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ASPA Pier C North Rehabilitation

Phase 2 – DOCK UPGRADE

ADDENDUM # 4

Bid Opening Date is changed from September 28, 2012 at 2:00 PM to October 5, 2012 at

2:00 PM.

Revise the first and last paragraphs of the Invitation to Bid to read:

Sealed bid proposals will be received via courier to the Alabama State Port Authority,

1400 Alabama State Docks Blvd, Room 216, Administration Building, Mobile, AL

36602 by 1:00 PM on Friday, October 5, 2012. Sealed bid proposals can also be hand

delivered from 1:30 PM to 2:00 PM on Friday, October 5, 2012 to the Alabama State

Port Authority in the International Trade Center building, 250 North Water Street, 1st

Floor – Killian Room, Mobile, AL. Faxed or electronic submitted bids will not be

accepted.

Bids will be publicly opened at 2:00 PM Local Time, Friday, October 5, 2012 at the

International Trade Center building, 250 North Water Street, 1st Floor – Killian

Room, Mobile, AL. The right is reserved, as the interest of the Alabama State Port

Authority may require, to reject any and all bids and to waive informalities in bids

received.

No further Requests for Information will be addressed.

Written questions received since Addendum #3 during the bid process are attached.

Answers to these questions are in Italics under their respective question. Please note that

the questions received are stated as they were written. Answers are provided to our best

interpretation of the questions. Note that specification changes and/or clarifications are

included with some of the answers below.

19. Was any type of “Bond Breaking” material used under the transition slab poured in

phase 1?

Response: Yes, a bond breaker was used.

20. Is the concrete shown under the phase I transition slab a solid continuous “Relieving

Platform” or a Slab on Grade poured above a series of pile caps?

Response: Relieving Platform

21. How much over cut/ demo will be allowed on the existing pier deck to help facilitate

constructability of the new pile caps.



ADDENDUM # 4

Response: Additional over cut/demo is allowed, but no additional fee or change order

will be allowed for larger over cut/demo.

22. What is the total SF and thickness of the area to have 4” of concrete removed?

Based on the total area and thickness that has to be removed it may be more cost

effective to demo out completely and pour back, is this an acceptable alternative?

Response: Sheet S2.20 is revised to show removing 120’ of transition area, including

80’ past original project limits.

23. What is the allowable load limit on the existing dock?

Response: 600-800psf.

24. Can you provide any detail on the kind and quantity of debris that exist in the 10’

area in front of the dock which is to be cleaned? It is difficult to estimate without

some parameters.

Response: There may be driftwood, wire, broken concrete debris, and other

submerged debris that has accumulated in the area.

25. Reference Sheet S2.18: section J2 details quantity of 10 rods but drawing shows

11. Which is correct quantity?

Response: Use (11) rods as drawing displays. See new Sheets S2.18A and S2.18B.

26. Reference sheet S2.18: The bracket that attaches the ME750 leg fender to the 24”

pipe pile has no detail with respect to member sizes or shapes or the size and

quantity of weld required. Please clarify.

Response: See new Sheet S2.18B for additional details.

27. Reference sheet S2.18: The pin connection of the fenders to the piles has no size for

the pins or for the thickness of the plate required. Please clarify.

Response: See new Sheets S2.18A and S2.18B for Details.



ADDENDUM # 4

28: Reference sheet S2.18: We are having trouble finding a supplier for the ¼” thick

UHMW pipe pile sleeve. Is there another acceptable alternate or can you give us a

name(s) of supplier(s) who manufactures this?

Response: A supplier is Luoyang Guorun Pipes Co., Ltd. See new Sheet S2.18A for

revised thickness and diameter.

29. The detail on S2.19 or Section 2700 does not indicate if the sole plate the rail sits on

is continuous or intermittent. Please advise.

Response: It is intermittent. See Addendum 3.

30. Note 1 on page S2.23 states “Concrete repair of cracking and spalling prior to wharf

strengthening”. Please add detail. Is this the pier entirely, or a certain portion within

certain limits of a row of pile caps to be placed?

Response: That note specifically refers to the waterside edge of the dock where repairs

must be made before the additional concrete and reinforcement is added. Refer to

Detail 1 shown on S2.23.

31. Note 6 on S2.23 states that concrete shall be pumped or installed with pressure.

Would this include the smallest of spalls? Can a certain size spall be repaired using

gravity placed concrete?

Response: If the spall is ¾” deep or less, gravity-placed concrete may be used.

32. Specification 2456 states that the steel piles will have soil and debris removed

but the drawings show concrete placed to mud line. Please clarify what needs to be

done.

Response: Soil and debris must be removed from inside of pile, then pile filled with

concrete down to the mud line at approximately -42’ EL.

33. Reference: Transition Slab to be Removed and Replaced

a) Please provide thickness details for the transition slab.



ADDENDUM # 4

b) What are the details for embeds at the transition slab/new wharf concrete

topping?

c) Are there expansion joints in the transition slab?

