PROJECT TITLE AND LOCATION Structural Repairs to TC Dock, Naval Weapons Station, Charleston,SC

Transcription

1 TRANSMITTAL OF SHOP DRAWINGS, EQUIPMENT DATA, MATERIAL SAMPLES, OR MANUFACTURER'S CERTIFICATES OF COMPLIANCE FOR APPROVAL (READ INSTRUCTION ON THE REVERSE SIDE PRIOR TO INITIATING THIS FORM) 1. REQUEST FOR APPROVAL OF THE FOLLOWING ITEMS (THIS SECTION TO BE INITIATED BY THE CONTRACTOR) FROM DATE CONTRACT NO. July 20, 2011 N D-1781 (0005) SLONE ASSOCIATES TO TRANSMITTAL NO. NEW SUBMITTAL Theodore Packowski ENS, CEC, USN, ROICC Charleston 43 VIA PREVIOUS TRANSMITTAL NO. (If any) via and hard copies to follow via Fed-Ex RESUBMITTAL SPECIFICATION SECTION NO. (COVER ONLY ONE SECTION WITH EACH TRANSMITTAL) PROJECT TITLE AND LOCATION Structural Repairs to TC Dock, Naval Weapons Station, Charleston,SC ADDITIONAL ENCLOSURES TO ADDITIONAL COPIES TO MFG. OR CONTR. Y & D ROICC CAT. OR CURVE, NO. Y & D DRAWING USE ITEM DESCRIPTION OF ITEM SUBMITTED DRAWING OR OF SPECIFICATION SHEET, ONLY NO. (Type, size, model number, etc.) BROCHURE NO. COPIES PAR. NO. PLATE, OR ACTION (See instruction No.7) FILE NO. CODE a. b. c. d. e. f. g. SD-06 - High Strain Dynamic Pile Testing Report - Pile Bent Between A&B and Bent Between B&C Dated 07/19/11 S&ME DISTRIBUTION REQUESTED (Attach additional sheet, if necessary) NAME AND SIGNATURE OF CONTRACTOR Chris Boyce ll. ROICC ACTION (THIS SECTION WILL BE USED BY THE APPROVING AUTHORITY ONLY) ACTION CODES: THE FOLLOWING ACTION CODES ARE GIVE TO ITEMS SUBMITTED: (A code letter will be inserted for each item in column g, section I, above) A - APPROVED AS SUBMITTED. C - APPROVED, EXCEPT AS NOTED ON DRAWINGS. E - DISAPPROVED. REFER TO ATTACHED SHEET. RESUBMISSION REQUIRED SEE ATTACHED SHEET B - APPROVED, EXCEPT AS NOTED ON DRAWINGS. RESUBMISSION NOT REQUIRED. D - WILL BE RETURNED BY SEPARATE CORRESPONDENCE NOTE: Approval of items does not relieve the contractor from complying with all the requirements of the contract plans and specifications. ENCLOSURES RETURNED (List by Item No.) NAME, TITLE AND SIGNATURE OF APPROVING AUTHORITY DATE 6ND-SOUTHDIV (Rev. 5/70) SHEET 1 OF 1

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3 HIGH-STRAIN DYNAMIC PILE TESTING REPORT Bent Between A & B Bent Between B & C Structural Repairs at TC Dock Naval Weapons Station North Charleston, South Carolina S&ME Project No Prepared for: 7582 Stafford Road, #139 North Charleston, South Carolina Attn: Mr. Carlton Diggs Prepared by: 620 Wando Park Boulevard Mt. Pleasant, South Carolina July 19, 2011

