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Calhoun: The NPS Institutional Archive
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
37
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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 forklift 6000 180" gas
operator, specific work straight time
truck tractor DED 32000 GWV Min
semitrailer 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. 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
operator, specific work straight time
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
crane truck mtd 2-eng prt 35 ton cap
operator, specific work straight time
compressor air 600 cfm portable
hammer pile driver diesel
wharf builder, specific work straight time
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
per hr. req. cost (hrs.) totals
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
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
per hr. req. cost (hrs.) totals
truck forklift 6000 1 80" 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 # 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 forklift 6000 180" gas
operator, specific work straight time
truck tractor DED 32000 GVW Min
semitrailer lowbed 2 axle 35T
driver, specific work straight time
subtotal
Staging Materials
truck forklift 6000 180" gas
operator, specific work straight time
truck tractor DED 32000 GVW Min
semitrailer lowbed 2 axle 35T
driver, specific work straight time
subtotal
Mobilization
crane truck mtd 2-eng prt 35 ton cap
operator, specific work straight time
truck tractor DED 32000 GVW Min
semitrailer lowbed 2 axle 35T
driver, specific work straight time
compressor air 600 cfm portable
hammer pile driver diesel
hammer pile extractor diesel
wharf builder, specific work straight time
subtotal
cost num. sub. tot. duration cost
per hr. req. cost (hrs.) totals
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
cost num. sub. tot. duration cost
per hr. req. cost (hrs.) totals
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
cost num. sub. tot. duration cost
per hr. req. cost (hrs.) totals
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
crane truck mtd 2-eng prt 35 ton cap
operator, specific work straight time
compressor air 600 cfm portable
hammer pile extractor diesel
wharf builder, specific work straight time
subtotal
cost num. sub. tot. <Juration cost
per hr. req. cost (hrs.) 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 1643.84
2494.24
67
est plastic
Activity # 5 Cosnstruction
crane truck mtd 2-eng prt 35 ton cap
operator, specific work straight time
compressor air 600 cfm portable
hammer pile driver diesel
wharf builder, specific work straight time
subtotal
Activity # 6 Load, Transport Debris to Pearl City
truck forklift 6000 180" gas
operator, specific work straight time
truck tractor DED 32000 GVW Min
semitrailer rear dump 34 cuyd
driver, specific work straight time
subtotal
Activity # 7 Prep Debris @ Pearl City for Dump
truck forklift 6000 180" gas
operator, specific work straight time
truck tractor DED 32000 GVW Min
semitrailer rear dump 34 cuyd
driver, specific work straight time
wharf builder, specific work straight time
subtotal
cost num. sub. tot. duration cost
per hr. req. cost (hrs.) 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 1643.84
2494.24
cost num. sub. tot. duration cost
per hr. req. cost (hrs.) totals
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
cost num. sub. tot. duration cost
per hr. req. cost (hrs.) totals
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
per hr. req. cost (hrs.) totals
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
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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72
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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