Response:

a. Referring to S2.15, the storage yard side of the transition slab is to match the

curb shown at a thickness of 10”. From there it slopes up to meet the 10” slab.

Refer to Addendum 3 for the 0.5% slope going towards the water for the 56’-8”

wide portion of the dock. Therefore, the transition slab will slope from the

aforementioned 10” thick at the storage yard side to a thickness of

approximately ~20” where it meets the slab at ~12.1’ EL. However, this varies

slightly up and down the dock, especially around the curve.

b. There are no embeds. There is an expansion joint there.

c. Yes. Expansion joints are to be installed every 100 feet as continuations of the

same expansion joints in the new 10” slab. See Drawing S2.1 that has been

revised to include the EJ’s in the “topping slab” also. Expansion Joints at the

transition areas at the East and West transition areas shall also be on 100’

centers.

34. Reference: Timber Fender Demolition Bid Item Measurement and

Payment

The borings show mud line elevations ranging from -19 to -25. The bid item

requires removal of obstructions to El -40. Is there any information which would

determine the amount of work involved with this item? What is the intent of this

item? What is the intent of removal of submerged obstructions under the pier to the

wall? Would this include any pile butts left behind from the original wharf

construction? Is it the intent to dredge to El -40?

Response: Obstructions should be removed to the mud line. The intent of removal of

submerged obstructions is to facilitate pile installation. It is not the intent to dredge to

EL -40’.

35. Please reissue a new form and include Item 7i “Epoxy Injection Repairs in 21 in

thickened slab”.

Response: The revised Schedule of Prices was included in Addendum #3.

36. At this time we would like to request a 2 week extension, making the new bid date

October 12th

2012.



ADDENDUM # 4

Response: Bid opening date is revised to October 5, 2012.

37. Will Overcuts be allowed for the sawcutting of holes for the placement of new

piling?

Response: Refer to Question # 21

38. In the structural drawing below, it calls to leave only 3 or 4 inches of the wall below

and the other to leave half of the wall. It may not be achievable to leave so little due

to current conditions and rebar placement. Please clarify.



ADDENDUM # 4

Response: The intent of the demolition shown is to demo an area from the S side of

one girder to the N side of the other girder, at a 4’-0” width, as shown.

39. I have a question regarding the bottom #11 bars in the pile caps. It appears to me



ADDENDUM # 4

that it would be impossible to place these bars as shown (one continuous bar,

through core drills) in the longitudinal pile cap sections. If this is the case, I would

need additional details especially if splicing the bars will be required.

Response: #11 bars need to be continuous or coupled with ACI approved couplers,

such as a Bar-Lock Coupler System provided by Dayton Superior (or EQUAL).

40. The limits of construction do not allow for access to the job site; how is the

Contractor to access the project?

Response: The job site access will be from ASDD Blvd through the open storage yard

of Pier C North Berth 3. This will be shared access with the stevedores.

41. The given contractor laydown area is located in phase 2 work area, how is the

contractor to access his laydown area?

Response: A contractor laydown area for Phase 1 will be provided in the storage yard

to the west of the Phase 1 project limits. Sheet C4.0 is revised to show the area.

42. The limits of construction do not extend out to the transition slab. Also, Drawing

S2.24 notes the transition area is not in contract, but Drawings S2.1 thru S2.17 note

existing transition slab to be removed and replaced with new transition slab. Is the

transition slab included in this contract, and will additional LOC be given?

Response: Drawing C3.1 has been revised, showing L.O.C. including the transition

slab. Transition area is in contract – drawing S2.24 has been revised to show entire

transition area in contract limits.

43. Drawing C1.1, General Note 1, states the owner reserves the right to delete or modify

any bid item of work, and that no adjustments will be made to the other bid item

prices due to these revisions. How is the contractor to capture there overhead, profit,

and indirect costs if the owner can delete bid items? Please consider noting that if

bid items are deleted and effect price plus or minus 10% the owner or contractor will

have the option to renegotiate the contract price.

Response: The intent of Note 1 on Sheet C1.1 is that should the Owner elect to delete,

reduce or increase the quantity for an item of work within the contract, that the bid



ADDENDUM # 4

price for all other items are not subject to re-negotiation. The provisions indicated in

General Provisions Section IV, Paragraphs 50-02 and 50-03 apply.

44. The RFI we sent regarding the leg fenders was from our fender supplier, I am going

to copy and paste his lat email to me. He said the first part of his question was not

answered…………They didn't answer the first part about the Energy required from

the Leg fenders. The call for a Max reaction at the end of section 2.1 of the spec.

Nowhere that I am seeing that a minimum reaction or energy is called out. Is it too

late for them to verify this?

Response: The minimum energy that each leg fender must be rated for is 102 ft-kips.

Specification 02458 Page 1 states 52 ft-kips, but should read 102 ft-kips. The

maximum reaction force that each leg fender may exert to the dock is 90 kips, as stated

on Page 2 of the same specification.

45. The MX24 rail clip does not fit in a manner that allows the back side to be welded

onto a 12” plate. The minimum plate dimension should be 12-1/2” wide. Is this

possible?

