Ports 2013: Success through Diversification

The Los Angeles Harbor Department (LAHD) operates the Port of Los Angeles (Port) located in San Pedro Bay, California. The LAHD is developing a multi-habitat umbrella mitigation banking agreement (UMBA) to facilitate compliance with current mitigation regulations. The UMBA will address a variety of potential mitigation opportunities under one bank framework, in recognition of the dynamic nature of the Port's mitigation needs across varying habitats, including harbor habitat, eelgrass, and wetlands. Bank Enabling Instruments (BEIs) will be developed pursuant to the habitat-specific frameworks established in the proposed agreement. The UMBA will be a valuable example of developing a large-scale, multi-habitat mitigation program that provides a holistic approach for addressing a variety of potential impacts and mitigation opportunities. It will also streamline the approval of project-specific mitigation, thereby saving valuable time for resources to be directed towards achieving successful mitigation projects rather than being mired in the regulatory process.

When the U.S. Coast Guard gave the historic Ocracoke Island Lifesaving Station to the State of North Carolina, and it became the North Carolina Center for the Advancement of Teaching (NCCAT), the change represented real opportunity for improvement to the historic site. One particular improvement was the recovery of the eroding section of Pamlico Sound shoreline behind the facility where years of wind and wave action were chewing their way landward toward the buildings. In a collaborative effort with NCCAT, the North Carolina Coastal Federation, and the North Carolina State Construction Office, Moffatt & Nichol engaged in the complex task of permitting, designing, and constructing a natural estuarine shoreline and tidal marsh complex to replace the eroding shoreline, which had been unsuccessfully armored against the advancing sound. The restoration project involved the design and construction of breakwater sills just off shore to dissipate wave energy, regrading of the gradual slope of a natural shore profile, and re-establishment of native shoreline marsh vegetation. The design also involved additional green amenities. An interpretive boardwalk and pier were constructed and future construction phases will include stormwater Best Management Practices (BMPs) on upland areas, such as bioretention cells and pervious parking areas. In addition, oyster habitat restoration and seeding are planned for the site. Execution of the project also involved substantive opportunities for outreach and education by using teacher volunteers to implement the marsh vegetation plantings. Construction thus far has resulted in restoration of approximately 300 feet of natural shoreline and two acres of coastal salt marsh aquatic habitat. This case study presentation will review the complex permitting, design and construction issues involved in this highly public project built in a sensitive marine environment.

The Port of Seattle (Port) Terminal 10 (T-10), located on Harbor Island in Seattle, Washington, is a former Superfund site known as Lockheed Shipyard I, and spans the uplands operable unit and the Lockheed Shipyard Sediment Operable Unit (LSSOU) of the Harbor Island Superfund site. The Port proposed redevelopment of T-10, which required stormwater upgrades and controls for Superfund source control site requirements and protection of the LSSOU. The project was complicated by the Superfund remedies in place and had the potential to impact both the uplands and sediment caps. Coordination of the project with local, state, and federal agencies was instrumental to the successful completion of the project. Site redevelopment at T-10 improved nearly 11 acres of unused, vacant, Port-owned waterfront property to a condition supportive of active use. This transformation was possible due to early involvement and coordination throughout design between the Port, stakeholders, and the U.S. Environmental Protection Agency.

Over the past decade, ports have faced the implementation of low-impact development (LID) regulations to manage storm water on development/redevelopment projects. Much of this regulation does not consider the unique conditions found at port facilities. In response, the Port of Los Angeles (POLA) has developed a strategic plan for storm water management based on a business analysis of their storm water management program. This paper discusses the strategic plan, which demonstrates the best method to manage storm water at port facilities where LID is infeasible. This paper briefly analyzes the costs, impacts, and benefits of both LID and traditional treatment methods for application at marine container terminals. This paper also analyzes the business aspects of POLA's storm water management program with a stakeholder analysis, a strength, weaknesses, opportunities, threats (SWOT) analysis, and a business model canvas. The stakeholder analysis looks at all parties that can influence or be impacted by a storm water program and determines what steps need to be taken to gain their support. The SWOT analysis looks at the strengths, weaknesses, opportunities, and threats to developing and implementing a storm water management program in order to give direction and help develop goals and objectives. Finally, the business model canvas is a strategic management tool which helps to visualize the strategy for developing a storm water management program. The resulting strategic plan will allow POLA, and other ports, to work with regulators to ensure that a reasonable option is provided for port facilities in upcoming regulations.

Creation of Shallow Water Habitat as replacement for or mitigation for loss of SWH due to the filling or reclamation of harbor water areas with dredge material has become a critical component to the continued development of deep water port and harbor facilities, especially on the US west coast. In recent time, this began with the Federal Los Angeles Channel Deepening Project between 1979 and 1982 which deepened the harbor's main channel from its previous elevation of -35 ft (-10.7 m) MLLW to -45 ft (-13.7 m) MLLW. Due to the continued necessity for mitigation for loss of deep and shallow water areas, and to support beneficial disposal of dredge materials as channel depths continue to increase, policies have been formulated by the appropriate Federal and State Resource Agencies for compliance with various Federal and State Laws. As a result, additional SWH has been successfully constructed in the Port of Los Angeles as dredging projects have required and have demonstrated improved biological and fishery value over or greater than their previous deeper water depth. Recently, the Cabrillo Shallow Water Habitat (CSWH) has been constructed by the US Army Corps of Engineers (USACE) as part of the Federal Deep Draft Navigation Improvement Project. Design considerations for the on-going 50-acre (20.2 ha) CSWH Expansion include experience with the earlier phases of shallow water habitat construction, comments received during the public review process for the SEIS/SEIR, and knowledge of geotechnical characteristics of both the site and dredge material source areas. The successful completion of this project has required sequencing the placement of dredge materials at the CSWH, the use of construction methods which minimize disturbance of the dredge materials, and the development of a monitoring plan to ensure the future ecological benefit of the project. This paper will discuss how open communication and balancing the engineering and resource agency requirements have led to successful development of SWH.

Decreased unit costs and increased seismic standards have led to a preference for steel piles for a variety of coastal and transportation infrastructure projects. However, driving these piles can generate inwater sounds that disturb or harm aquatic wildlife. Compliance with inwater sound thresholds for many protected species can have substantial impacts on inwater project construction methods, schedules, and costs- sometimes requiring challenging and expensive sound minimization measures. These measures may include working within specified work windows, monitoring sound and biological levels, deploying sound attenuation devices (e.g. bubble curtains, cofferdams, etc.), and using alternative pile driving methods (e.g. drilling, suction pile driving, etc.). There are advantages and disadvantages for each of these minimization options, and their effectiveness, suitability, cost, and schedule implications (both direct and indirect) vary. This paper provides a brief background on inwater sound reduction and summarizes the steps that an applicant can take to identify which measures would best complement their project.

The United States Navy has one of the largest portfolios of waterfront propert, and is one of the leading consumers of energy in the nation. The Navy's "Alternative Energy Ashore" goal mandates that by 2020, half of the total energy consumption ashore come from alternative sources. To meet this goal, the Navy "will first focus on a dramatic reduction in energy consumption". This goal is the primary driver of a project at the Bremerton Annex of Naval Base Kitsap in Washington State, in which the Navy has requested Bonneville Power Administration to design and construct a replacement to the waterfront base's antiquated medium-voltage series street lighting system. The contractor was responsible for preparing an engineering survey, condition assessment report and detailed design documents for the improvements. This paper will describe the process by which the contractor team conducted the field investigation and developed the recommendations and designs for a replacement system. The methodology for assessing existing illumination levels and energy consumption and comparing those with proposed improvements to determine a recommended solution can be applied to similar energy improvement efforts at other ports and waterfront installations. Additionally, the results of the analysis offer owners seeking similar waterfront lighting improvements guidance on which approaches will work best from a sustainability and cost standpoint.

The Randle Reef site is the largest coal tar-contaminated sediment site in the Great Lakes. This paper presents a summary of the design for the Randle Reef Remediation Project, which involves dredging 500,000 cubic meters (654,000 cubic yards) of sediment and construction of a 7.5-hectare (18.5-acre) Engineered Containment Facility (ECF) for containment of the dredged material. Contaminants of concern are polycyclic aromatic hydrocarbons (PAHs), as well as metals and coal-tar nonaqueous-phase liquid (NAPL). The ECF will serve to isolate contaminated sediment beneath the containment facility and dredged from the Harbour and will provide new land for a near-shore island terminal and provide berths for deep draft vessels. A multi-layer cap will be constructed over the dredged material placed in the ECF. The remediation project includes many design elements which are summarized in this paper. Construction is anticipated to begin in 2014/15.

The Duwamish Waterway is an industrial waterway in Seattle, WA, that was originally a broad, meandering river with thousands of acres of natural mudflats and wetlands. Following nearly a century of contamination from industrial activities, a 5-mile stretch of the river was designated as a Superfund site and listed on EPA's National Priorities List. The Elliott Bay Trustee Council developed the Lower Duwamish River Natural Resource Damage Assessment (LDR/NRDA) to determine the extent of natural resource damage in the Lower Duwamish River and evaluate ways to restore these damaged natural resources. This paper discusses a habitat restoration program in which Bluefield Holdings has entered into a public-private partnership with the City of Seattle to create multiple NRDA restoration sites on City-owned parcels along the Duwamish Waterway. Initial projects are in close proximity to public bridges, which have limited commercial value but high habitat restoration value. These habitat restoration projects generate credits that are "banked" and can be sold to Potentially Responsible Parties (PRPs) along the waterway as a means of settling their Natural Resource Damage liability. This paper also features a case study highlighting design challenges faced on the first restoration project (Site #1).