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5 Dynamic Pile Testing Report Bent Between A & B S&ME Project No Bent Between B & C Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 19, 2011 additional testing was also performed during final installation driving 11 to 21 days after initial pile driving in order to measure the increased pile bearing resistance. HIGH-STRAIN DYNAMIC PILE TESTING METHODOLOGY High-strain dynamic pile testing was performed using a model PAX Pile Driving Analyzer TM commonly referred to as a PDA. The PDA was used to record and interpret data from two strain transducers and two piezoelectric accelerometers (i.e., the gages ) that were bolted on opposite sides of the pile approximately 3 to 4 ft below the pile top. The gages monitor acceleration and strain for each hammer blow. The analyzer converts the data to velocities and forces and computes Case Method pile bearing resistances, maximum transferred hammer energies, maximum pile driving forces, and pile integrity using the pile length and area, stress wave speed, and an assumed soil damping factor, J. The results are displayed in the field for each blow. The program CAPWAP is a more rigorous computer analysis used to refine the Case Method calculations obtained in the field during data collection. This iterative signal matching program combines a theoretical pile-soil model and the PDA measurements. The pile-soil model is assumed, and the soil properties, resistances, and pile properties are adjusted until the calculated pile top data matches the measured field data. CAPWAP results include a theoretical load distribution between the skin friction along the length of the pile and end bearing quantities, damping factors, and soil quakes in addition to the ultimate pile bearing resistance and pile stresses. PILE TESTING AND OBSERVATIONS General We performed dynamic pile testing on one 100-ft long, 24-in. square PSC pile at location Bent between B & C and one 100-ft long, 24-in. square PSC pile with a 10-ft HP12x53 pile point at location Bent Between A & B. The observed driving resistances were based on the PSC pile penetration below the driving template. Based on a top of deck elevation of approximately +12 ft-mllw, the template elevation was approximately +14 ft-mllw. All PSC pile penetrations and tip elevations herein are based upon this +14 ft-mllw template elevation. Pile driving resistances were observed and recorded by Slone personnel and are shown on the attached Pile Driving Logs. A summary of the testing is presented in Table 1 and explained in more detail in the following paragraphs. Pile Driving System The tested piles were installed with a Pileco D46-32 open-end diesel hammer which has a ram weight of kips, a maximum stroke of 10.5 ft, and a manufacturer s maximum rated energy of ft-kips. During impact installation of the pile at 153.5, the hammer was set on Fuel No. 2 2

6 Dynamic Pile Testing Report Bent Between A & B S&ME Project No Bent Between B & C Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 19, 2011 (i.e., 4 is highest). During installation of the pile at 120.5, the hammer was initially set to fuel setting 1 and was increased to Fuel Nos. 2 and 3 during the initial installation. During the final installation, the hammer was operated at Fuel No. 4 for both piles. Table 1 Summary of Dynamic Pile Testing Details Pile Name Test Type Test Date Engineer Bent Between B & C Bent Between A & B Initial Installation of 100-ft long 24-in. PSC from pile tip elevation of -58¼ to -81¼ ft with new 14-in. plywood pile cushion at fuel setting 2 Final Installation from tip elevation of -81¼ to -84¾ ft with used 14-in. plywood pile cushion at fuel setting 4 Installation of 100-ft long 24-in. PSC with 10-ft HP12x53 stinger from pile tip elevation of -55¼ to -74½ ft with new 14-in. plywood pile cushion at fuel settings 1, 2, and 3 Final Installation from tip elevation of -74½ to -75¾ ft with used 14-in. plywood pile cushion at fuel setting 4 June 20, 2011 July 11, 2011 June 30, 2011 July 11, 2011 Kyle L. Murrell, P.E. June 20, 2011 The 100 ft long, 24-in. PSC pile at Bent was placed in the template and penetrated to a tip elevation of about -58¼ ft-mllw under its own weight. The pile was installed to a tip elevation of -81¼ ft-mllw. June 30, 2011 The 100 ft long, 24-in. PSC pile with a 10-ft HP12x53 stinger at Bent was placed in the template and penetrated to a concrete tip elevation of about -55¼ ft-mllw under its own weight. The pile was installed to a concrete tip elevation of -74½ ft-mllw (steel tip -84½ ft- MLLW). July 11, 2011 Approximately 21 days after the initial installation of the Pile at and 11 days after the initial installation of the Pile 120.5, we returned to the site and performed additional high-strain dynamic testing during final installation. The pile at was driven about 3½ ft during final installation and the pile at was driven 1¼ ft during final installation. DYNAMIC TESTING RESULTS The Case Method Results plots and tables in the Appendix provide the measured individual maximum (CSI) and average (CSX) pile top compressive stresses, calculated tensile (TSX) 3