Response: The plates are revised to be 12-3/4” wide.

46. Is it the intention to galvanize all of the intermittent plates?

Response: No.

47. The written specifications indicate that the sole plates are to be leveled with the

assistance of a leveling screw. There does not seem to be space on the sole plates to do

that. Your drawing S2.19 clearly details leveling nuts under the plate on the anchor

bolts. What does the engineer desire? Leveling bolts or the use of nuts on the anchor

bolts and underside of the sole plate?

Response: Use the leveling nuts. Although it will be tight, it is possible.

48. Does the engineer wish the anchor bolts to galvanized for use with the intermittent

plates?

Response: Yes, galvanize the anchor bolts. Sheet S2.19 detail is revised to reflect this.



ADDENDUM # 4

49. How are the rail ends to be joined? The written specifications state thermite welding

or flash-butt welding.

Response: See previous Addendum for bolted splice connections.

50. Are there rail expansion joints needed for the track system? The written specs make

reference to rail expansion joints, however there are no detail drawings regarding

expansion joints. Are they to be included? If so, please identify locations.

Response: See previous Addendum for bolted splice connections.

51. Is it the engineers intent to completely grout the entire rail system or just under the

intermittent plates to create intermittent pedestals? If the intent is to grout

intermittent pedestals, good grouting practice requires the rail pocket to be

enlargened to allow a 2” grout shoulder on the insertion side, and a 1” pocket

opposite for air release. Please provide guidance as to how the grout is to be

installed.

Response: Yes, the entire rail system is to be grouted to the bottom of the rail. Sheet

S2.19 is revised to reflect this.

52. The drawings call for 2” thick UHMW, but the specs say that a minimum of 1-1/4”

can be used.

Response: Use 2” thick UHMW-PE. Specification Section 02458 FENDER SYSTEM

is revised to reflect this.

53. We are in need of additional information for the fender system construction as

follows:

Sheet S2.18

· What size pad eye and pin size are required to connect the HP 12 x 53 rub rail and

fender panel to the 24” pipe pile ?

· What size angle iron is required to weld to the 24” pipe pile and connect to the leg

fender ?



ADDENDUM # 4

Response: See new Sheets S2.18A and S2.18B for Details.

54. Reference: Crane Rail Sole Plate: The sole plate specified is 12” x 12” x 1”. To

acquire the lateral capacity of the clip specified, the plate width needs to be 12.5”

wide to have the correct size weld between the rail clip and the sole plate. Has this

been considered in the design for the lateral forces? Please advise.

Response: See Response to Question 45.

55. Reference: Grouting of Sole Plate for Rail: Since the sole plates are intermittent,

the proper installation procedure is to not have a grout shoulder on the up station

and down station sides of the grout plate. Since the rail is required to be installed

prior to grouting, correct grouting practices would require a 2” gap between the sole

plate and the pocket side for a grout head box and a 1” gap between the sole plate

opposite of the head box for air escape and to ensure uniform grout filling under the

sole plate. The current configuration of the pocket, sole plate and clip location does

not accommodate the correct grouting procedure. Please advise.

Response: See Response to Question 51.

56. Will it be acceptable to permanently leave forms under the pier after concrete is

poured?

Response: No. Forms must be removed.

57. Note 6 on dwg S2.0 states to perform load tests prior to pile purchase. The load tests

are at 19.5 and 57.5. Delaying purchase will add 6 wks to the schedule after loads

test, please advise. Also, 57.5 is in phase 2, please clarify if the load test is to be

performed during phase 2 construction, or is it to be performed during phase 1?

Response: The Phase 2 area must remain open during Phase 1 construction. The pile

load test at 57.5 will have to be performed during Phase 2. The contractor may pre-

order up to 46 precast piles prior to load testing.

58. Mechanical Joint Pipe does not start until Class 51 and Flanged starts at

CL53. These are all thicker walls than the CL250 and CL350.



ADDENDUM # 4

Response: All Mechanical Joint and Flange Pipe shall be Class 53 Ductile Iron.

59. What is the allowable load on the elevated dock?

Response: 600-800 psf

60. Will the owner consider giving the contractor more right of way on the land side

of the pier to facilitate crane access off of the pier?

Response: The storage yard will be operational during construction. The access will

be confined to the 17’ transition slab and the pier.

61. In the event that broken off piles are encountered while installing the concrete piles.

How would contractors be compensated for the removal of the obstructions, in order

to install the new piles?

Response: To our knowledge, there are no existing vertical pile type obstructions

below existing pier. Pay Item No. 3 includes payment for removal of obstructions such

as driftwood, wire, broken concrete debris, and so forth, down to the mud line

underneath the pier and out 10’ from the face of the pier. Any obstructions below the

mud line that prevent installation of new piles shall be evaluated by the Engineer and

Owner on a case by case basis.

62. How many days will the engineer need to review and approve the pile load tests?

Response: 5 calendar days.