The Place of Circling Waters project represents the Port of Tacoma's largest habitat restoration to date and illustrates the Port's continued effort to restore Hylebos Creek to a thriving salmon stream and wildlife area. The nearly-30-acre habitat site is especially valuable because of its location at the mouth of the tidally-influenced Hylebos Creek and its proximity to several other previously-restored, adjacent habitat sites. The new consolidated habitat site fulfilled five separate habitat mitigation obligations, including advanced mitigation to offset impacts from future Port projects. This project was much more complex than most habitat restoration projects, as the mitigation was performed in tandem with a significant 255,000-ton remedial excavation clean-up. Restoring this blighted former gravel mine and inert waste landfill site to its original natural condition required removing up to 20 feet of existing heterogeneous upper fill soils that had been deposited above the original native surfaces. Design required constant balancing of the often competing needs of cleanup requirements and habitat mitigation obligations in order to maximize high-value, intertidal habitat while controlling construction costs.

Installation of effective compensatory habitat is an important regulatory requirement for port projects in North America. Habitat compensation and offsetting is engineered habitat that is intended to compensate for alterations, destruction and/or disruptions of natural habitat caused by a project. The recent push for port development in the Arctic has created a need for effective and feasible compensatory habitat strategies for large-scale projects. Typical strategies utilized in temperate climates are not necessarily feasible for Arctic projects because of various environmental factors including limited biological knowledge and frequent disturbance by ice. Therefore, projects are generally limited to lower productivity compensation projects such as physical habitat construction which increases habitat complexity and diversity. Moreover, monitoring the success of Arctic compensation projects is a major challenge due to biological and logistical restrictions, such as a short growing seasons, lack of biological indicator species, temporal habitat utilization by motile species and limited access for data collection. Arctic habitat compensation projects can also be cost-prohibitive due to the remoteness of field sites and limited availability of on-site resources. This paper discusses the challenges and lessons learned from habitat compensation projects associated with recent WorleyParsons port developments in Nunavut, Canada.

The Port of Long Beach has embarked on a commitment toward sustainable development that includes the planning, design, and construction of marine shipping terminal buildings as Leadership in Energy and Environmental Design (LEED) certified through the U.S. Green Building Council (USGBC). In particular, the Port of Long Beach has been successful in achieving Gold certification for five new buildings located at Pier G, three of which are within a maintenance facility complex that required creative use of materials, indoor air quality, and water and energy systems to reach the certification goal. The Gold certification for these types of buildings in a port environment may be among the first in the nation. The buildings house industrial processes such as crane/heavy lift, oil product dispensing, and refrigeration container wash-down facilities that are atypical of LEED building consideration. This paper addresses several integrated design characteristics that contributed to the pursuit of LEED, such as building locations and orientation, innovative use of natural daylight, reuse of on-site materials (pavement/base), and procurement of specialty products. The reuse of the demolished pavement as base material alone provided sufficient cost savings to offset the additional cost of specialty materials and documentation required to achieve LEED certification. The work was accomplished in the middle of an ongoing operating container terminal and was phased to minimize the impact to terminal operations.

The construction, maintenance, and repair of critical port infrastructure in the marine and freshwater environments of the Pacific Northwest frequently requires in-water and/or overwater work, which triggers specific requirements for federal environmental permitting and documentation. The Endangered Species Act (ESA) and the Marine Mammal Protection Act (MMPA) are the two federal regulations that generally have the greatest potential effect on project design, cost, and schedule. This paper discusses the current regulatory climate surrounding ESA and MMPA compliance by comparing the impacts of these regulations on two recently permitted projects. The projects are located at sites within the Puget Sound and on the Lower Columbia River, and range from routine activities, such as pile repair and replacement, to the construction of new marine terminals. The paper presents the design requirements for the projects, the way in which the project addressed ESA and MMPA compliance, and how the compliance process affected the project design, cost, and/or schedule. The comparative analysis concludes with a summary of the potential effects to project schedule, design, and cost, and a discussion of the ways in which project managers, design teams, engineers, and environmental staff can work to minimize these potential issues.

Pile repair and replacement are recurring maintenance activities for marine and freshwater ports throughout the United States. Because these activities require in-water work, they trigger the need for environmental permitting and compliance, including Rivers and Harbors Act (RHA) Section 10 and Clean Water Act (CWA) Section 404 permitting with the US Army Corps of Engineers (USACE), as well as compliance with the Endangered Species Act (ESA) and the Marine Mammal Protection Act (MMPA). Preparing individual permit applications for recurring actions of similar scope and with similar potential effects increases uncertainty for project proponents and can affect port operations. It also results in increased costs to project proponents and regulatory agencies alike. To address these issues, federal regulatory agencies, such as the USACE, National Marine Fisheries Service (NMFS), and U.S. Fish and Wildlife Service (USFWS), have developed programmatic permits and consultation processes in which certain types of activities are pre-approved. If a project can be designed to satisfy the criteria of the programmatic approval, then the permit issuance can be expedited. While the USACE has established several existing programmatic permits and ESA consultations, some types of activities do not satisfy the criteria of an existing programmatic permit or ESA consultation. In these cases, a project proponent may be best suited by developing an individual programmatic USACE permit and ESA consultation with NMFS and USFWS, which can be tailored to the needs of the activity. The Port of Tacoma in Washington State recently developed a programmatic CWA permit and ESA consultation for pile replacement at 12 Port facilities for a period of five years. This paper describes the Port's programmatic permitting approach and compares and contrasts it with a traditional approach of permitting individual actions. The paper concludes with a summary of the benefits and potential drawbacks of a programmatic permitting approach, the regulatory considerations, and the types of situations in which a programmatic approach can be most beneficial.

A complex cleanup project that included dredging and capping of contaminated sediment, construction of two breakwaters, habitat enhancement, upgrade of a seasonal small craft facility and installation of new aids to navigation was completed by the Port of Anacortes, Washington in collaboration with the Department of Ecology, Washington and PRP. The complexity of project site physical processes, extent of dredging, and strict regulatory requirements on the clean-up action necessitated an innovative engineering approach to all above elements of the project. The approach also included application of the most advanced coastal engineering modeling tools including wave, tidal flow, sediment transport and stability, and coastal geomorphology hydrodynamic simulators. Based on analysis of the numerical modeling results, optimal engineering decisions were made for design and construction of detached breakwaters, dredging and removing a portion of the contaminated sediment, capping of the remaining contaminated sediment, and removing the old deteriorating creosoted sheetpile wall breakwater. Also, the results of the study determined the possibility of creating a sheltered eelgrass habitat and year-round small craft facility for different types of activities such as fishing, kayaking, and sailing.

The Lockheed Shipyard Sediment Operable Unit (LSSOU) is located approximately 2 miles (3.2 km) south of Seattle within the West Duwamish Waterway adjacent to Harbor Island. Figure 1 shows the project site which extends 1,600 ft (488 m) along the east shoreline of the West Waterway. Sediment at the LSSOU intertidal areas beneath piers and shipways was contaminated from former shipyard operations. The complexity of project site physical processes, extent of dredging, and strict regulatory requirements on the clean-up action necessitated an innovative approach to capping and backfilling the project site shoreline areas. The clean-up action included dredging and partial removal of contaminated material, capping the residual surface with a combination of armor and habitat layers. The clean-up action also included installation of a rock revetment with toe buttress and restoration of shoreline and intertidal features. Coastal engineering analysis was conducted to properly understand physical processes acting at the site for existing conditions and with the alternative designs and to develop design criteria that meet the project objectives and expectations. The coastal engineering analysis included determination of wind-waves, vessel wakes, vessel propeller wash, and wave swash impacts.

The South Jersey Port Corporation, in conjunction with the Gloucester County Improvement Authority and the Borough of Paulsboro, is in the midst of converting two former industrial, brownfield properties into a new multi-purpose marine terminal at the confluence of the Mantua Creek and Delaware River in Paulsboro, New Jersey. Environmental permits for the development of what is the first significant new marine terminal facility to be constructed on the Delaware River in over 4 decades were secured in late 2010 and early 2011. Regulatory concerns regarding native aquatic, marine, and wild life along the river, together with the presence of distressed sediments in the river, and ongoing remediation through a large portion of the aggregated properties greatly complicated the permit approval process at both the Federal and NJ state levels. Collaboration with the various agencies together with very significant measures taken to address concerns ultimately led to securing the permits and allowing the project to proceed. This paper will detail the regulatory process and provide technical details of the measures implemented.

