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 19, 2011 N D-1781 (0005) SLONE ASSOCIATES TO TRANSMITTAL NO. NEW SUBMITTAL Theodore Packowski ENS, CEC, USN, ROICC Charleston 42 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 46.5 and Bent 50.5 Between A&B Dated 07/18/11 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 46.5 Between A & B Bent 50.5 Between A & B 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 18, 2011

4 July 18, 2011 Precon Marine, Inc Stafford Road, #139 North Charleston, South Carolina Attention: Reference: Mr. Carlton Diggs HIGH-STRAIN DYNAMIC PILE TESTING REPORT Bent 46.5 Between A & B Bent 50.5 Between A & B Structural Repairs to TC Dock NWS Charleston North Charleston, South Carolina S&ME Project No Dear Mr. Diggs, We have completed high-strain dynamic pile testing services on two Phase III production piles at the Transportation Command (TC) Dock on the Charleston Naval Weapons Station in North Charleston, South Carolina. Services were performed in general accordance with our proposal No dated November 8, Our dynamic testing procedures and detailed results for the tested piles, designated Bent 46.5 Between A & B and Pile 50.5 Between A & B, are presented in this report. PROJECT INFORMATION Based on the project plans, we understand 24-in. square, PSC piles are designed to support a compressive load of 200 kips (100 tons). The plans indicate a safety factor of 2.25 should be applied, resulting in an ultimate compressive pile bearing resistance requirement of 450 kips. The plans indicate a minimum PSC embedment of 15 ft into the Cooper Marl bearing stratum. We understand Precon proposes to install the 24-in. compression piles to a PSC embedment of less than 15 ft, provided the project requirements are achieved. High-strain dynamic pile testing was specified for this project, and per Precon s request, testing was performed during initial installation and restrike driving of the Bent 46.5 Between A & B Bent 50.5 Between A & B. High-strain dynamic testing during installation was performed primarily to evaluate driving stresses, and secondarily to measure ultimate pile bearing resistance. For driven piles bearing in the marl, the ultimate long-term capacity is typically not achieved during initial driving, but rather some time following driving as excess pore pressures generated during installation dissipate and the pile sets-up. Therefore, additional testing was also performed during restrike driving approximately 6 days after initial pile driving in order to measure the increased pile bearing resistance. S&ME, Inc. / 620 Wando Park Boulevard / Mt. Pleasant, South Carolina, / p / f /

5 Dynamic Pile Testing Report Bent 46.5 Between A & B and Bent 50.5 Between A & B S&ME Project No Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 18, 2011 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 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 two 100-ft long, 24-in. square PSC piles at locations Bent 46.5 between A & B and Bent 50.5 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. At the beginning of impact installation of both piles, the hammer was set on Fuel No. 1 (i.e., 4 is highest) and was increased to Fuel No. 2 when the driving resistance approached 100 blows per foot (bpf). During the final installation, the hammer was operated at Fuel No. 4 for both piles. 2

6 Dynamic Pile Testing Report Bent 46.5 Between A & B and Bent 50.5 Between A & B S&ME Project No Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 18, 2011 Table 1 Summary of Dynamic Pile Testing Details Pile Name Test Type Test Date Engineer Bent 46.5 Between A & B Initial Installation of 100-ft long 24-in. PSC from pile tip elevation of -53½ to -70½ ft with new 14-in. plywood pile cushion at fuel settings 1 and 2 Final Installation from tip elevation of -70½ to -74½ with new 14-in. plywood pile cushion at fuel setting 4 July 5, 2011 July 11, 2011 R. Heath Forbes, E.I.T. Kyle L. Murrell, P.E. Bent 50.5 Between A & B Installation of 100-ft long 24-in. PSC from pile tip elevation of -57½ to -66½ ft with new 14-in. plywood pile cushion at fuel settings 1 and 2 Final Installation from tip elevation of -66½ to -69½ with used 14-in. plywood pile cushion at fuel setting 4 July 5, 2011 July 11, 2011 R. Heath Forbes, E.I.T. Kyle L. Murrell, P.E. July 5, 2011 The 100 ft long, 24-in. PSC piles at Bent 46.5 and 50.5 were placed in the template and penetrated to tip elevations of about -53½ and -57½ ft-mllw under their own weight. The pile at 46.5 was driven first and was installed to a tip elevation of -70½ ft-mllw. Following the installation of the pile at Bent 46.5, the pile at 50.5 was installed to a tip elevation of -66½ ft-mllw. July 11, 2011 Approximately 6 days after initial installation, we returned to the site and performed additional high-strain dynamic testing during final installation. The pile at 46.5 was driven about 2 ft during final installation and the pile at 50.5 was driven 3 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) 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. 3