63. Addendum #1, Item #3 changed bid item 7a quantities from 680cf to 750cf.

Addendum #3 included a new bid form; the quantity for bid item 7a on the new bid form

is 680cf. Did the owner change the quantity for bid item 7a back to the original quantity,

or is the quantity for bid item 7a supposed to be 750cf? Please advise.

Response: The revised quantity of 750 cubic feet is correct. The Schedule of Prices is

revised in its entirety to reflect this correction.

64. Reference: Transition Slabs/Rail - Please provide details for the rail limits on the



ADDENDUM # 4

4” transition slabs and the information regarding connecting to the existing rail.

Response: Existing Rail shall be cut and holes drilled for installation of bolted

splice. See revised Sheet S2.19 for Detail.

65. Reference: Pre-Cast Piling - Please provide a precast pile detail along with lifting

information.

Response: Precast pile is to be designed by pile manufacturer with shop drawings and

calculations submitted for approval prior to fabrication. See Specification Section

02457, Par. 1.

66. Please clarify location of existing concrete paving seat (wall) on drawing S2.24. We

are unclear as to the existing transition slab and what depth of concrete needs to be

demolished and removed. This drawing shows a large transition area not in contract, this

is confusing. Again please clarify limits of demolition both horizontally and in depth.

Response: See revised Sheet S2.24.

67. What permits are required for this project?

Response: Permits required are Notice Of Intent (NOI) general construction permit

from ADEM & permit for trailer from City of Mobile.

Specification Section 02458 – FENDER SYSTEM is replaced herein in its entirety.

The following drawings are revised by this Addendum #4 and included herein:

C4.0

C4.1

S2.1

S2.18 is replaced by new S2.18A andS2.18B

S2.19

S2.20

S2.24



ADDENDUM # 4

SCHEDULE OF PRICES

Item Description Approx.

Quantities Unit Unit Price

Dollar

Amount

1 Mobilization/Demobilization,

Bonding,Permits, Access Credentials 1 Lump Sum X $

2 Concrete Demolition (Approximately

591 Cubic Yards) 1 Lump Sum X $

3

Timber Fenders Demolition – Removal

of obstruction out 10’ from face of

dock to -40’ Elevation

1 Lump Sum X $

4 Remove Rails 1 Lump Sum X $

5 Remove Existing and Install New

Moorings 1 Lump Sum X $

6 Load Test Two Precast Piles 1 Lump Sum X $

7 Dock Remediation (repairs underneath)

See 7a, 7b, 7c, and 7d X X X X

7a Shotcrete Repairs underneath dock 750 Cubic Foot $ $

7b Epoxy Injection Repairs (10” thick) in

walls underneath dock 1500 Linear Foot $ $

7c Epoxy Injection Repairs (12” thick) in

12” girders underneath dock 1500 Linear Foot

7d Epoxy Injection Repairs (1’10” thick)

in girders underneath dock 3300 Linear Foot

7e Epoxy Injection Repairs (2.5’ thick) in

beams underneath dock 1000 Linear Foot $



ADDENDUM # 4

Item Description Approx.

Quantities Unit Unit Price

Dollar

Amount

7f Replace #9 Rebar 600 Linear Foot

7g Rebar Couplers for #9 Rebar 32 Each

7h Concrete Repair by Form and

Placement 184 Cubic Foot

7i Epoxy Injection Repairs in 21”

thickened slab 1600 Linear Foot $ $

8 Precast Piles 22,575 Linear Foot $ $

9 Pile Cap Concrete (Approximately 672

Cubic Yards) 1 Lump Sum X $

10 Slab Concrete (Approximately 2275

Cubic Yards) includes curb 1 Lump Sum X $

11 Fender System, Pipe Piles, and Rub

Rail 1 Lump Sum X $

12 New Railroad Tracks 1 Lump Sum X $

13 Demolition of Utilities 1 Lump Sum X $

14

New Water Line (Approximately 1615

Linear Feet of water line and 6 Water

Stations)

1 Lump Sum X $

15 Paint Striping 5760 Linear Foot

TOTAL BID $



ADDENDUM # 4

Dollars (In Words)

I, the undersigned bidder, hereby acknowledge receipt of the following addenda:

ADDENDUM NO.__________





Contractor’s Signature:

Contractor

Company_______________________________________________________________

____

___________________________________ __________________________________

____________

Name Title

Date

ALABAMA STATE PORT AUTHORITY

PIER C NORTH REHABILITATION, PHASE 2 – DOCK UPGRADE

AFE # 9431 CN # 2103

02458 – FENDER SYSTEM

Page 1 of 11

SECTION 02458 - FENDER SYSTEM

1.0 SCOPE OF WORK

1.1 Components of the Fender System include:

Barge Fender System

a. UHMW sleeve provides rub surface around each Pipe Pile.

b. Pipe Piles (24 inch diameter filled with concrete) are spaced on 10 foot centers.

c. UHMW rub strip on horizontal HP 12X53 members. Note: Exact lengths of HP12x53 members

are to be field measured and verified after pipe piles are driven. Refer to Section 02456, 3.2 D for

Driving Tolerances.

d. Chain for stability of Pipe Piles

e. Padeye System at face of dock

f. Padeye System at Pipe Pile

g. Leg Fender provides energy absorbing support at top of each pipe pile

h. All connections and any other components shown on Drawings S2.18A and S2.18B

Ship Fender System

a. Steel fender panel (15’ x 7’) faced with UHMW

b. Double Arch Fender provides energy absorbing support for fender panel. This system is bolted to

face of dock at 100 feet on center.

c. Chains for stability of fender, provided by manufacturer

d. All connections and any other components shown on Drawings S2.18A and S2.18B

1.2 The work shall consist of furnishing and installing Fender system as indicated.

.