7 Dynamic Pile Testing Report Bent Between A & B S&ME Project No Bent Between B & C Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 19, 2011 stresses, hammer stoke heights (STK), transferred hammer energies (EMX), and Case Method capacity assuming a damping factor (J) of 0.9 (RX9) for initial installation or 0.6 (RX6) for final installation. The Case Method capacities presented on the attached graphs and tables should only be used to evaluate trends as they are based on a constant assumed damping factors which may not be appropriate at all depths. Based on the CAPWAP analyses from the beginning of final installation (i.e., restrike ), which are included in the Appendix, a Case Method damping factor of 0.6 is generally appropriate for determining the ultimate pile bearing resistance. The pertinent test data is summarized in Table 2. PILE DATE & TEST SCENARIO Table 2 Summary of Dynamic Pile Testing Results APPROX. PSC TIP ELEVATION 1 (ft-mllw) EMX 2 / TRANSFER RATIO (ft-kips) / (%) CSX 3 (ksi) TSX 3 (ksi) STK 2 (ft) Driving Resistance MOBILIZED ULTIMATE PILE BEARING RESISTANCE (kips) 1 Bent Between B & C Bent Between A & B 6/20/2011 Initial Installation (FS2) 7/11/2011 Final Installation (FS4) 6/30/2011 Initial Installation (FS2) 7/11/2011 Final Installation (FS4) -81¼ -74½ 27 / 25% ½ 130 bpf 271 * 18 / 17% ½ 14 bpi / 23% bpf 259 * 26 / 24% bpi 723 Elevations and depths are based on the template (+14 ft-mllw) or the concrete deck (+12 ft-mllw). 2 Average values at referenced tip elevation. 3 Maximum values during driving scenario. EMX = average calculated transferred hammer energy at referenced tip elevation. TRANSFER RATIO = EMX (above) divided by the maximum rated hammer energy. CSX = maximum measured average pile top compressive stress during dynamic testing. TSX = maximum calculated pile tension stress during dynamic testing. STK = average calculated stroke height at referenced tip elevation. * CAPWAP not performed. Based on RX9 Case Method bearing capacity estimate. CAPWAP computed capacity. See following paragraphs for more details. CAPWAP Analysis CAPWAP analyses were performed on selected blows near the beginning of final installation ( restrike ) for both piles. At a PSC tip elevation of about -81¼ ft-mllw for the pile at Bent 4

8 Dynamic Pile Testing Report Bent Between A & B S&ME Project No Bent Between B & C Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 19, , an ultimate compressive pile bearing resistance of 610 kips (305 tons) was computed. At a PSC tip elevation of about -74½ ft-mllw (steel tip of -84½ ft-mllw) for the pile at Bent 120.5, an ultimate compressive pile bearing resistance of 723 kips (361 tons) was computed. The CAPWAP analyses provide estimates of load distribution 1 from both end and side shear resistance, illustrate typical force and velocity records, and simulate the pile load responses. As expected, the majority of the pile bearing resistance was developed in skin resistance. Hammer Energy, Driving Stresses, and Integrity The measured transferred hammer energy (EMX) ranged from about 15 to 32 ft-kips during installation while the hammer was operated at Fuel Settings No. 1 through 4. This corresponds to transfer efficiencies 2 of about 14% to 30%. The measured compressive stresses in the pile during installation remained below the recommended maximum limits 3 and calculated tensile stresses reached the limit and surpassed it briefly during the initial installation for both piles and during the final installation of the pile at Bent Based on visual observations of the pile and our evaluation of the dynamic test data, no significant pile integrity issues were noted. CONCLUSIONS AND RECOMMENDATIONS Our review of the boring and sounding logs, as well as the driving logs indicate the piles achieved the marl penetrations shown in Table 3. Table 3 Summary of Marl Penetration Pile Estimated PSC Marl End of Initial Installation Estimated PSC Marl End of Final Installation Bent between B & C 8 ft 12 ft Bent between A & B 11 ft* 12 ft* * Steel tip obtained 10 additional feet of marl penetration 1 Although the total soil resistance (i.e., the combination of end and side resistance) calculated from the CAPWAP program is typically within +/-10% of a traditional static load test, the load distribution is not as reliable as the total soil resistance. Calculating a true load distribution near the toe of the pile is even more difficult when trying to distinguish true end bearing from side resistance over the last few feet of the pile. 2 Transfer efficiency is defined as the maximum measured energy in the pile divided by the manufacturer s maximum rated energy. 3 Driving stress limits as per AASHTO recommendations: Compressive [0.85*(f c)]-prestress and Tensile [3* f c] + Prestress. We understand that f c is 5,000 psi and the effective pre-stress is 925 psi. Therefore, the recommended driving limits for compression and tension are 3.3 ksi and 1.1 ksi, respectively. 5