The rising world population, coupled with greater economic activity, is likely to result in increasing global trade and related transport requirements over the next 20 years. This projected growth would significantly strain the limits of America's inland transportation corridors, particularly in highly-populated coastal states. Sole reliance on the nation's highways and rail network for freight distribution would lead to more traffic congestion and bottlenecks, increased greenhouse gas emissions and noise pollution, and higher costs of maintaining landside transportation infrastructure. A renewed focus on integrating domestic marine transportation is a means to address such challenges while adding value and sustainability to the U.S. freight supply chain network. Services on America's marine highways, also known as short sea shipping, have the capacity to accommodate the anticipated surge in freight volumes over the coming years. The development of marine highways focuses on sharing cargo growth among land-based transport modes (truck/rail) with coastwise and inland waterway vessels as an integral component of a multimodal, continental transportation network. Interest alone does not ensure success, as there are a host of factors that contribute to the viability of marine highway services. Numerous past studies have explored the benefits of establishing coastal and inland marine highway services in the U.S., with particular focus on the anticipated environmental benefits and market potential. Too often ignored is the fact that demand for coastal domestic shipping service is driven by real-world, market considerations-both shippers and carriers require economically viable, predictable, and sustained transportation services. New marine highway initiatives intended to attract customers must offer competitive services, cost-effective and reliable operations, available infrastructure, along with environmental improvement. This paper will review the financial and operational requirements for a successful new marine highway service based on current, real-world marketplace and public policy considerations. The paper will also explore strategies that could stimulate and nurture domestic marine highway use in the U.S.

When the United States Government transferred the former Long Beach Naval Complex (LBNC) to the City of Long Beach, the City's Harbor Department (Port) inherited the responsibility to implement required corrective actions for contaminants on the property. As part of the planned redevelopment of the former LBNC into a modern container terminal, the Port remediated significant environmental contamination from 50-plus years of naval operations. Installation Restoration (IR) Site 7 consists of approximately 700 acres (283 hectares) in the West Basin of the Port of Long Beach. Discharges from former shipyard operations resulted in an estimated 800,000 cubic yards (611,724 cubic meters) of contaminated sediments. This paper will discuss the development of: a Remedial Action Plan (RAP) and Design Report to detail a remediation approach that complied with requirements issued to the City by the U.S. Navy; the Record of Decision from the U.S. Environmental Protection Agency (USEPA); and the Consent Agreement from the California EPA, Department of Toxic Substances Control (DTSC). This paper also discusses methodologies employed in the construction documents to ensure that the approach developed in the RAP was enforceable and constructable using a public bid process.

The City of Los Angeles Harbor Department (Harbor Department) has been a world leader at reducing the effects of seaport operations on the communities that surround the Port of Los Angeles (Port). The Harbor Department is in the process of installing ten megawatts (MW) of photovoltaic (PV) solar power as a means of reducing greenhouse gas emissions. This ten MW of zero-emissions power generation will be constructed within the Port's boundary. This paper presents the Harbor Department's successes and challenges associated with the implementation of its ten MW PV solar power program. This paper presents the criteria for successful evaluation and selection of potential sites for PV solar power systems (PV Systems), the installation of the Harbor Department's first MW, and the forging of an agreement with the City's utility agency to reduce up-front costs. This paper also describes the challenges the Harbor Department has faced such as final site selection, design, permitting, construction, and commissioning as it works at installing its remaining nine MW. Given these challenges, the Harbor Department is exploring different technologies as an alternative to PV solar power to help it achieve its goal of ten MW of zero-emissions power generation in a faster and more cost-effective way.

The Port of Bellingham performed maintenance dredging and replacement of Docks F and G at its Squalicum Harbor facility in Bellingham, Washington, in 2012. Approximately 47,500 cubic yards (36,300 cubic meters) of accumulated sediment in the dock and channel areas of the harbor were dredged. The sediment was tested and deemed unsuitable for open-water disposal in Puget Sound due to dioxin concentrations that exceeded the disposal guidelines. As an alternative to disposing of the material in an operating landfill, the material was beneficially utilized as a component of a capping system over a former landfill. The dredged sediment was barged from the marina site to a transfer site where it was offloaded and conditioned to remove excess water using a pug mill operation. The conditioned material was then hauled and placed on the landfill site for use as a component of the permanent landfill cover. The beneficial reuse of the dredged sediments was successful in reducing costs and environmental impacts associated with hauling the material to an operating landfill and contributing to the remediation process for a closed landfill.

The Port of Everett constructed an 1,100-ft (335-m) long, coarse-grain beachi n 2005-2006 to provide environmental benefit, shore protection, and public access as part of a pier construction project. The former beach surface intersected a rock bulkhead at elevations far below MHHW. A new beach was constructed with crest 30 ft (9 m) wide and 1.5 ft (0.5 m) above MHHW. The eastern end transitioned at the Port property line into the pre-existing rock bulkhead and had only a low sill to control down-drift loss of placed beach material. The Port of Everett performed monitoring of the beach sediments, profile shape, and biology over a period of seven years, and is continuing the program. Physical monitoring shows that the central portion of the beach has maintained its dimensions. Volume change of the overall beach has been minimal. Surface material gradation varies with time and is generally maintaining a gradation representing the original sandy gravelly mixture. Monitoring shows the design process produced a successful constructed beach.

With aging infrastructure in the United States, the need for replacement projects is becoming more commonplace. In Seattle, for example, an existing, aging elevated freeway along the city's waterfront-the Alaskan Way Viaduct-needs replacing. Adjacent to it, the Elliott Bay Seawall, with portions dating from early in the 20th century, is decaying as a result of wind-driven storm waves, erosive tidal forces, and seismic activity and is in need of replacement. This paper examines the issues involved with replacing the seawall while keeping existing uses operational during construction in the context of the environmental review process undertaken for the project. An emphasis will be placed on mitigation of adverse construction effects through design, as well as other creative measures. The design team worked closely with the City of Seattle on the environmental review process for the project, and the author led the environmental documentation process.

Surface waves generated by high-speed ferries operating at trans-critical and super-critical speeds can potentially cause adverse impacts to shorelines in confined waterways and environmentally sensitive areas. Repeated attempts to establish fast passenger ferry service on the Seattle-Bremerton route in Puget Sound have met with limited success due to such impacts along the narrowest portion of the route. This paper presents results from a multi-disciplinary study designed to evaluate the feasibility of re-introducing high-speed, passenger-only ferry service on the Seattle- Bremerton route. Performance of a new low-wake design, foil-assisted catamaran is being tested against wake and impact criteria that were developed from a synthesis of an extensive data set including in-situ physical and biological impact studies, full-scale field trials, and computational modelling studies of candidate vessels. The work is being conducted in two phases: (1) evaluation of the high-speed foil-assisted catamaran (Rich Passage 1) for commercial application in a wake-sensitive area and (2) shore response studies to provide data to understand wake behavior from Rich Passage I near the shoreline and to quantify beach response to wakes. Results indicate Rich Passage 1 can operate at 36 to 37 knots and meet the wake criterion established for the Rich Passage portion of the Seattle-to-Bremerton route during earlier phases of research. Preliminary analysis of data from shore response studies shows substantial variability in response from one shoreline to the next. This variability is primarily attributed to differences in wake power measured at the shoreline resulting from differences in bathymetry, tidal currents, and distance from the vessel sailing line.

Anticipating the effects of sea level rise on existing and planned infrastructure at ports is critical because of the magnitude of the investments and permanence of structures. The City of Olympia has begun the process of determining the effects of future sea level rise and planning for mitigating potential damage to the area encompassing the City's downtown and Port of Olympia property. A recently completed phase of a study undertaken by the City identified areas requiring protection to prevent inundation in a 0.01 chance combination of rainfall runoff, tide, and wave storm for various levels of sea rise. The height of flood barriers necessary to protect the areas in those cases was calculated and outfalls requiring backflow control were identified. The analysis was guided by criteria for protecting critical transportation corridors and critical facilities. A range of appropriate flood barriers was recommended for each area requiring protection, and modifications to existing infrastructure were identified for controlling flooding initially. The study developed a list of recommendations specific to the study area regarding what activities should be done soon, and the point in the sea level rise amount at which other modifications should be undertaken.

Increases in precipitation events, hurricane intensity and frequency, heat waves, drought, coastal erosion and flooding, and rising sea levels are all effects of the earth's changing climate. These events can significantly impact the construction, maintenance, and operation of ports. To avoid potential increases in emergency repair costs, safety issues, and threats to long-term sustainability, and to capitalize on opportunities created by a changing climate, port stakeholders should assess their potential risks and vulnerabilities to climate change. Assessing these risks and integrating proactive planning, design, and operations of port infrastructure can increase the resilience of the port. The Adapting to Climate Change Application (ACCA) was developed to help stakeholders identify actions that can be taken to decrease potential negative impacts on infrastructure, facilities, and operations. This tool is aimed at high-level decision-making and has been used to assist clients in the US and the UK.

Total maximum daily loads (TMDLs) are established to attain and maintain applicable Water Quality Standards (WQS) for impaired water bodies. Numeric polychlorinated biphenyl (PCB) criterion in a TMDL for an impaired water body due to fish tissue advisories may be a sediment, water column, or fish tissue-based target. TMDLs should provide documentation of the approach used to establish a linkage between numeric PCB targets and PCB sources (USEPA 2011a). The Final Dominguez Channel and Greater Los Angeles and Long Beach Harbor Waters Toxic Pollutants Total Maximum Daily Load (USEPA 2011b) acknowledges that the relationship between sediment concentrations and fish tissue burden is not well understood in the harbor waters. Therefore, the Ports of Long Beach and Los Angeles are leading multiple efforts in developing special studies and predictive tools to identify the linkages prior to the TMDL reopener in 2016.