2.0 OVERALL PERFORMANCE OF FENDER SYSTEM

2.1 Each system shall be capable of the following rated performance for the type of Vessel listed:

Ship Barge

(assume 2 arch (assume 3 leg

fenders contacted) fenders contacted)



AFE # 9431 CN # 2103


Page 2 of 11

Rated Energy Absorption 656 ft-kips per system 306 ft-kips

(328 ft-kips per (102 ft-kips per

arch fender – two leg fender)

fenders per “system”)

Hull Pressure 2.0 ksf N/A

Fender manufacturer shall verify the load requirements shown based on the

Vessel/barge parameters listed below.

Vessel Barge

LOA (Length Overall) 800 ft. 190 ft-200 ft

Beam 116 ft. 35 ft.

Draft (Max.) 40 ft. 9 ft,

Maximum Displacement (tons) 60,000 tons 2,000 tons

Berthing Velocity 0.37 ft/sec 1.5 ft/sec.

Approach Angle 10 degrees

Allow. Hull Pressure 5 ksf 5 ksf

Fender system shall account for barge contact forces to occur close to the water line.

Above performance values may be subject to a manufacturing tolerance of no

more than +/-10%.

Above performance must be verified by full scale testing, see Section 5.3.

Each system shall be capable of absorbing a horizontal shearing force equal to

30% of its rated reaction while simultaneously absorbing the above-defined

minimum energy without exceeding the defined maximum reaction.

3.0 SHIP (ARCH) FENDER

3.1 General

The Arch Fenders shall be molded from rubber that is homogenous in quality and free from

foreign materials, bubbles, injuries, cracks and other harmful defects. The embedded fixing steel

plates shall be firmly bonded into the rubber body through the process of vulcanization, and

covered with rubber perfectly lest they should be exposed.

3.2 Performance



AFE # 9431 CN # 2103


Page 3 of 11

The proposed fender shall be an AD 1000 or approved equal Fender and capable of absorbing a

minimum energy with a maximum reaction at the following design deflection. The tolerance for

performance shall be +10% per industry specifications.

3.3 Design Deflection (52.5%)

a. Minimum Energy Absorption = 328 ft-kips (656 ft-kips at each ship fender location)

b. Maximum Reaction = 238 kips (476 kips at each ship fender location)

c. Maximum-allowable, undeflected standoff is 48 inches.

NOTE: There are two AD 1000 arch fenders needed every 100’, as shown in Drawing S2.18A.

4.0 BARGE (LEG) FENDER

4.1 General

The Barge Fenders shall be molded from rubber that is homogenous in quality and free from

foreign materials, bubbles, injuries, cracks and other harmful defects. The embedded fixing steel

plates shall be firmly bonded into the rubber body through the process of vulcanization, and

covered with rubber perfectly lest they should be exposed.

4.2 Performance

The proposed fender shall be an ME 750 or approved equal Fender and capable of absorbing a

minimum energy with a maximum reaction at the following design deflection. The tolerance for

performance shall be +10% per industry specifications.

4.3 Design Deflection (57.5%)

a. Minimum Energy Absorption = 102 ft-kips

b. Maximum Reaction = 90 kips

5.0 MATERIALS (RUBBER UNITS)

5.1 The rubber for proposed fender to be used must be of vulcanized natural or

synthetic rubber or a mixture of them. These shall be reinforced with carbon black

and resistant to aging, seawater, abrasion, and ultraviolet rays.

The rubber must be homogenous in quality and free from foreign materials,

bubbles, injuries, cracks and other harmful defects.

The embedded fixing steel plates shall be firmly bonded into rubber body

through the process of vulcanization, and completely encapsulated so that no steel

is exposed. The steel shall be encased with a minimum rubber thickness of 1/16”.

