs

Total Construction Costs

Total Disposal Costs

Total Cost For 1 Piles

10,668

7,698

2,486

20,852

66

est plastic

Seapile Maintenance Costs - No Recycling Assumed

assume typical: single waler, chock; piles & blocks @ 5' on center

assume number of piles replaced = 10

Material cost, ea.

pile, plastic - 65' w/ 8-1 .25" fibr rebar 2,925.00

waler, 12"x12"x20' w/ 8-1.0" fibr rebar 900.00

chock, 8"x12"x20' 800.00

block, 4,,

x12"x20' 360.00

bolt, galvanized, 1"x29" (w/ nut) 12.10

bolts, T, 1"x17" 8.80

washer, 1" 3.60

staples, 3/8"x1"x3" (2-per pile) 1.72

line, manila, 3/4" (6'-per pile)

cost/If

45.00

45.00

40.00

18.00

length

(If)

65

5

3.9

1

numberper sect.

cost

totals

29,250.00

2,250.00

1,566.67

180.00 33,246.67

363.00

88.00

144.00

34.40

31.80 661.20

33,907.87 33,907.87

Activity #

Activity #

Activity #

Draw, Load, Transport Materials



truck tractor DED 32000 GVW Min



subtotal

Staging Materials






subtotal

Mobilization










subtotal

cost num. sub. tot. duration cost


4.00 1 4.00 4.00 16.00

51.37 2 102.74 4.00 410.96

4.90 1 4.90 4.00 19.60

2.50 1 6.25 4.00 25.00

51.37 1 51.37 4.00 205.48

677.04



4.00 4.00 4.00 16.00

51.37 51.37 4.00 205.48

4.90 4.90 4.00 19.60

2.50 6.25 4.00 25.00

51.37 51.37 4.00 205.48

471.56



47.78 47.78 4.00 191.12

51.37 51.37 4.00 205.48

4.90 4.90 4.00 19.60

2.50 6.25 4.00 25.00

51.37 51.37 4.00 205.48

6.15 6.15 4.00 24.60

1.00 1.00 4.00 4.00

1.00 1.00 4.00 4.00

51.37 51.37 4.00 205.48

884.76

Activity # 4 Demolition






subtotal

cost num. sub. tot. <Juration cost


47.78 47.78 8.00 382.24

51.37 51.37 8.00 410.96

6.15 6.15 8.00 49.20

1.00 1.00 8.00 8.00

51.37 4 205.48 8.00 1643.84

2494.24

67

est plastic

Activity # 5 Cosnstruction






subtotal

Activity # 6 Load, Transport Debris to Pearl City




semitrailer rear dump 34 cuyd


subtotal

Activity # 7 Prep Debris @ Pearl City for Dump




semitrailer rear dump 34 cuyd



subtotal



47.78 47.78 8.00 382.24

51.37 51.37 8.00 410.96

6.15 6.15 8.00 49.20

1.00 1.00 8.00 8.00

51.37 4 205.48 8.00 1643.84

2494.24



4.00 1 4.00 4.00 16.00

51.37 2 102.74 4.00 410.96

4.90 1 4.90 4.00 19.60

6.00 1 6.00 4.00 24.00

51.37 1 51.37 4.00 205.48

676.04



4.00 1 4.00 4.00 16.00

51.37 2 102.74 4.00 410.96

4.90 1 4.90 4.00 19.60

6.00 1 6.00 400 24.00

51.37 1 51.37 4.00 205.48

51.37 1 51.37 4.00 205.48

881.52

Activity # 8

Activity #

Load, Transport Debris to Dump cost num. sub. tot. duration cost







subtotal 676.04

Dump Cost weight cost cost length cost

per If per ton per lb. (If) totals

pile, plastic 33 57.00 0.03 650 611.33

waler, 12"x12" 41 57.00 0.03 50 58.43

chock, 8"x12" 32 57.00 0.03 39 35.72

block, 4"x 12" 16 57.00 0.03 10 4.56

sub total 710.03

Plastic Pile Fender Life Cycle Cost Summary

Total Material Costs

Total Construction Costs

Total Disposal Costs

Total Cost For 10 Piles

33,908

7,698

2,268

43,873

68

Appendix C

Fender Maintenance Economic Analysis

69

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plot - 10 pile job (no recycle)

Remain ing timber timber plastic plastic

Design Life 3yr 5yr 10 yr 25 yr

10 1

1

,060 4,839 4,387 4,387

20 28,681 14,433 8,775 4,387

30 68,010 37,256 13,162 8,775

40 217,008 96,874 17,549 8,775

50 529,433 258,837 21,937 8,775

plot - 10 pile job (recycle)