9 Dynamic Pile Testing Report Bent Between A & B S&ME Project No Bent Between B & C Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 19, 2011 Based on the dynamic testing results presented in Table 2 and the marl penetrations presented in Table 3, 24-in. square PSC piles achieving a Cooper Marl penetration on the order of 8 ft will achieve a long-term ultimate pile bearing resistance of at least 450 kips. As discussed in our June 15 th Cooper Marl Penetration Depth for Compression Piles letter, other design considerations (lateral performance, scour, etc.) may dictate the minimum marl embedment of compression piles. In addition to the tension pile at Bent surpassing the required 450-kip bearing resistance, the CAPWAP analysis indicates that the skin friction portion of the total resistance was greater than 400 kips. Therefore, the pile will support the 100 kip tension load with a safety factor in excess of 2.25 at a PSC marl penetration of 11 ft. Based on the dynamic testing results of the tension pile at Bent 120.5, and the previously tested tension pile at Bent 143.5, the required tension resistance can be achieved at a PSC marl penetration of less than 15 ft. If other design parameters (i.e., lateral performance, scour, etc.) allow, a PSC marl penetration on the order of 8 ft (18 ft total including the 10 ft exposed stinger) will support a 100 kips tension load with a safety factor of at least In order to control the tensile stresses and reduce the potential for damage to new piles, we recommend the hammer be operated at a fuel setting of 1 at the beginning of installation and that a new 14-in. thick plywood cushion be installed prior to installation of each pile. Once the driving resistance is at least 100 bpf, the fuel setting can be increased to No. 2. If the required minimum marl embedment is not achieved prior to 800 blows, the pile cushion should be replaced in order to control tensile stresses once the pile encounters the marl. If practical refusal (i.e. 20 blows per inch) is encountered prior to achieving the minimum marl penetration, driving may need to be suspended for several days to allow excess pore pressures to dissipate. LIMITATIONS OF REPORT This report has been prepared in accordance with generally accepted geotechnical engineering practice for specific application to this project. The conclusions and recommendations contained in this report are based upon applicable standards of our practice in this geographic area at the time this report was prepared. No other warranty, express or implied, is made. 6

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11 APPENDIX Pile Driving Logs (provided by Sloane personnel) Graphical and Tabulated Case Method Results CAPWAP Results

12 Pile Driving Logs (Provided by Sloane)

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16 Graphical and Tabulated Case Method Results

17 PDIPLOT Ver Printed: 18-Jul-2011 S&ME, Inc. - Case Method Results Structural Repairs at TC Dock - Bent (B-C) Installation from to ft 100-ft Long, 12-in. Square PSC Test date: 20-Jun RX6 (kips) EMX (k-ft) CSX (ksi) Max Case Method Capacity (JC=0.6) Max Transferred Energy Max Measured Compr. Stress E l e v a t i o n BLC (blows/ft) STK (ft) TSX (ksi) Blow Count O.E. Diesel Hammer Stroke Tension Stress Maximum 1 - New 14-in. pile cushion; Hammer operated on Fuel Setting No. 2 (1 - lowest, 4 - highest)