5.2 Rubber Properties

Property Tested Test Method Acceptance

Requirements Hardness (Before Aging) ASTM D2240 Shore A 78 Max

Tensile Strength (Before ASTM D412 Die C 16 MPa (2320 psi) Min

Aging)



AFE # 9431 CN # 2103


Page 4 of 11

Ultimate Elongation (Before

Aging) ASTM D412 Die C 300% Min

Change in Hardness (After Aging) ASTM D573 +10 Max

96 hrs @ 70 C

Change in Tensile Strength ASTM D573 -20% Max

(After Aging) 96 hrs @ 70 C

Change in Ultimate Elongation ASTM D573 -20% Max

(After Aging) 96 hrs @ 70C

Compression Set ASTM D395 Method B 30% Max

22 hrs at 70 C

Ozone Resistance ASTM D1171 Method B 100%

Water Resistance ASTM D471 +10% Max by

70 hrs at 100 C Volume

Low Temperature Resistance ASTM D2137 Method A No Cracks

3 minutes at -40 C

Adhesion ASTM D429 Method B 7 kN/m (40 lb/in Min

Tear Resistance ASTM D624 Die B 70 kN/m (400 lb/in)

Min

5.3 Performance Verification

Full scale load deflection tests shall be conducted on 10% of the fender elements supplied. The

performance of the fender is expressed by the value of the energy absorbed during compression

of the fender up to the designed deflection and the maximum value of the reaction load thus

generated.

In the performance test of the fender, compression shall be applied toward the top face of the

fender. The compression speed shall follow current PIANC Fender Performance Testing

guidelines and shall be recorded during testing. Deflection of the fender is to be repeated for

three times up to the designed deflection. The average data obtained in the second and third tests

shall be the performance values. The average value shall be more than the designed performance

value for the energy absorption and less than the designed performance value for the maximum

reaction load.

For the performance test of the fender, the room temperature at the time of the tests shall be

recorded.

All testing must be witnessed by a recognized accreditation agency such as Lloyds Register or

conducted by a 3rd

party independent laboratory and witnessed by a recognized accreditation

agency as described above. Velocity corrections will not be allowed nor will scale model tests be



AFE # 9431 CN # 2103


Page 5 of 11

allowed as an alternative. The Port Authority reserves the right to retest selected fender

elements.

Certified performance curves for each fender shall be supplied and the owner reserves the right to

witness testing and/or test the fenders again upon delivery.

5.4 Sampling

The specimen for testing and inspection of the materials, dimensions, and performance shall be

sampled as specified below. The specimen to be used for the material test shall be taken directly

from the product or from the rubber prepared in the quality check and under the condition of the

same vulcanization as the products.

Test Item Number of Sampling

Material 1 set from the lot of compound for

the manufacture of the fenders.

Dimensions All fenders.

Performance 1 piece per 10 pieces of fender.

(To raise the fraction to a unit.)

5.5 Hardware

All hardware for mounting of the fender to the panel shall be supplied by the fender

manufacturer. All hardware for mounting the fender to the concrete face including threaded rods,

nuts, and washers shall be included. All mounting hardware shall be 316 stainless steel. Any

socket type embedment shall have a 316 stainless steel female socket. The size and grade of the

mounting hardware shall be according to the fender manufacturers published information.

All bolts, nuts, and washers for attaching fender elements to the contact panels, steel structures

and to embedded anchor sleeves shall be of the size required per the manufacturer’s published

data. All shall be 316 stainless steel.

6.0 SHIP (ARCH) FENDER PANEL

6.1 Design and Construction

The proposed panel shall be the size and shape as shown on the drawings. The panel

shall be designed and constructed according to the AISC Steel Construction Manual

Specifications. All welding shall be in accordance with ASWD1.1 latest edition standards. All

fillet welds shall be seal welds to prevent corrosion. All steel shall be ASTM A-36, or as

necessary from stress calculations. All bolt holes shall be drilled.



AFE # 9431 CN # 2103


Page 6 of 11

Panel design shall be as shown on the drawings with fabricated continuously linked end

connections. Panel tops shall not be higher than elevation (+) 9.0’ and panel bottom shall extend

to elevation (+) 2.0’. Outside face of UHMW-PE panel shall be approx. 3’-11-3/8” stand off from

face of new concrete support.

Minimum steel thickness shall be l/2” for external plate and 3/8” for internal plates if of a closed

box design and l/2” if an open grillage design.

Consider the following cases in determining maximum moment to be resisted by panels:

a. Vertical line load in middle of panel or middle of span between elements

b. Any other load case which generates stresses exceeding stresses from the above load cases

6.2 Coating

The proposed panel shall be coated with a two coat coal tar epoxy such as Carboline Bitumastic

300 or an approved equal. All preparation and application shall be in compliance with the coating

manufacturer’s recommendations for immersion service. Surface preparation shall be by abrasive

blast to SSPC-SP10 “Near White Blast Cleaning” with an anchor profile of 50 to 75 microns. The

D.F.T. of the coating shall be 400 microns minimum. The finish coat shall be free of sags, voids,

and orange peel and resistant to impact and abrasion. Minimum accepted rated adhesion strength

of the coating system shall be 800 psi.

6.3 Hardware

6.3.1 Chains

The proposed chain system shall prevent excessive top tension, bottom tension,

horizontal shear, vertical shear and weight-induced deflection of the fender. All

hardware such as shackles and turnbuckles/Dogbone shackles required for attaching the

chains shall be included and supplied by fender manufacturer. All items shall be hot

dipped galvanized.