7 Dynamic Pile Testing Report Bent 46.5 Between A & B and Bent 50.5 Between A & B S&ME Project No Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 18, 2011 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 46.5 Between A & B Bent 50.5 Between A & B 7/5/2011 Initial Installation (FS2) 7/11/2011 Final Installation (FS4) 7/5/2011 Initial Installation (FS2) 7/11/2011 Final Installation (FS4) -70½ -66½ 26 / 24% bpf 234 * 24 / 22% bpi / 21% ¼ 255 bpf 100 * 22 / 20% bpi 463 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 -70½ ft-mllw for the pile at Bent 46.5, an ultimate compressive pile bearing resistance of 491 kips (245 tons) was computed. At a PSC tip elevation of about -66½ ft-mllw for the pile at Bent 50.5, an ultimate compressive pile bearing resistance of 463 kips (231 tons) was computed. The CAPWAP analyses provide estimates of load distribution 1 from both end and side shear resistance, illustrate typical force and 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. 4

8 Dynamic Pile Testing Report Bent 46.5 Between A & B and Bent 50.5 Between A & B S&ME Project No Structural Repairs to TC Dock NWS Charleston; North Charleston, South Carolina July 18, 2011 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 17 to 30 ft-kips during installation while the hammer was operated at Fuel Settings No. 2 or 4. This corresponds to transfer efficiencies 2 of about 16% to 28%. 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 at the end of the initial installation for both piles. 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 Marl End of Initial Installation Estimated Marl End of Final Installation Bent 46.5 between A & B Bent 50.5 between A & B 12 ft 16 8 ft 11 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. 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 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

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

11 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 46.5 (A-B) Installation from -53 to ft 100-ft Long, 24-in. Square PSC Test date: 5-Jul 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. plywood cushion; Hammer operated on Fuel Setting No. 1 at start. 2 - Increased to Fuel Setting No. 2

18 S&ME, Inc. Case Method Results Page 1 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent 46.5 (A-B) Installation from -53 to ft 100-ft Long, 24-in. Square PSC OP: RHF Test date: 5-Jul-2011 AR: in^2 SP: k/ft3 LE: ft EM: 5,958 ksi WS: 13,566.0 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

19 S&ME, Inc. Case Method Results Page 2 of 2 PDIPLOT Ver Printed: 18-Jul-2011 Structural Repairs at TC Dock - Bent 46.5 (A-B) Installation from -53 to ft 100-ft Long, 24-in. Square PSC OP: RHF Test date: 5-Jul-2011 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 MAX Average Std. Dev Maximum Blow# Total number of blows analyzed: 978 BL# Elev. Comments New 14-in. plywood cushion; Hammer operated on Fuel Setting No. 1 at start Increased to Fuel Setting No. 2 Time Summary Drive 21 minutes 49 seconds 2:58:46 PM - 3:20:35 PM (7/5/2011) BN 1-978

20 PDIPLOT Ver Printed: 15-Jul-2011 S&ME, Inc. - Case Method Results Structural Repairs at TC Dock - Bent 46.5 (A-B) Restrike at ft Tip Elev. 100-ft Long, 24-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 - New 14" cushion; Fuel Setting No. 4; Blow Counts: 1" - 3, 2" - 3, 3" - 3, 4" - 3