18 S&ME, Inc. Case Method Results Page 1 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent (B-C) Installation from to ft 100-ft Long, 12-in. Square PSC OP: KLM Test date: 20-Jun-2011 AR: in^2 SP: k/ft3 LE: ft EM: 6,077 ksi WS: 13,700.0 f/s JC: 0.90 RX6: Max Case Method Capacity (JC=0.6) RX9: Max Case Method Capacity (JC=0.9) EMX: Max Transferred Energy STK: O.E. Diesel Hammer Stroke CSB: Compression Stress at Bottom TSX: Tension Stress Maximum DFN: Final Displacement FVP: Force/Velocity proportionality CSX: Max Measured Compr. Stress BL# Elev. BLC TYPE RX6 RX9 EMX STK CSX CSB TSX DFN FVP end bl/ft kips kips k-ft ft ksi ksi ksi in [] AV STD MAX AV ** MAX ** ** AV STD MAX AV MAX AV STD MAX AV MAX AV MAX AV MAX AV STD MAX AV MAX AV STD MAX AV MAX AV STD MAX AV STD MAX AV STD MAX

19 S&ME, Inc. Case Method Results Page 2 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent (B-C) Installation from to ft 100-ft Long, 12-in. Square PSC OP: KLM Test date: 20-Jun-2011 BL# Elev. BLC TYPE RX6 RX9 EMX STK CSX CSB TSX DFN FVP end bl/ft kips kips k-ft ft ksi ksi ksi in [] AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX Average Std. Dev Maximum Blow# Total number of blows analyzed: 291 BL# Elev. Comments New 14-in. pile cushion; Hammer operated on Fuel Setting No. 2 (1 - lowest, 4 - highest) Time Summary Drive 15 minutes 22 seconds 11:20:28 AM - 11:35:50 AM (6/20/2011) BN 1-291

20 PDIPLOT Ver Printed: 18-Jul-2011 S&ME, Inc. - Case Method Results Structural Repairs at TC Dock - Bent (B-C) Restrike at ft 100-ft Long, 12-in. Square PSC Test date: 11-Jul RX6 (kips) EMX (k-ft) CSX (ksi) Max Case Method Capacity (JC=0.6) Max Transferred Energy Max Measured Compr. Stress E l e v a t i o n BLC (blows/ft) STK (ft) TSX (ksi) Blow Count O.E. Diesel Hammer Stroke Tension Stress Maximum 1 - Used 14-in. cushion, Fuel Setting No. 4, Blow Counts: 1" - 14, 2" - 4, 3" - 5, 4" Stopped 6 minutes to make adjustments to force gage

21 S&ME, Inc. Case Method Results Page 1 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent (B-C) Restrike at ft 100-ft Long, 12-in. Square PSC OP: KLM Test date: 11-Jul-2011 AR: in^2 SP: k/ft3 LE: ft EM: 5,901 ksi WS: 13,500.0 f/s JC: 0.90 RX9: Max Case Method Capacity (JC=0.9) RX6: Max Case Method Capacity (JC=0.6) EMX: Max Transferred Energy STK: O.E. Diesel Hammer Stroke CSI: Max F1 or F2 Compr. Stress TSX: Tension Stress Maximum DFN: Final Displacement FVP: Force/Velocity proportionality CSX: Max Measured Compr. Stress BL# Elev. BLC TYPE RX9 RX6 EMX STK CSX CSI TSX DFN FVP end bl/ft kips kips k-ft ft ksi ksi ksi in [] AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX

22 S&ME, Inc. Case Method Results Page 2 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent (B-C) Restrike at ft 100-ft Long, 12-in. Square PSC OP: KLM Test date: 11-Jul-2011 RX9 RX6 EMX STK CSX CSI TSX DFN FVP kips kips k-ft ft ksi ksi ksi in [] Average Std. Dev Maximum Blow# Total number of blows analyzed: 311 BL# Elev. Comments Used 14-in. cushion, Fuel Setting No. 4, Blow Counts: 1" - 14, 2" - 4, 3" - 5, 4" Stopped 6 minutes to make adjustments to force gage Time Summary Drive 15 minutes 17 seconds 3:07:49 PM - 3:23:06 PM (7/11/2011) BN 1-311