Remaining timber timber plastic plastic

Design Life 3yr 5yr 10 yr 25 yr

10 1 1 ,060 4,839 4,161 4,161

20 28,681 14,433 8,322 4,161

30 68,010 37,256 12,483 8,322

40 217,008 96,874 16,644 8,322

50 529,433 258,837 20,805 8,322

year

Hit P = C+M(1 Total Cost

(1+i (cum P)

2,085 2,085

3 2,445 4,530

6 2,933 7,463

9 3,597 1 1 ,060

12 4,500 15,560

15 5,727 21,287

18 7,394 28,681

21 9,660 38,341

24 12,741 51,082

27 16,928 68,010

30 22,619 90,629

33 30,354 120,983

36 40,868 161,850

39 55,158 217,008

42 74,581 291,589

45 100,981 392,570

48 136,864 529,433

replaceme P = C+M(1 Total Cost

year (1+i (cum P)

2,085 2,085

5 2,753 4,839

10 3,868 8,706

15 5,727 14,433

20 8,826 23,260

25 13,996 37,256

30 22,619 59,875

35 36,999 96,874

40 60,982 157,856

45 100,981 258,837

73

plastic plastic plastic plastic

timber timber no recyle no recyle recyle recyle

Remaining 3yr 5yr 10 25 10 25

Design Life ($) ($) ($) ($) ($) ($)

10 11,060 4,839 4,387 4,387 4,161 4,161

20 28,681 14,433 8,775 4,387 8,322 4,161

30 68,010 37,256 13,162 8,775 12,483 8,322

40 217,008 96,874 17,549 8,775 16,644 8,322

50 529,433 258,837 21,937 8,775 20,805 8,322

platic 25 yr. vs. timber 3 yr.

Remain ing cost savings per pile

Design Life no recycle %pw$ savings

10 6,673 60.3%

20 24,293 84.7%

30 59,235 87.1%

40 208,233 96.0%

50 520,659 98.3%

cost savings per pile

recycle %pw$ savings

6,899 62.4%

24,520 85.5%

59,688 87.8%

208,686 96.2%

521,112 98.4%

platic 25 yr vs. timber 5 yr.

Remaining cost savings per pile cost savings per pile

Design Life no recycle % recycle %pw$ savings pw$ savings

10 451 9.3% 678 14.0%

20 10,046 69.6% 10,273 71.2%

30 28,481 76.4% 28,934 77.7%

40 88,099 90.9% 88,552 91.4%

50 250,062 96.6% 250,515 96.8%

74

cost compar

timber 3 year life

facility

remaining timber

life (3 yrs)

10 2,085

10 4,530

10 7,463

10 1 1 ,060

20 15,560

20 21,287

20 28,681

30 38,341

30 51,082

30 68,010

40 90,629

40 120,983

40 161,850

40 217,008

50 291,589

50 392,570

50 529,433

plastic-no recycle plastic-no recycle

(10) yrs (25) yrs

4,387 4,387

4,387 4,387

4,387 4,387

4,387 4,387

8,775 4,387

8,775 4,387

8,775 4,387

13,162 4,387

13,162 4,387

13,162 8,775

17,549 8,775

17,549 8,775

17,549 8,775

17,549 8,775

21,937 8,775

21,937 8,775

21,937 8,775

timber 5 yr life

timber plastic-recycle plastic-recycle

(5 yrs) (10 yrs) (25 yrs)

2,085 4,161 4,161

4,839 4,161 4,161

8,706 8,322 4,161

14,433 8,322 4,161

23,260 12,483 4,161

37,256 12,483 8,322

59,875 16,644 8,322

96,874 16,644 8,322

157,856 20,805 8,322

258,837 20,805 8,322

savings savings

plastic plastic

no recycle no recycle

10 yrs 25 yrs

-2,302 -2,302

142 142

3,076 3,076

6,673 6,673

6,785 11,173

12,512 16,899

19,906 24,293

25,179 33,954

37,920 46,695

54,848 59,235

73,079 81,854

103,433 112,208

144,301 153,076

199,459 208,233

269,652 282,814

370,633 383,795

507,497 520,659

75

'i/9922527-20!

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Timber vs. composite/plastic pile fender systems in Pearl ... · Calhoun: The NPS Institutional...

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Transcript of Timber vs. composite/plastic pile fender systems in Pearl ... · Calhoun: The NPS Institutional...