Legacy pollutants (such as pesticides, polychlorinated biphenyls (PCBs), and other chemicals banned from use years ago) represent a major challenge to the states' total maximum daily load (TMDL) programs. However, many legacy pollutant sites are regulated under one or more existing federal programs. Therefore, legacy pollutant TMDLs often represent a form of regulatory double jeopardy as successful execution of federal program regulated cleanup does not preclude responsible parties from the TMDL provisions of the Clean Water Act. In addition, certain legacy pollutants have shown to bioaccumulate, which allows TMDLs to require reduction of fish tissue burdens for the removal of fish consumption advisories. Often, water column concentrations derived from targeted fish tissue body burdens are far below the analytical detection limit, exceed background pollutant concentrations and are not supported by site-specific data. These issues require alternative approaches for establishing legacy pollutant TMDLs.

Ports are on the frontline of climate change by virtue of their locations on coasts exposed to sea level rise and storms or on rivers susceptible to flooding or droughts. Therefore, ports make for a fascinating example of the risks associated with climate change. There are direct risks, and the most obvious of these is sea level rise; but, there are also risks associated with the effect of climate change on trade, shipping and the communities that service ports. Recognizing the significance of climate change to ports, the International Financial Corporation together with Terminal Marítimo Muelles el Bosque (MEB), a port in Cartagena, Colombia, collaborated in a study to assess risks and opportunities for MEB as well as for ports in general. This paper provides a summary of the study findings and further insight gained from other port-related projects. It focuses on the following key questions: ≤ What risks and opportunities does climate change present for ports? ≤ How can ports adapt to climate change risks in the most economic and sustainable way? ≤ What are the challenges constraining action on adaptation at ports?

Air emissions associated with port operations that impact local and regional air quality can be reduced through voluntary cooperative efforts. In 2007, several Puget Sound ports, regulatory agencies, and other organizations published the 2005 Puget Sound Maritime Air Emissions Inventory. A similar inventory was developed in British Columbia at about the same time. Following the publication of both inventories, Port Metro Vancouver, the Port of Seattle, and the Port of Tacoma ("the Ports"), along with affiliated regulatory agencies, used these inventories to produce the Northwest Ports Clean Air Strategy ("the Strategy") to manage and reduce port-related air emissions, mainly from diesel fuel combustion. Voluntary emission reduction initiatives and potential actions are defined in the Strategy for six sectors [rail, trucks, ocean-going vessels (OGV), cargo-handling equipment (CHE), harbor craft, and port administration]. Air emission reduction goals were set with near-term and long-term milestone years of 2010 and 2015, respectively. While the strategy outlines shared performance measures, each port is implementing emission reduction programs appropriate to its operations. In 2012, updated inventories were published which illustrate the successful results of emission reduction efforts. The updated emission inventories are now a foundation for an update of the Strategy with 2015 and 2020 goals.

The Whatcom Waterway is located on the Bellingham Bay waterfront in Bellingham, Washington, and is currently managed by the Port of Bellingham (Port). The Whatcom Waterway site includes aquatic areas that have been impacted by contaminants historically released from industrial waterfront activities, including mercury discharges from a former Georgia Pacific (GP) chlor-alkali plant, wood waste and degradation products from historical log rafting activities, and phenolic compounds from pulp mill wastewater discharges, as well as other industrial releases. A remedial investigation/feasibility study (RI/FS) effort was completed in 2007 with the Washington State Department of Ecology (Ecology), and the first phase of cleanup is currently in the final stages of remedial design and permitting. Cleanup activities will be completed in two phases of work. Phase 1 cleanup activities, the focus of this paper, will commence in the summer of 2013 and include structure demolition, shoreline debris removal, shoreline stabilization, new bulkhead construction, remedial dredging, and placement of engineered sediment caps and dredge residuals management cover material. In total, approximately 111,000 cubic yards (85,000 cubic meters) of contaminated sediment and debris will be removed from the Whatcom Waterway during Phase 1 cleanup. This paper discusses key challenges associated with waterfront cleanup at the Whatcom Waterway site, with a focus on the remedial basis of design that was developed to meet cleanup objectives for the project. Specific topics discussed include: integration of cleanup requirements with navigation and existing tenant operational uses; design of shoreline capping and stabilization to meet geotechnical, coastal engineering, and remedial criteria; engineered capping design criteria to accommodate existing and future vessel use; and integration of aquatic habitat mitigation needs. This paper will provide an overview of the complexities associated with a multi-phase cleanup approach at the Whatcom Waterway site, including recontamination potential within the Phase 1 cleanup areas, and coordination with private and public landowners to preserve existing operational site use and account for potential future waterway use changes.

Representatives from seven West Coast port authorities and the International Institute for Sustainable Seaports (I2S2) have been developing tools to integrate sustainable best practices into port planning, design and construction of marine industrial development projects. Building on material developed by the Port of Long Beach, the Ports of Los Angeles, Long Beach, San Diego, Portland, Vancouver, Tacoma, and Seattle have worked collaboratively to create flexible sustainable design and construction guidelines for port infrastructure projects. The guidelines are intended to help ports identify opportunities to go beyond compliance in practicing sustainable industrial development. In addition to creating an initial product, these ports have recognized the importance of establishing an ongoing collaboration to update the tools and share experiences.

As a component of the Masonville Dredged Material Containment Facility (DMCF) project, the Maryland Port Administration (MPA) was required to develop a compensatory mitigation package to offset impacts associated with filling approximately 130 acres of open water in the Patapsco River, which is a major tributary to the Chesapeake Bay. The mitigation approved for the project is a comprehensive package of inwater and upland environmental restoration projects totaling over $20 million, primarily located adjacent to the DMCF in 90 acres of open water and 54 acres of uplands that comprise Masonville Cove. The projects serve to enhance the environment and provide improved habitat and increased wildlife use of the area, in addition to remediating contamination from historical industrial usage and dumping. The projects discussed in this paper include over 2 miles of shoreline restoration and stabilization using created fringe marshes with sandy beaches and living shorelines behind offshore rock breakwaters, 90 acres of reef creation and substrate improvement, 15 acres of creation and enhancement of tidal and non-tidal wetlands, and 30 acres of upland capping of contaminated soil. Design development concepts for these projects are presented along with reports on the completed construction that describe practical measures used to achieve the goals of the restoration.

Incorporating environmental commitments into the design process from the onset of a project allows for ports to address environmental considerations, provides for greater certainty for ports and contractors during the bid process, and assists in building positive agency relationships that can assist in streamlining the regulatory process for current and future projects. Due to the complexity of today's port projects and ever-increasing regulatory requirements, a multidisciplinary project team approach to designing, permitting, and implementing port projects is needed to ensure project designs are able to be both permitted and constructed. Understanding and addressing specific regulatory agency requirements can result in a streamlined permitting process and provide greater certainty related to costs and reporting requirements for environmental commitments for ports and the contractors they hire. This paper provides an overview of the recommended steps to ensure environmental commitments for port projects are successfully addressed.

In order to replace aging infrastructure and support a shift in marine tourism towards larger boats, the Des Moines Marina redesigned and upgraded their facility. In designing the replacement for their aging timber bulkhead, the marina made the unusual decision to convert land into water in the project as slip spaces had become more desirable than parking spaces since the construction of the marina. However, as design progressed, it became evident that only portions of the bulkhead could be replaced behind the existing one. The design engineers worked with the permit team to manage geotechnical challenges on the project and to take advantage of potentially environmentally-beneficial aspects of the proposal in regulatory negotiations. The timing of the project was driven mainly by the increasing need for infrastructure repairs throughout the marina. The timber bulkhead, which was supported with a tieback system, was originally constructed in 1969 as part of the development of the marina. In 1988, and again in 1998 the bulkhead was repaired with additional rock placed at the toe of the wall. Over time, the bulkhead continued to degrade. In 2000, the bulkhead was estimated to be at 60 percent of its original capacity. Other marina infrastructure required replacement as well, including gangways, floats, utilities, the travel-lift pier, and the promenade. Permitting the project was not a straightforward task. The proposed redesign was complicated by pollution from the on-site boatyard, the potential for affecting numerous endangered and threatened marine species in the area, and tribal coordination. Permitting tasks for federal and state agencies, and local/tribal jurisdiction coordination included: Rivers and Harbors Act Section 10, Clean Water Act Section 404, and Section 401 Permit Applications; Endangered Species Act Biological Evaluation (BE); Essential Fish Habitat Assessment (EFHA); State Hydraulic Project Approval (HPA); Spawning Survey; Preliminary Eelgrass and Macroalgae Survey; State Environmental Policy Act (SEPA) checklist; and a Shoreline Substantial Development Permit (SSDP) Application. Through the design process, the team was able to find ways to mitigate for project impacts by integrating features in the infrastructure improvements that provided habitat benefits. This paper presents the ways in which these features were incorporated to facilitate project permitting and still achieve all of the project goals for the marina.