23 PDIPLOT Ver Printed: 18-Jul-2011 S&ME, Inc. - Case Method Results Structural Repairs at TC Dock - Bent (A-B) Installation 100-ft long, 24-in. Sq. PSC with 10-ft HP12x53 stinger Test date: 30-Jun RX9 (kips) EMX (k-ft) CSX (ksi) Max Case Method Capacity (JC=0.9) Max Transferred Energy Max Measured Compr. Stress E l e v a t i o n BLC (blows/ft) STK (ft) TSX (ksi) Blow Count O.E. Diesel Hammer Stroke Tension Stress Maximum 1 - New 14-in cushion; Hammer operated on Fuel Setting No. 1 (1 - lowest, 4 - highest) 4 - Reduced Fuel Setting to No. 2 due to high tensile stresses 2 - Increased to Fuel Setting No Stopped due to high tensile stresses (43 minutes); Contractor installed new 14-in. pile cushion 3 - Increased to Fuel Setting No. 3

24 S&ME, Inc. Case Method Results Page 1 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent (A-B) Installation 100-ft long, 24-in. Sq. PSC with 10-ft HP12x53 stinger OP: KLM Test date: 30-Jun-2011 AR: in^2 SP: k/ft3 LE: ft EM: 6,166 ksi WS: 13,800.0 f/s JC: 0.90 RX6: Max Case Method Capacity (JC=0.6) RX9: Max Case Method Capacity (JC=0.9) EMX: Max Transferred Energy STK: O.E. Diesel Hammer Stroke CSB: Compression Stress at Bottom TSX: Tension Stress Maximum DFN: Final Displacement FVP: Force/Velocity proportionality CSX: Max Measured Compr. Stress BL# Elev. BLC TYPE RX6 RX9 EMX STK CSX CSB TSX DFN FVP end bl/ft kips kips k-ft ft ksi ksi ksi in [] AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV STD MAX AV MAX Average Std. Dev Maximum Blow# Total number of blows analyzed: 1852 BL# Elev. Comments New 14-in cushion; Hammer operated on Fuel Setting No. 1 (1 - lowest, 4 - highest) Increased to Fuel Setting No. 2

25 S&ME, Inc. Case Method Results Structural Repairs at TC Dock - Bent (A-B) Installation OP: KLM BL# Elev. Comments Page 2 of 2 PDIPLOT Ver Printed: 18-Jul ft long, 24-in. Sq. PSC with 10-ft HP12x53 stinger Test date: 30-Jun Increased to Fuel Setting No Reduced Fuel Setting to No. 2 due to high tensile stresses Stopped due to high tensile stresses (43 minutes); Contractor installed new 14-in. pile cushion Time Summary Drive 30 minutes 6 seconds 3:57:03 PM - 4:27:09 PM (6/30/2011) BN Stop 42 minutes 58 seconds 4:27:09 PM - 5:10:07 PM Drive 14 minutes 20 seconds 5:10:07 PM - 5:24:27 PM BN Total time [1:27:24] = (Driving [0:44:26] + Stop [0:42:58])

26 PDIPLOT Ver Printed: 18-Jul-2011 S&ME, Inc. - Case Method Results Structural Repairs at TC Dock - Bent (A-B) Restrike at ft 100-ft long, 24-in. Sq. PSC with 10-ft HP12x53 stinger Test date: 11-Jul RX6 (kips) EMX (k-ft) CSX (ksi) Max Case Method Capacity (JC=0.6) Max Transferred Energy Max Measured Compr. Stress E l e v a t i o n BLC (blows/in) STK (ft) TSX (ksi) Blow Count O.E. Diesel Hammer Stroke Tension Stress Maximum 1 - New 14-in. cushion, Fuel Setting No. 4, Blow Counts: 1" - 15, 2" - 15, 3" - 11, 4" - 19

27 S&ME, Inc. Case Method Results Page 1 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent (A-B) Restrike at ft 100-ft long, 24-in. Sq. PSC with 10-ft HP12x53 stinger OP: KLM Test date: 11-Jul-2011 AR: in^2 SP: k/ft3 LE: ft EM: 5,901 ksi WS: 13,500.0 f/s JC: 0.90 RX9: Max Case Method Capacity (JC=0.9) RX6: Max Case Method Capacity (JC=0.6) EMX: Max Transferred Energy STK: O.E. Diesel Hammer Stroke CSI: Max F1 or F2 Compr. Stress TSX: Tension Stress Maximum DFN: Final Displacement FVP: Force/Velocity proportionality CSX: Max Measured Compr. Stress BL# Elev. BLC RX9 RX6 EMX STK CSX CSI TSX DFN FVP bl/in kips kips k-ft ft ksi ksi ksi in []