The chains and related hardware shall be sized considering the maximum possible

shearing and tension forces on the fender.

Panel shall be calculated from the maximum reaction of the fender and the coefficient of

friction of the proposed UHMW-PE face pads.

Sizing of the weight chains shall include the shearing force from friction as well as the

weight of the panel and one-half the weight of the proposed fenders. All metal chains

and components shall be galvanized per ASTM A123 or A153. No chain assembly shall

have a breaking strength of less than 50,000 pounds no shall metal chains have a stock

size of less than ¾”.

6.3.2 Anchor Plates



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All anchor plates for attaching the proposed chains to the concrete face shall be included

and supplied by the fender manufacturer. All hardware for attaching the anchor plates

including threaded rods, nuts, and washers shall be provided. All hardware shall be hot

dipped galvanized.

6.4 Face Pads

UHMW-PE face pads shall cover the face of the panel and linkage system including the faces of

the bevels. The pads shall be a minimum of 2” thick and yellow in color. The proposed UHMW-

PE must be UV stabilized. UHMW-PE materials must meet the following minimum standards.

Test data for proposed UHMW-PE must be submitted as part of bid submittal documentation.

6.4.1 Properties

Property Test Method Acceptance Requirements

Specific Gravity ASTM D792 0.926 gm/cc

Ultimate Tensile ASTM 4,000 psi, min

Strength D638A

Izod Impact, Double ASTM

Notch D256A 18 ft-lbs/in, min

Abrasion Wear Sand Slurry 18 max.

(carbon stl = 100)

Water Absorption ASTM D570 NIL

Coefficient of Friction ASTM 0.20 max D1894

Color Not Applicable Yellow

*Industry Standard testing method using slurry of 60% aluminum

oxide and 40% water at a rotation speed of 1750 rpm for 2 hours. A lower

number indicates better abrasion resistance.

6.4.2 UHMW-PE Installation

The pads shall be drilled and counter bored for the mounting bolts. Mounting bolts shall

be a minimum of 5/8” diameter and shall be 316 stainless steel. The face of the bold

head shall be a minimum of l/2” below the face of the UHMW-PE pad. All exposed

edges of the UHMW-PE shall include ¾” x ¾” bevels.



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7.0 BARGE (LEG) FENDER SLEEVE

7.1 Design and Construction

The proposed sleeve shall be the size and shape as shown on the drawings. The sleeve

shall be designed and constructed according to the AISC Steel Construction Manual

Specifications. All welding shall be in accordance with ASWD1.1 latest edition standards. All

fillet welds shall be seal welds to prevent corrosion. All steel shall be ASTM A-36, or as

necessary from stress calculations. All bolt holes shall be drilled.

Sleeve design shall be as shown on the drawings with fabricated continuously linked end

connections. Sleeve tops vary as shown on drawings. Sleeve is to sit on top of the rub rail plates

and rear angle, as shown on drawings.

7.2 Hardware

7.2.1 Chains

The proposed chain system shall prevent excessive top tension, bottom tension,

horizontal shear, vertical shear and weight-induced deflection of the fender. Shackles for

the barge fender system shall be 1-1/4” Maritime Anchor Shackles Or Equal and installed

at the location shown on Drawing S2.18B on 10’ centers. Chains for the barge fender

system shall be a minimum of 28mm Maritime Dock Fender Chains Or Equal as shown

on Drawing S2.18B. Length of chains needed must be field verified.

All metal chains and components shall be galvanized per ASTM A123 or A153.

7.2.2 Anchor Plates

Fender chain eye shall be ASTM 36 steel and have dimensions as shown on S2.18B. All

hardware for attaching the anchor plates including threaded rods, nuts, and washers shall

be ASTM A36 or better. All hardware shall be hot dipped galvanized.

7.3 UHMW-PE Sleeve

UHMW-PE sleeves to be placed on the Pipe Piles shall be 30-35mm thick and yellow in color.

The outside diameter of sleeve may range from 710-730mm. The proposed UHMW-PE must be

UV stabilized. UHMW-PE materials must meet the following minimum standards. Test data for

proposed UHMW-PE must be submitted as part of bid submittal documentation.

7.3.1 Properties

Property Test Method Acceptance Requirements

Specific Gravity ASTM D792 0.926 gm/cc

Ultimate Tensile ASTM 4,000 psi, min

Strength D638A

Izod Impact, Double ASTM



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Notch D256A 18 ft-lbs/in, min

Abrasion Wear Sand Slurry 18 max.

(carbon stl = 100)

Water Absorption ASTM D570 NIL

Coefficient of Friction ASTM 0.20 max D1894

Color Not Applicable Yellow

*Industry Standard testing method using slurry of 60% aluminum

oxide and 40% water at a rotation speed of 1750 rpm for 2 hours. A lower

number indicates better abrasion resistance.

7.3.2 UHMW-PE Installation

The pads shall be placed on the Pipe Piles and allowed to rest on the top of the steel

plates used for the rub rail and the installed angle on the back of the Pipe Pile, as shown

in Section H on Drawing S2.18A. The UHMW-PE sleeve shall be free to rotate.