Ports America (PA) operates numerous port facilities across the United States and holds controlling concession leases for Outer Harbor Terminal in Oakland, Port Newark Container Terminal in Newark, and Seagirt Marine Terminal in Baltimore. Together, these facilities comprise over 500 acres of marine container terminals. Together, these facilities have over 1500 high-pressure sodium (HPS) luminaires on over 150 high-mast poles ranging from 80' to 120' in height. Total power draw just for lighting is about two megawatts, costing Ports America close to $1 million per year in electricity costs. The HPS fixtures require a high level of maintenance and create a great deal of lateral and upward light pollution. The light produced by the HPS fixtures is not optimized for night vision. Working closely with manufacturer's engineers, PA investigated a range of alternative lighting technologies. Numerous tests with various light-emitting diode (LED) luminaires led us to conclude that LED technology could not meet our safety requirements within the technical limitations of existing power, light pole, and armature installations. After substantial research and experimentation, a new luminaire that relies on light-emitting plasma (LEP) technology has been developed, tested, measured, and deployed. The resulting luminaires reduce power consumption by 65% and increase service life by over tenfold. The payback period for new fixtures is one year, and the payback period for replacement fixtures is 2.5 years. Lateral and upward light pollution is virtually eliminated. Light on the ground is optimized for night vision and meets all regulatory safety requirements. Lights are individually controllable via a wireless system, allowing optimized crafting of lighting patterns in response to operational and security demands. The system is undergoing active deployment at Oakland and Newark, and is being considered at Baltimore. The paper will explore the engineering, regulatory, and technical issues that drove the development of the fixture, the tests that were done to prove efficacy, the results of a formal power monitoring program carried out by a utility supplier, and the results of deployment. Although the work focused on the product of a commercial vendor, the paper will focus entirely on engineering, financial, and sustainability aspects of upgrading lighting for new and existing terminals lit with conventional high-mast HPS systems.

The United States Navy relies on several classes of submarines, each of which serves a specific role in the nation's strategic defense and deterrent strategy. These extraordinary vessels require specific berthing accommodations, including a specialized energy-absorbing separator referred to as a "camel," which are different from camels used for surface ships since they must accommodate the convex shape of the submarine hull. Over the years, the Navy has developed almost twenty different camel designs, each of which was designed for a specific submarine class at a specific port. In addition, these camel designs used materials that require frequent maintenance. In 2010, the U.S. Navy sought to standardize its inventory of submarine camels by developing a universal camel design that could accommodate any class of submarine at any port in the world. The Navy also sought to significantly reduce maintenance efforts and costs by requiring the universal camel to be constructed of synthetic composite materials. The Universal Composite Submarine Camel was conceptualized, designed and constructed during a design-build project that allowed close coordination between the U.S. Navy, the design engineer and the fabricator. The geometry and stand-off requirements of the submarines determined the size and shape of the camel, while berthing energy calculations and finite-element analyses determined the forces used in the design. Buoyancy calculations ensured that the irregular-shaped camels would float within strict tolerances. The resulting camel is a fiber-reinforced polymer (FRP) composite structure approximately 36 ft. x 17 ft. x 18 ft. Rubber fenders contact the submarine and dissipate energy, while ultra-high-molecular-weight polyethylene rubbing strips contact the berthing structure. These materials provide excellent corrosion resistance to sea water and chemicals while requiring virtually no maintenance. The design and fabrication efforts described in this paper will be of interest to conference attendees since the coordination between the owner, engineer and fabricator resulted in a new generation of Navy submarine berthing equipment that successfully reduces maintenance needs and employs innovative materials to create a modern solution. The concepts and materials developed during this project can easily be applied to address other berthing situations.

The paper presents a comparison of the decision criteria and approaches used for planning of semi-and fully-automated terminals in the USA as compared to Europe. The paper presented a comparison of the variations in drivers and decisions made with regard to semi- and fully-automated terminals in the USA as compared to Europe. While both Europe and USA both prefer end-loaded ARMG, there is a greater variation in preference for automated transport. Recent orders from USA now include full automation for the first time and show a more aggressive approach to automation than was taken in the past. We herein summarize the equipment orders to date by world region, and show representative calculations of alternatives. The paper considers the specific audience of Civil Engineers in the USA who are interested in learning about relevant technical issues that will help them be better planners and designers of these facilities. Specific areas of focus include: equipment choice, drivers for operating mode decision-making, and projections of total use by equipment type. Helpful charts and graphics are included to provide an overview in the critical differences in the various facility choices such as variation in capital and operational costs by equipment option and operating cost impacts of transfer vehicle choice. Last, a review of the technical planning tools will be presented, including simulation, emulation and site-civil sketches.

APL commissioned four new ship-to-shore (STS) container cranes at its Port of Los Angeles (POLA) Pier 300 terminal facility earlier this year (2013). The cranes will service container ships up to 22 containers wide with high cube containers stacked nine high on deck. The semi-automatic, dual-trolley cranes have an outreach of 64.3 m (211 ft) from the waterside rail, a lift height of 44.2 m (145 ft) above the rail, and weigh 2,050 tonne (4,520 kip) including trolleys and lift systems. In addition to meeting usual non-seismic specification provisions, the cranes comply with the POLA Seismic Code 2010 for the seismic design of container wharves. Furthermore, the cranes are designed to be operational, with minor repairs, after the design Operating Level Earthquake (OLE) and not collapse during the design Contingency Level Earthquake (CLE). This paper describes the cranes' general characteristics and salient operational and technical features, including: critical dimensions, wheel loads, shore power demand, selection of a cable reel rather than a collector system, semi-automation, ship trolley and shore trolley operation, transfer of containers between the trolleys and to automatic guided vehicles (AGVs), handling oversized loads, and also includes a brief description of special seismic components to protect the crane and the wharf. The paper explains the basis for various design decisions, including:the choice of a single-lift ship trolley rather than tandem-lift, the container deconing and transfer platform, the personnel access to the crane considering the AGV operating zones, and the waterside utility traffic lane. A brief overview of the container yard arrangement and operation is also presented to provide a perspective of the cranes' function in the entire container handling system.

The ongoing, worldwide, economic downturn that began in 2008 will have a long-lasting, negative impact on the ability to properly maintain our port facilities and, in particular, perform necessary dredging within federal projects. This is exacerbating the federal government's current political atmosphere or inability to meet the navigation needs of our ports for many decades. The US Congress Water Resources Development Act (WRDA) is the legislation that authorizes federal cost-sharing participation in maintenance and deepening of federally designated channels. The cost-sharing partner must be a governmental entity. Congress has been reducing or diverting funding designated for maintenance dredging projects from federal navigation channels. This problem is being aggravated by the on-going and proposed channel-deepening to service newer generations of ships. These improvements are necessary to receive vessels currently transiting the Suez Canal and those that will take advantage of the Panama Canal expansion. Federal navigation channels are typically the foundation of our ports. Port authorities and private terminal operators want to take advantage of larger vessels and the cargoes they contain for economic and environmental reasons. Similarly, shippers seek the most economical cargo routing to maintain their efficiency. Many public port facilities and private terminal operators have embarked on aggressive plans to modernize and expand their shoreside infrastructure to meet these objectives. The ultimate beneficiary of these "America's Marine Highway Corridors, Connectors and Crossings" program efforts is the nation as a whole since the cost of moving goods decreases (exports and imports), ocean transit becomes more efficient and environmental impacts are lessened. This should lead the Congress to support the Corps of Engineers' maintenance dredging program. Unfortunately, even though the Corps of Engineers performs benefit/cost analyses, projects determined to be in the national economic interest are not always authorized or adequately funded. This paper will explore the issues concerning the actions, pitfalls, and consequences of paying for work that the federal government determines to be in the nation's economic interest, but is unable to perform.

Jacksonville Harbor, already a major U.S. port, is presently undergoing a general reevaluation study by the U.S. Army Corps of Engineers-Jacksonville District (USACE-SAJ) that is evaluating various plans to deepen the navigation channel depth from its current depth of 40 feet (12.2 meters) to a maximum depth of 50 feet (15.24 meters) from the river mouth at the Atlantic Ocean to a point 14 miles (22.5 km). Deepening the existing channel would allow for larger vessels to access the Jacksonville Port, thereby reducing transportation costs and providing increased navigational safety while minimizing or avoiding negative impacts to environmental resources. To evaluate the potential impacts of a channel-deepening project on the St. Johns River estuary system, a three-dimensional hydrodynamic and transport model of Jacksonville Harbor was developed by using the Environmental Fluid Dynamic Code (EFDC) model.The EFDC hydrodynamic and salinity model, validated for the Jacksonville Harbor deepening project area, provided the means to assess the direct impacts of channel modifications to salinity and water circulation in the main stem of the lower St. Johns River from various channel-deepening scenarios during a 6-year evaluation period (1996-2001). The 6-year evaluation period includes the lowest river flow during any 3-year period in the river's 78-year flow record to ensure that assessed project impacts are greater than those during an average year. Therefore, this study's evaluation presents conservative estimates of the impacts of the channel deepening. The hydrodynamic model results examine the effects of proposed channel-deepening projects on water level, salinity and water age throughout the model domain and provides tools for analyses of biological, chemical, and ecological impacts. This paper presents the cumulative impacts in the future (50 years after the project completion) from proposed channel-deepening alternatives and other projects, including the Mayport Deepening Project for the U.S. Navy, freshwater withdrawals in the St. Johns River, and future sea level rise.