28 S&ME, Inc. Case Method Results Page 2 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent (A-B) Restrike at ft 100-ft long, 24-in. Sq. PSC with 10-ft HP12x53 stinger OP: KLM Test date: 11-Jul-2011 BL# Elev. BLC RX9 RX6 EMX STK CSX CSI TSX DFN FVP bl/in kips kips k-ft ft ksi ksi ksi in [] Average Std. Dev Maximum Blow# Total number of blows analyzed: 241 BL# Elev. Comments New 14-in. cushion, Fuel Setting No. 4, Blow Counts: 1" - 15, 2" - 15, 3" - 11, 4" - 19 Time Summary Drive 5 minutes 52 seconds 12:33:22 PM - 12:39:14 PM (7/11/2011) BN 1-241

29 CAPWAP Results

30 TC DOCK; Pile: BENT (B-C) RS; 100 FT 24 IN. PSC; Blow: 20 (Test: 11-Jul :16:) 18-Jul-2011 S&ME, Inc. CAPWAP(R) kips Force Msd Force Cpt 1600 kips Force Msd Velocity Msd ms 0 11 L/c L/c ms Load (kips) Pile Top Bottom Shaft Resistance Distribution Displacement (in) Ru = kips Rs = kips Rb = kips Dy = 0.89 in Dx = 1.09 in kips/ft Pile Force at Ru kips CAPWAP(R) Licensed to S&ME, Inc.

31 TC DOCK; Pile: BENT (B-C) RS Test: 11-Jul :16: 100 FT 24 IN. PSC; Blow: 20 CAPWAP(R) S&ME, Inc. OP: KLM CAPWAP SUMMARY RESULTS Total CAPWAP Capacity: 610.2; along Shaft 352.8; at Toe kips Soil Dist. Depth Ru Force Sum Unit Unit Smith Sgmnt Below Below in Pile of Resist. Resist. Damping No. Gages Grade Ru (Depth) (Area) Factor ft ft kips kips kips kips/ft ksf s/ft Avg. Shaft Toe Soil Model Parameters/Extensions Shaft Toe Quake (in) Case Damping Factor Damping Type Smith Unloading Quake (% of loading quake) Reloading Level (% of Ru) Unloading Level (% of Ru) 19 Resistance Gap (included in Toe Quake) (in) Soil Plug Weight (kips) 0.05 CAPWAP match quality = 2.06 (Wave Up Match) ; RSA = 0 Observed: final set = in; blow count = 60 b/ft Computed: final set = in; blow count = 75 b/ft max. Top Comp. Stress = 2.24 ksi (T= 31.1 ms, max= x Top) max. Comp. Stress = 2.39 ksi (Z= 49.7 ft, T= 34.8 ms) max. Tens. Stress = ksi (Z= 33.1 ft, T= 42.4 ms) max. Energy (EMX) = 34.0 kip-ft; max. Measured Top Displ. (DMX)= 0.67 in Page 1 Analysis: 18-Jul-2011

32 TC DOCK; Pile: BENT (B-C) RS Test: 11-Jul :16: 100 FT 24 IN. PSC; Blow: 20 CAPWAP(R) S&ME, Inc. OP: KLM EXTREMA TABLE Pile Dist. max. min. max. max. max. max. max. Sgmnt Below Force Force Comp. Tens. Trnsfd. Veloc. Displ. No. Gages Stress Stress Energy ft kips kips ksi ksi kip-ft ft/s in Absolute (T = 34.8 ms) (T = 42.4 ms) Page 2 Analysis: 18-Jul-2011