8.0 PACKAGING

The rubber fenders shall be packaged while being delivered to the Port so as to prevent damage to the

fenders. The fender manufacturer, prior to shipment to the jobsite shall install UHMW for the panels on

the steel panels. All chain and hardware shall be packaged for shipment to the customer. Fender sections

shall be safely stacked and blocked to provide safe storage until the marine contractor shall collect the

materials for installation. All labor, equipment, and wood cribbing required to deliver and provide storage

on the site shall be included in the supplier’s proposal.

9.0 MATERIALS

9.1 Rubber Properties

The resilient rubber material component for proposed fender shall be manufactured from

processed recycled bus and truck tires (100% post-consumer waste) and cut to specific size,

assembled, and compressed onto steel supporting rods. Laminated sections shall be made from

steel belted tread sections only. Fabric embedded tire treads and or fabric embedded belting is not

permitted.

9.2 Fender Steel Properties

All steel components which constitute an integral part of each fender shall comply with the

requirements of ASTM A36. External steel components shall be hot dip galvanized after

fabrication. Material certificates shall be traceable for all steel materials including angles, flat bar,

and including angles, flat bar, and internal steel rods.



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9.3 Mounting Hardware

All hardware for mounting the fender to the face of the steel mounting brackets shall be as per the

attached fender system drawing and shall be included in the supplier’s proposal. All mounting

hardware shall be hot dipped galvanized (HDG) as per ASTM A153 as required.

9.4 Fender Mounting Weldments

Fabricated steel mounting weldments shall be provided by the supplier in accordance with the

attached drawings. All welding shall be done in accordance with AWS D1.1 and shall be done

with continuous seal welding to prevent corrosion. All steel materials shall be traceable and shall

comply with the requirements of ASTM A36. All horizontal web sections shall be provided with

drain holes in order to prevent water from being trapped inside of the section. All items shall be

hot dipped galvanized as per ASTM A153 or ASTM 123 after completion of fabrication as

required.

9.5 Weldment Attachment Hardware

Concrete embedment hardware shall be of the size and type as shown on the attached drawings

and shall be included in the supplier’s proposal. Assuming 5000 psi concrete, the pull out strength

shall be 1.25 times the yield strength of the male thread. Bolts shall be A307 HDG, nuts shall be

A563, grade A heavy hex, HDG. Washers shall be standard ANSI B18.22.1 carbon steel HDG>

10.0 ASSEMBLY

All Laminated Fender Sections shall be delivered completely assembled on to the hot dip galvanized

Fender Mounting Weldments. No further assembly on site shall be required by the marine contractor other

than mounting of the assembled sections to the fact of the dock. On site assemble of the laminated fender

sections to the weldments is not permitted.

11.0 PACKAGING AND DELIVERY

The laminated fender section assemblies shall be packaged in a manner that will prevent damage to the

fenders and will be safely unloaded on site by the supplier. Fender sections shall be safely stacked and

blocked to provide safe storage until the marine contractor shall collect the materials for installation. All

labor, equipment, and wood cribbing required to deliver and provide storage on site shall be included in the

supplier’s proposal.

12.0 STEEL PROPERTIES

The embedded fixing steel plates on the fender system shall be of ASTM A36, or better, steel.

13.0 HARDWARE

All hardware for mounting the fender to the concrete face as per the attached project drawings shall be

included. All mounting hardware shall be hot dipped galvanized as per ASTM A153 unless noted

otherwise.

Bolts shall be A307 galvanized, nuts shall be A563, grade A heavy hex, galvanized. Washers shall be

standard ANS B18.22.1 carbon steel galvanized unless noted otherwise.

14.0 PERFORMANCE VERIFICATION



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The performance of the fender is expressed by the value of the energy absorbed during compression of the

fender up to the designed deflection and the maximum value of the reaction load thus generated. In the

performance test of the fender, compression shall be applied toward the top face of the fender. The

specimen will be “broken-in” by deflecting it three for more times up to its rated deflection or more. The

specimen should be allowed to recover for at least one hour, with no load. Before the performance test, the

fender temperature must be stabilized. The date obtained in the following test shall be the performance

values. The values shall be within the allowed tolerance for the energy absorption and reaction load. For

the performance test of the fender, the room temperature at the time of the tests shall be recorded.

16.0 PACKAGING

The fenders shall be packaged in a manner that will prevent damage to the fenders and will be safely

unloaded on site by the supplier. Fenders shall be safely stacked and blocked to provide safe storage until

the marine contractor shall collect the materials for installation. All labor equipment, and wood cribbing

required to deliver and provide storage on site shall be included in the supplier’s proposal.

END OF SECTION

PIER "C" NORTH REHABILITATION

BIDISSUE FOR

PHASE 2 - DOCK UPGRADE

aspa pier c north rehabilitation - alabama state port ... · 1400 alabama state docks blvd, room...

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