Passing cruise ships in confined navigation channels and harbors generate significant hydrodynamic forces on berthed vessels and affect mooring systems and shoreside structures. Accurate prediction of these forces is essential for improvement of navigation safety and optimizing port operations. The Vessel Hydrodynamics Longwave Unsteady (VH-LU) modeling system, whose original development was described in Fenical et al. (2006), has been under continual development as part of a comprehensive hydrodynamic modeling system incorporating ambient hydrodynamic processes present in complex and realistic port settings. The modeling system has been previously validated using field hydrodynamics and laboratory hydrodynamics and forces on berthed vessels, including the presence of a quay wall reported by van Wijhe et al. (2008) as reported in Fenical et al. (2011). The present paper focuses on a recent large-scale application of the modeling system to Port Canaveral, FL, in support of the Canaveral Harbor, FL Integrated Section 203 Report (widening and deepening project) sponsored by the Canaveral Port Authority (CPA). The port experiences complex surge effects generated by a "parade" of several large cruise ships leaving the harbor in succession, in particular, on windy days when higher speeds are necessarily employed to control vessel position within the channel. The Naval Ordnance Test Unit (NOTU) requested the study, with the concurrence of the Cape Canaveral Air Force Station (CCAFS), to demonstrate that the recommended project and the present and foreseeable future ship traffic would not adversely impact current or future NOTU and CCAFS waterfront operations within the Trident and Middle Basins. In addition, CPA also requested analysis of potential changes in mooring conditions at commercial berths. The simulations included the "parade" of three cruise ships leaving the harbor in succession under complex speed, drift and track combinations and subsequent surge wave sloshing on a complete, harbor-wide basis. Results included hydrodynamics and forces on 10 berthed non-commercial ships (submarines, combatants, mission service vessels) and 10 different commercial ships (cruise ships, tankers, RoRos, containerships, bulk carriers). Results for existing port conditions were analyzed and determined to qualitatively represent the surge effects observed and reported by pilots and terminal staff. Results of the analyses indicate that the proposed harbor deepening and widening are likely to lessen the surge effects. The results collectively targeted the most cost-effective locations for any future harbor modifications to reduce these effects. In addition, the results were used to demonstrate that increasing the "parade" departure timing interval effectively reduces the impacts to berthed vessels.

The Small Craft Harbour that serves the community of Mamainse in Ontario had, in 2009, reached a point whereby the depth of water was insufficient to service the local fishing vessels. Boats entering the harbour were experiencing regular damage from hitting the lakebed. One particular vessel lost its propeller and drive shaft due to grounding. The passage of fishing and recreational vessels into the harbour was vital to the local economy and First Nation community. A combination of environmental and geological conditions had caused the water level to lower to an unacceptable level.

Offshore petroleum exploration and production is a relatively young and rapidly growing industry which has impacted and benefited ports worldwide. This industry operates much differently than maritime trade and has specific channel requirements to operate efficiently. This presentation describes the channel requirements to serve offshore platform fabrication and the channel requirements for servicing offshore supply vessels. The combination of channel requirements and infrastructure needs can be used to determine the best port configuration for ports near offshore petroleum exploration sites. Offshore platform fabrication requires deep and wide channels to move large platforms. Offshore supply vessels do not need the deep and wide channels that offshore platform fabrication does, but they require reliable channel access because they make frequent trips with short loading cycles. Offshore petroleum exploration ports also require a significant landside infrastructure to provide water, fuel, drilling mud, deck equipment, and supplies to offshore platforms.

Vessel hydrodynamic modeling, dynamic mooring analysis and propwash modeling were performed upon request from Port of Oakland (Port) to assess the potential hydrodynamic impacts resulting from passage and operations of new ULCSs in the Middle Harbor (Berths 55/56 and 60-63) and Outer Harbor (Berths 35/37). Hydrodynamic modeling results indicate that forces on berthed containerships are larger in the Outer Harbor than in the Middle Harbor, where vessel motions and mooring line loads are expected to be within guidelines from PIANC and OCIMF, respectively, and that peak bollard and fender loads are expected to be within rated capacities. Results of propwash analysis for Berths 57-59 and 35-37 indicate that the propwash-generated bottom velocities along the under-pier slope are comparable between the Existing Vessel and Future Vessel. Results for Berths 60-63 indicate that the un-armored slope and berth area would be scoured by propwash generated by a future design vessel. Results for both passing vessel hydrodynamics and propeller wash impacts to slopes reinforce the crucial importance of hydrodynamic modeling for evaluation of ship maneuvering impacts in real port settings.

The recently completed Columbia River deepening (43 feet/13.1 meters) project provides Columbia River ports with opportunities for handling larger vessels. The deepened channel, in conjunction with the LOADMAX numerical hydraulic analysis stage prediction tool, optimizes available navigational depths and consequently maximizes the benefits from recent new dredging work and annual maintenance dredging. As a result, the Port of Portland (Port) requested that an arrival/departure analysis of water depths and transit times for a potential larger class of vessel (i.e., 6,500 TEU container ships) be performed in order to determine if regularly scheduled service is feasible. This paper summarizes the methodology and results of the vessel routing arrival/departure analysis.

Critical shoaling in the upper reach of Matagorda Ship Channel, Texas, in recent years has resulted in the need for annual dredging. The channel shoaling in the ship channel is complicated as it involves the mixed sediment in the surrounding area. In 2012, the US Army Engineer Regional Sediment Management Program and Coastal Inlets Research Program teamed to investigate and perform numerical modeling of sediment transport for the ship channel in Matagorda Bay. A coastal modeling system with fully integrated wind, wave, current, and sedimentation models is selected to simulate the sediment transport and channel shoaling. The channel surveys completed in September 2006 and February 2007 were used to validate the models. Numerical simulations were also conducted for three new sites to place the dredged materials west of the channel and a geotube installation east of the channel. The model results showed these alternatives could effectively reduce the channel shoaling rate.

A project that began as an evaluation of a barge slip suddenly became an emergency repair when the wall was accidentally undermined during a dredging operation. The damage revealed that the bottom of the bulkhead wall was 8 feet (2.43 m) higher than expected. This damage occurred less than a week before the in-water work period would close for the season. The barge slip is critical to large steel fabricators, and the bulkhead evaluation was needed prior to a heavy equipment load-out. An immediate repair solution was required. Design of a new sheet-pile bulkhead wall began and pile driving started within a week. The repairs were completed successfully due to a concerted effort by the design and construction teams. The repaired and upgraded barge slip is an essential marine facility for the steel fabricators who, in turn, serve the largest industries in the region. As such, it is an important engine of economic development to the local and regional community.

The Port of Long Beach (POLB), in cooperation with the U.S. Army Corps of Engineers (USACE), recently completed one of the deepest main channel projects in the USA. Multiple jurisdictions were involved, including the USACE, Port of Long Beach, and City of Long Beach. Dredge and fill requirements had to be balanced between maintenance of channels/berths, cleanup of contaminated sediments, channel expansion, and long-term fill integrity. Over 1.2 million cubic yards of sediments, including contaminated sediments, were dredged from five dredge sites from four individual projects to fill an active shipping slip. Project coordination was critical to avoid hampering the main shipping channels. The $40M project provides additional navigation safety for super tankers drawing up to (-)69-feet to call on the Port's oil terminals. At least five dredge sites from four individual projects with different material properties, uses, and availability had to be characterized and managed. Material placement was orchestrated at the Pier G North Slip Fill site to minimize long-term consolidation and resulting impacts to the proposed 12-acre development. Some of the dredge material sites included contaminated sediments that required special testing, handling, and permitting. This paper will address: ≤ Project funding, including use of federal funds through the USACE. ≤ Contracting mechanisms used between agencies and construction contracting. ≤ Approach to dredging individual areas, including equipment and environmental requirements.

Widespread adoption of a standardized Automatic Identification System (AIS) by navigating vessels is a recent development in the technological landscape of navigation engineering. As this technology nears a decade in commercial use, it is apparent that practical applications exist for this technology beyond those for which it was designed. When viewed as a remote sensing technology, AIS presents a measure of quantified vessel behavior, the scope of which has - until now - been practically unachievable. This paper outlines the context of current efforts by the US Army Corps of Engineers (USACE) to develop applications for use of AIS data in performance-based management of waterway infrastructure. New metrics for use in waterway management decision-making are discussed in the context of system optimization. Comparison between data components available from AIS records and typical study needs are made to establish a case for further exploration and development.