21 S&ME, Inc. Case Method Results Page 1 of 2 PDIPLOT Ver Printed: 15-Jul-2011 Structural Repairs at TC Dock - Bent 46.5 (A-B) Restrike at ft Tip Elev. 100-ft Long, 24-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: 15-Jul-2011 Structural Repairs at TC Dock - Bent 46.5 (A-B) Restrike at ft Tip Elev. 100-ft Long, 24-in. Square PSC OP: KLM Test date: 11-Jul-2011 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 Average Std. Dev Maximum Blow# Total number of blows analyzed: 434 BL# Elev. Comments New 14" cushion; Fuel Setting No. 4; Blow Counts: 1" - 3, 2" - 3, 3" - 3, 4" - 3 Time Summary Drive 9 minutes 57 seconds 9:34:46 AM - 9:44:43 AM (7/11/2011) BN 1-434

23 PDIPLOT Ver Printed: 6-Jul-2011 S&ME, Inc. - Case Method Results Structural Repairs at TC Dock - Bent 50.5 (A-B) Installation from to ft 100-ft Long, 24-in. Square PSC Test date: 5-Jul 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. plywood cushion; Hammer operated on Fuel Setting No. 1 at start. 2 - Increased to Fuel Settting No. 2.

24 S&ME, Inc. Case Method Results Page 1 of 1 PDIPLOT Ver Printed: 6-Jul-2011 Structural Repairs at TC Dock - Bent 50.5 (A-B) Installation from to ft 100-ft Long, 24-in. Square PSC OP: RHF Test date: 5-Jul-2011 AR: in^2 SP: k/ft3 LE: ft EM: 6,217 ksi WS: 13,857.0 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 Average Std. Dev Maximum Blow# Total number of blows analyzed: 651 BL# Elev. Comments New 14-in. plywood cushion; Hammer operated on Fuel Setting No. 1 at start Increased to Fuel Settting No. 2. Time Summary Drive 13 minutes 33 seconds 1:31:17 PM - 1:44:50 PM (7/5/2011) BN 1-651

25 PDIPLOT Ver Printed: 15-Jul-2011 S&ME, Inc. - Case Method Results Structural Repairs at TC Dock - Bent 50.5 (A-B) Restrike at ft Tip Elev. 100-ft Long, 24-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" cushion, Fuel Setting No. 4, Blow Counts: 1" - 3, 2" - 3, 3" - 3, 4" - 3

26 S&ME, Inc. Case Method Results Page 1 of 1 PDIPLOT Ver Printed: 15-Jul-2011 Structural Repairs at TC Dock - Bent 50.5 (A-B) Restrike at ft Tip Elev. 100-ft Long, 24-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 Average Std. Dev Maximum Blow# Total number of blows analyzed: 473 BL# Elev. Comments Used 14" cushion, Fuel Setting No. 4, Blow Counts: 1" - 3, 2" - 3, 3" - 3, 4" - 3 Time Summary Drive 10 minutes 58 seconds 10:26:37 AM - 10:37:35 AM (7/11/2011) BN 1-473

27 CAPWAP Results

28 TC DOCK; Pile: BENT 46.5 (A-B) RS; 100 FT 24 IN. PSC; Blow: 5 (Test: 11-Jul :34:) 18-Jul-2011 S&ME, Inc. CAPWAP(R) kips Force Msd Force Cpt 1200 kips Force Msd Velocity Msd ms 0 24 L/c L/c ms Load (kips) Pile Top Bottom 12 9 Shaft Resistance Distribution Displacement (in) Ru = kips Rs = kips Rb = kips Dy = 0.91 in Dx = 1.15 in kips/ft Pile Force at Ru kips CAPWAP(R) Licensed to S&ME, Inc.