33 TC DOCK; Pile: BENT (B-C) RS Test: 11-Jul :16: 100 FT 24 IN. PSC; Blow: 20 CAPWAP(R) S&ME, Inc. OP: KLM CASE METHOD J = RX RU RAU = (kips); RA2 = (kips) Current CAPWAP Ru = (kips); J(RX) = 0.24 VMX TVP VT1*Z FT1 FMX DMX DFN SET EMX QUS ft/s ms kips kips kips in in in kip-ft kips PILE PROFILE AND PILE MODEL Depth Area E-Modulus Spec. Weight Perim. ft in 2 ksi lb/ft 3 ft Toe Area ft 2 Top Segment Length 3.31 ft, Top Impedance kips/ft/s Pile Damping 2.0 %, Time Incr ms, Wave Speed ft/s, 2L/c 14.2 ms Page 3 Analysis: 18-Jul-2011

34 TC DOCK; Pile: BENT (A-B) RS; 100 FT 24 IN. PSC; Blow: 3 (Test: 11-Jul :33:) 18-Jul-2011 S&ME, Inc. CAPWAP(R) kips Force Msd Force Cpt 1200 kips Force Msd Velocity Msd ms 0 14 L/c L/c ms Pile Load (kips) Pile Top Bottom Shaft Resistance Distribution Displacement (in) Ru = kips Rs = kips Rb = kips Dy = 0.45 in Dx = 0.52 in kips/ft Pile Force at Ru kips CAPWAP(R) Licensed to S&ME, Inc.

35 TC DOCK; Pile: BENT (A-B) RS Test: 11-Jul :33: 100 FT 24 IN. PSC; Blow: 3 CAPWAP(R) S&ME, Inc. OP: KLM CAPWAP SUMMARY RESULTS Total CAPWAP Capacity: 723.3; along Shaft 503.3; at Toe kips Soil Dist. Depth Ru Force Sum Unit Unit Smith Sgmnt Below Below in Pile of Resist. Resist. Damping No. Gages Grade Ru (Depth) (Area) Factor ft ft kips kips kips kips/ft ksf s/ft Avg. Shaft Toe Soil Model Parameters/Extensions Shaft Toe Quake (in) Case Damping Factor Damping Type Smith Reloading Level (% of Ru) Unloading Level (% of Ru) 35 Soil Plug Weight (kips) 0.65 CAPWAP match quality = 2.30 (Wave Up Match) ; RSA = 0 Observed: final set = in; blow count = 180 b/ft Computed: final set = in; blow count = 196 b/ft max. Top Comp. Stress = 1.20 ksi (T= 35.0 ms, max= x Top) max. Comp. Stress = ksi (Z= ft, T= 43.5 ms) max. Tens. Stress = ksi (Z= ft, T= 69.5 ms) max. Energy (EMX) = 17.2 kip-ft; max. Measured Top Displ. (DMX)= 0.37 in Page 1 Analysis: 18-Jul-2011

36 TC DOCK; Pile: BENT (A-B) RS Test: 11-Jul :33: 100 FT 24 IN. PSC; Blow: 3 CAPWAP(R) S&ME, Inc. OP: KLM EXTREMA TABLE Pile Dist. max. min. max. max. max. max. max. Sgmnt Below Force Force Comp. Tens. Trnsfd. Veloc. Displ. No. Gages Stress Stress Energy ft kips kips ksi ksi kip-ft ft/s in Absolute (T = 43.5 ms) (T = 69.5 ms) Page 2 Analysis: 18-Jul-2011

37 TC DOCK; Pile: BENT (A-B) RS Test: 11-Jul :33: 100 FT 24 IN. PSC; Blow: 3 CAPWAP(R) S&ME, Inc. OP: KLM CASE METHOD J = RX RU RAU = (kips); RA2 = (kips) Current CAPWAP Ru = (kips); J(RX) = 0.60 VMX TVP VT1*Z FT1 FMX DMX DFN SET EMX QUS ft/s ms kips kips kips in in in kip-ft kips PILE PROFILE AND PILE MODEL Depth Area E-Modulus Spec. Weight Perim. ft in 2 ksi lb/ft 3 ft Toe Area ft 2 Segmnt Dist. Impedance Imped. Tension Compression Perim. Number B.G. Change Slack Eff. Slack Eff. ft kips/ft/s % in in ft Pile Damping 2.0 %, Time Incr ms, Wave Speed ft/s, 2L/c 15.6 ms Page 3 Analysis: 18-Jul-2011