New concrete pontoons for the SR520 Bridge Replacement Project in Seattle, Washington, were constructed at a new casting basin facility located in Aberdeen, WA, as a design-build project by Kiewit Corporation. Upon completion, the pontoons were towed from the casting basin into the nearby Chehalis River and Grays Harbor estuary via a 620-foot-long launch channel. The launch channel was constructed in December 2011 and the first completed pontoons were towed from the casting basin in July 2012; pontoon production will continue. This paper presents numerical modeling analysis, engineering design, and performance of the launch channel, including analysis of hydrodynamic forces on pontoons due to currents and passing vessel effects in the adjacent deep draft federal navigation channel. Due to the location of the launch channel and casting basin in the estuarine portion of the Chehalis River, the site is subject to processes including combined effects of tides, wind, waves, river discharge and vessel effects. All these factors were considered in designing the channel and estimating forces on the pontoons. Geomorphic analysis and three-dimensional numerical modeling were the basis for determining that the channel would initially experience a period of relatively more rapid sedimentation followed by more gradual sedimentation rates. Such rates of sedimentation were incorporated into the dredging plan as advance maintenance to minimize maintenance dredging frequency. The launch channel side slopes, composed of native soft silty sediments, are subject to erosion and scour primarily due to propeller wash from tugs operating in the channel. Numerical modeling of waves, currents, and propwash was performed to optimize the extents and type of armoring required. Based upon this analysis and coordination with professional tug operators, the final design achieved a significant reduction of rock armoring while maintaining protection for the channel slopes against scour. A unique rock slope key design was developed to transition from armored to soft unarmored slopes. Recommendations for turning dolphin design and tug operations were based on numerical modeling of effects of riverine and tidal currents on the pontoons at various positions in the channel and at various flows. Forces, moments, and pontoon motions were also developed to account for the potential effects of passing vessels on rafts of multiple completed pontoons temporarily moored along the navigation channel. These were provided to naval architects for design of mooring systems. Ongoing monitoring of the channel bathymetry indicates that the actual sedimentation rates were slightly lower than predicted. Side slope protection and towing forces appear adequate for continued cycling of pontoon construction into the future.

From initial planning to final construction, the Bayport Ship Channel Improvements Project is a prime example of changes and challenges ports across the county will undergo to prepare for the expansion of the Panama Canal and accommodate the demands of the industry. The Port of Houston Authority (PHA) proposes to deepen and widen the Bayport Ship Channel (BSC), located in upper Galveston Bay, within Harris and Chambers Counties, Texas from the Bayport Turning Basin through the Bayport Flare at the confluence of the BSC and Houston Ship Channel (HSC). The channel would be deepened from its current, federally-maintained depth of -40 feet (ft) mean low tide (MLT) to -45 ft MLT, and widened to the north by 100 ft from the start of the flare to the land cut and by 50 ft from the land cut to the TB. New work dredged material would be used beneficially in two dredged material placement options. The project purpose is to deepen and widen the existing BSC to alleviate the current transit restrictions and increase travel efficiencies for vessel transit, improve safety conditions for vessel operations, improve conditions for port operations, and beneficially use the dredged material. The alternatives considered were screened using criteria pertinent to PHA's mission including increasing navigation safety and efficiency, cost effectiveness, constructability, and minimizing environmental impacts. This involved various issues of navigation simulations, land constraints, dredging efficiency, and oyster impacts and mitigation. Approximately 4 million cubic yards of new work material would be generated from initial construction consisting of approximately 80% clays, 10% sands and 10% silt. PHA sought input from the Beneficial Uses Group, consisting of representatives from state and Federal resource agencies in evaluating placement options for the beneficial use of dredged material. As a result of the agency and public coordination process and feedback, the placement options were narrowed down to the Raise Levees in Existing PAs option. Therefore, the project currently completing the permitting process consists of the preferred channel alternative and the Raise Levees in Existing PAs placement option. PHA anticipates construction to commence in early 2014.

Salt Ponds Inlet is a small inlet that was dredged by the City of Hampton in 1979 to connect the Salt Ponds small-craft harbor to lower Chesapeake Bay. Despite the presence of two jetties at its entrance, the inlet has experienced continuous and rapid sedimentation since 1979, requiring the City to dredge the inlet at a frequency of every two to three years. This paper presents the results of computational modeling of the inlet processes and discusses possible options for minimizing sedimentation as part of efforts to address shoaling problems in Salt Ponds Inlet. The problem is addressed by applying an integrated numerical model with parameters calibrated to reported currents, tidal prism and sensitivity tests. Simulations suggest that, for the existing jetty configuration, inlet entrance wave power is overwhelmingly higher than tidal power, indicating inadequacy of tidal power for redistribution and flushing-out of wave-mobilized sediments. Simulations of 13 scenarios, examining 11 potential alternatives, suggest that modification of the existing jetties combined with an offshore breakwater is the best option to minimize inlet shoaling.

Increased environmental awareness and accompanying regulation during the 1970s made securing dredged material placement areas increasingly difficult and expensive, especially in Florida's high-growth and increasingly urbanized coastal corridor. To address this situation, in 1986 the Florida Inland Navigation District (FIND) - local sponsor for Florida's Intracoastal Waterway (ICWW) and Okeechobee Waterway (OWW) - embarked on a long-range planning program to ensure the Waterway's continued viability over its 502-channel mile length. The basic program objective is to locate, obtain, design, permit, and construct dredged material management sites capable of handling projected 50-year maintenance dredging requirements. This work has required close coordination with the Jacksonville District U.S. Army Corps of Engineers (USACE), federal and state permitting agencies, local governments, and through numerous public workshops, local citizens' groups. Site acquisitions and construction projects are developed in conjunction with FIND's funding and grant cycles to establish project priorities. When complete, the program will comprise a permanent infrastructure of approximately 52 containment facilities and 8 beach placement sites designed to manage over 41.5 million cubic yards of material over the next 50 years and beyond.

IHNC- Seabrook Sector Gate Complex (SGC) is constructed under the supervision of USACE New Orleans District to provide a 100-year level of protection from a storm that will be contained outside the Inner Harbor Navigation Canal (IHNC) and expected to protect businesses and people of New Orleans, LA. Additionally, the Complex will maintain a clear, navigable waterway between the lake and the canal which will facilitate recreational marine traffic as well as movement of barges carrying raw materials and finished products, serving the numerous industries downstream of the canal and playing a vital role in the economy of the region. The SGC consists of one navigable Sector gate and two Vertical Lift Gates (VLG) used for controlling the flow velocity. These gates and the adjacent systems are designed to prevent storm surge levels up to EL 16.0. A hydraulic study was performed before selecting the optimum configuration for this complex, satisfying the navigation and flow control requirements. The steel VLG and the guiding system were designed in partial collaboration with experts from Netherlands who have vast experience in designing similar structures. The design considered several loading conditions during regular operation and extreme situation. The SGC is also equipped with a steel bridge, access ramp, generator building, control house buildings, and VLG towers. Early Contractor Involvement (ECI) method was used in this significant project to finish the project within the timeframe mandated by the US Congress. Challenges and solutions encountered during the design and construction of this project, along with operation and maintenance details, will be discussed in this paper.

Self-standing, underwater, tubular, pile retaining walls were constructed as part of Japan's Port of Miike waterway improvement project to protect the foundation of the existing breakwater and levee structures from failure as well as to keep the dredged seafloor from being filled in. The design pile top elevation was 0.5 meter below Datum Level, or more than 5 meters below High Water Level due to the wide tidal range of up to 6 meters at the project site. In order to achieve the underwater piling operations, the press-in piling method with specially developed tools was adopted to drive the tube piles all the way to the seafloor. The piling work was conducted safely and accurately from above water. The method also made it possible to shorten the construction period, as well as to minimize disruptions to vessels' navigation during the construction period compared with other piling methods considered.

In this paper, the well-established approaches of coupling tsunami generation to seismic seafloor motion and the following trans-oceanic wave propagation will be briefly introduced. The focus of the paper will be on the complex transformation of the tsunami as it approaches very shallow water, as well as how these possibly large and fast-moving water waves interact with coastal infrastructure. Examples of coastal impact will be discussed and used to frame the theoretical efforts. The majority of the discussion will focus on tsunami-induced currents in ports and harbors. Tsunamis, or "harbor waves" in Japanese, are so-named due to the common observation of enhanced damage in harbors and ports. However, the dynamic currents induced by these waves, while regularly observed and known to cause significant damage, are poorly understood. We will show that the strongest currents in a port are governed by horizontally sheared and rotational shallow flow with imbedded turbulent coherent structures. Without proper representation of the physics associated with these phenomena, predictive models may provide drag force estimates that are an order of magnitude or more in error. Such an error can mean the difference between an unaffected port and one in which vessels 300 meters in length drift and spin chaotically through billions of dollars of infrastructure. Here, we present example simulation results of a numerical modeling study aimed at providing the California Geological Survey (CGS) and the California Emergency Management Agency (CalEMA) quantitative guidance on maritime tsunami hazards in California ports and harbors. The study focuses on tsunami-induced currents and seeks to define the relative hazard in specific ports and harbors as a result of these currents.

Wave basin model tests were conducted to evaluate whether the model ship moved more when moored at a pile supported pier or a solid fill pier (quay wall) for the same incoming wave spectra. Mooring forces were also measured and the model scale was 50:1. The effects of different significant wave heights, wave periods, and wave directions were measured to determine the six degrees of freedom of ship motions using an optical motion tracking system. Load cells in 4 of the 14 mooring lines were used to measure the mooring line forces. Wire cables and springs were used to model the synthetic mooring lines. The test results for the optical tracking system and video of the motions in the wave basin testing showed no overall advantage for either pier type considering ship motions and mooring forces.