29 TC DOCK; Pile: BENT 46.5 (A-B) RS Test: 11-Jul :34: 100 FT 24 IN. PSC; Blow: 5 CAPWAP(R) S&ME, Inc. OP: KLM CAPWAP SUMMARY RESULTS Total CAPWAP Capacity: 491.5; along Shaft 162.8; 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) 21 Resistance Gap (included in Toe Quake) (in) CAPWAP match quality = 2.88 (Wave Up Match) ; RSA = 0 Observed: final set = in; blow count = 48 b/ft Computed: final set = in; blow count = 64 b/ft max. Top Comp. Stress = 1.65 ksi (T= 29.5 ms, max= x Top) max. Comp. Stress = 1.71 ksi (Z= 26.8 ft, T= 31.2 ms) max. Tens. Stress = ksi (Z= 33.4 ft, T= 40.9 ms) max. Energy (EMX) = 24.4 kip-ft; max. Measured Top Displ. (DMX)= 0.66 in Page 1 Analysis: 18-Jul-2011

30 TC DOCK; Pile: BENT 46.5 (A-B) RS Test: 11-Jul :34: 100 FT 24 IN. PSC; Blow: 5 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 = 31.2 ms) (T = 40.9 ms) Page 2 Analysis: 18-Jul-2011

31 TC DOCK; Pile: BENT 46.5 (A-B) RS Test: 11-Jul :34: 100 FT 24 IN. PSC; Blow: 5 CAPWAP(R) S&ME, Inc. OP: KLM CASE METHOD J = RX RU RAU = (kips); RA2 = (kips) Current CAPWAP Ru = (kips); J(RX) = 0.19 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 3.34 ft, Top Impedance kips/ft/s Pile Damping 2.0 %, Time Incr ms, Wave Speed ft/s, 2L/c 14.4 ms Page 3 Analysis: 18-Jul-2011

32 TC DOCK; Pile: BENT 50.5 (A-B) RS; 100 FT 24 IN. PSC; Blow: 2 (Test: 11-Jul :26:) 18-Jul-2011 S&ME, Inc. CAPWAP(R) kips Force Msd Force Cpt 1000 kips Force Msd Velocity Msd ms 0 16 L/c L/c ms Load (kips) Pile Top Bottom 8 6 Shaft Resistance Distribution Displacement (in) Ru = kips Rs = kips Rb = kips Dy = 0.98 in Dx = 1.32 in kips/ft Pile Force at Ru kips CAPWAP(R) Licensed to S&ME, Inc.

33 TC DOCK; Pile: BENT 50.5 (A-B) RS Test: 11-Jul :26: 100 FT 24 IN. PSC; Blow: 2 CAPWAP(R) S&ME, Inc. OP: KLM CAPWAP SUMMARY RESULTS Total CAPWAP Capacity: 463.4; along Shaft 176.4; at Toe kips Soil Dist. Depth Ru Force Sum Unit Unit Smith Quake 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 in Avg. Shaft Toe Soil Model Parameters/Extensions Shaft Toe Case Damping Factor Damping Type Smith Unloading Quake (% of loading quake) Reloading Level (% of Ru) Unloading Level (% of Ru) 14 Resistance Gap (included in Toe Quake) (in) CAPWAP match quality = 1.94 (Wave Up Match) ; RSA = 0 Observed: final set = in; blow count = 36 b/ft Computed: final set = in; blow count = 41 b/ft max. Top Comp. Stress = 1.68 ksi (T= 34.7 ms, max= x Top) max. Comp. Stress = 1.73 ksi (Z= 30.1 ft, T= 36.7 ms) max. Tens. Stress = ksi (Z= 33.4 ft, T= 46.3 ms) max. Energy (EMX) = 26.3 kip-ft; max. Measured Top Displ. (DMX)= 0.72 in Page 1 Analysis: 18-Jul-2011

34 TC DOCK; Pile: BENT 50.5 (A-B) RS Test: 11-Jul :26: 100 FT 24 IN. PSC; Blow: 2 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 = 36.7 ms) (T = 46.3 ms) Page 2 Analysis: 18-Jul-2011

35 TC DOCK; Pile: BENT 50.5 (A-B) RS Test: 11-Jul :26: 100 FT 24 IN. PSC; Blow: 2 CAPWAP(R) S&ME, Inc. OP: KLM CASE METHOD J = RX RU RAU = (kips); RA2 = (kips) Current CAPWAP Ru = (kips); J(RX) = 0.18 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 3.34 ft, Top Impedance kips/ft/s Pile Damping 1.0 %, Time Incr ms, Wave Speed ft/s, 2L/c 14.4 ms Page 3 Analysis: 18-Jul-2011