This paper explores how Accelerated Bridge Construction (ABC) strategies developed for regions of moderate to high seismicity are suitable for heavy-lift construction logistics wharves intended to serve new industrial projects such as LNG terminals in British Columbia. Many industrial facilities require a heavy lift construction logistics wharf for off-loading construction equipment and large preassembled process modules weighing thousands of tonnes each. The logistics wharf is often needed early in the project construction sequence, favouring the use of expedited construction techniques, consistent with maintaining suitable design and seismic performance criteria. This paper highlights aspects of the engineering design of the Heavy Lift (HL) Materials Off-loading Facility (MOF) to serve as a multipurpose deep water logistics wharf. The MOF will accommodate the simultaneous berthing of two large vessels: a RO/RO vessel, to accommodate multiaxle Self Propelled Modular Transporters (SPMT) off-loaded by the stern, and a heavy-lift general cargo vessel berthed on its side.

The Port of Seattle services the maritime industry in the Pacific Northwest region of the United States, operating the largest port in the state of Washington. Pier and wharf structures are dedicated to industrial, commercial, recreational, and mixed operations, and are critical to the economic vitality of the city, state, region, and country. Historically, the condition of these structures has not been centrally monitored and tracked, but structural distress of varying type, concentration, and severity has been reported to exist beneath dock aprons. The financial implications of corrective measures have recently been realized, inspiring a detailed reevaluation of business and engineering practices. This paper discusses the practical aspects of executing comprehensive structural condition surveys of wharves and piers, including discussions on the organization, challenges, and successful practices associated with the inspection and analysis process. Methods used to establish scope and facility prioritization are identified, with detailed descriptions of the inspection techniques, findings, data analysis, normalization, and reporting using key statistics. Common findings and general observations are also discussed. Ancillary topics include staff training, scheduling of trades, unexpected accommodations, safety, and other relevant information.

The main goal of this work is to incorporate seismic isolation in wharves and to determine advantages and disadvantages of the implementation of this technology from the technical and economical point of view. The main problems in the traditional design of wharves have been identified as soil-pile interaction and torsional eccentricity due to the asymmetry in the distribution of rigidity of the structure. Fifty-two seismic isolators have been incorporated in the most rigid piles of a typical wharf section and compared with the conventional structure. The soil-structure interaction has been modeled with P-Y curves from real scale test of piles on sloping ground conditions and geotechnical studies that consider the effect of sloping ground condition over the piles. By means of seismic isolators and flexibility of the longest piles of the wharf, a hybrid structure able to minimize the torsional eccentricity and to achieve a fundamental period of 3 seconds has been configured. Through the mentioned structure, the X and Y seismic coefficients have been reduced by 50% and 56% respectively, relative to the conventional wharf, allowing significant savings in the wharf elements. The cost estimation outcome has shown the isolated wharf piles are US$0.53 million lower than the traditional wharf, the isolated wharf platform is 0.81MUSD lower than the conventional wharf, and the isolation system (52 rubber isolators) cost is 0.29MUSD. In general, the direct cost of the seismic isolated wharf is 16% less than the cost of a traditional wharf while allowing for enhanced structural performance with insignificant damage during a severe seismic event. In addition to the described study, a representative project will be presented as the main motivation of this study. Coronel Port (Chile) is one of the first isolated ports in the world. The port was the only port in Chile that continued the operation after the massive earthquake of February 27th of 2010. Design and construction details and also the performance of the port for the last earthquake will be presented.

This paper describes the use of numerical and physical modeling studies for the design of a new port on the southwestern coast of Myanmar. A series of numerical modeling scenarios was carried out to optimize the port layout including entrance channel with respect to wave penetration into the port, and to refine the design wave conditions for the sizing of the primary armor on the breakwaters. Wave conditions inside and outside the port was assessed using a two-dimensional Boussinesq wave model. As a part of design process, three-dimensional physical (scale) modeling studies were undertaken at the Canadian Hydraulic Centre (CHC) in Ottawa, Canada to refine and further optimize wave agitation and disturbance levels within the port basins. This paper focuses on the influence of the length of the main breakwater section on the wave conditions and downtime inside the port, and compares the results from the numerical and physical modeling.

On March 11, 2011, the largest earthquake ever recorded in Japan struck off the coast of the Tohoku region of the country, immediately followed by the one of the largest tsunamis ever recorded. Following these devastating events, the American Society of Civil Engineers (ASCE) and its Coasts, Oceans, Ports, and Rivers Institute (COPRI) committed to send multiple teams to Japan to investigate the performance of port and coastal structures. This paper summarizes the findings of the northern Port and Harbor team, whose final report is in publication and expected to be released in 2013 [COPRI, 2013]. The northern team investigated over 14 major port facilities along approximately 300 km of coastline. The team visited Japan in May 2011, focusing on sites north of Fukushima. The COPRI team partnered with the Japanese Ports and Airport Research Institute (PARI) and greatly benefitted from collaboration with PARI port specialists in the field. While on site, the team documented observable damage and met with facility personnel, eyewitnesses, researchers, and government officials. This paper includes a brief summary of findings as well as recommendations appropriate for the ports community. The primary purpose of the team was to assess and learn from the performance of port infrastructure, including waterfront, storage, protective structures, handling equipment, process systems, and utilities. This investigation focused on design, construction, and performance with an emphasis on the lessons learned from both failures and successes. Topics addressed include structural performance, code efficacy, ancillary equipment performance, tsunami prediction and life safety, early warning systems, as well as recommendations for high tsunami risk ports and future research, all of which are directly applicable to U.S. facilities. Generally, port and harbor structures were found to have performed well, with few catastrophic failures observed. Pile-supported and gravity wall structures generally performed with minimal damage. However, damage to electrical supply systems and damaged or lost equipment associated with tsunami inundation delayed restoration of full operations for many port facilities in the region. Significant loss of life was found to occur where predicted or design inundations resulted in vertical evacuation heights or seawall protection heights that were not sufficient.

This paper presents the results of a parametric study performed to investigate the seismic response of nonstructural components such as marine loading arms and gangway towers supported on pier and wharf structures. The existing seismic code provisions have included empirical equations for calculating an effective seismic force for nonstructural components which are more applicable to a multi-story building than to a waterfront structure. Moreover, the empirical equations do not account for the inelasticity of the supporting structure. To study the seismic interaction between a nonstructural component and a supporting pier structure, time history analyses are conducted using a set of twenty-eight ground motions at different performance levels. Nonstructural components considered in this study can be idealized as a single-degree-of freedom system, and their seismic mass is small compared to the total mass of the supporting pier structure. This paper reviews the influence of key parameters that affect the seismic response of the nonstructural component, such as the ratio of the time periods of the component and the supporting pier structure, the effective damping of the component and the effective damping of the supporting structure. A comparison between the results of this parametric study and the code-based empirical equations is also presented.

This paper highlights geotechnical challenges related to the design and construction of a new 5,300 square-meter (57,000 square-foot), two-story maintenance facility for the Port of Long Beach, California. The 70,000-square-meter (17-acre) site is part of land reclaimed in the early 1950's from the Pacific Ocean and filled with compressible and liquefiable hydraulic fill. The remnants of a previous rock dike and dumped construction rubble were also found within the hydraulic fill representing the former limits of the landfill. To mitigate the impacts of soil liquefaction during a seismic event, a comprehensive study was performed to evaluate alternatives for ground improvement. Considering the buried rock/rubble, proximity of existing structures and underground oil lines and the sustainability of the solution, Deep Dynamic Compaction (DDC) was selected. The DDC process used a 118-Mg (130-ton) crawler crane with multiple drops and passes of a 27.2-Mg (30-ton) tamper weight falling 24.4 m (80 feet). Ground vibrations caused by DDC can be potentially damaging to nearby improvements, as well as annoying to people. Several velocity sensors were installed across the site and near existing structures to record peak particle velocities at various distances from the tamping points and evaluate vibration impacts to nearby improvements. In addition, a vibration isolation trench was excavated along one property line in an effort to further reduce vibration impacts. Implementation of sustainable design practices including reduction of concrete materials required for foundation construction, reuse of soil, construction debris, aggregate base, and recycling of pavement materials are also discussed. DDC was found to be a simple, fast, practical, and cost-effective technique for ground improvement based on site-specific conditions and the intended use of the site.

Berth Nos. 2, 3 and 4 at Fraser Surrey Docks are used for loading and unloading of break bulk cargo from deep sea vessels. Constructed in the late 1960's, the three berths are continuous with a total wharf length of 550 m. The berths are of similar construction and consist of a tied-back steel sheet pile bulkhead wall with a concrete pile, pile cap and deck structure forming the berth face in front of the bulkhead. An inspection of the facility in 2008 indicated that the soil elevation in front of the sheet pile wall was significantly lower than the original design elevation with factors of safety against failure that were below acceptable level. Rehabilitation of the slope protection was necessary to reinstate the facility to an operational condition. In addition to the rehabilitation work, the dredge depth was to be increased in order to accommodate vessels of increased dimensions and reduce the dependence of berthing on tidal variations. To achieve the desired additional berth depth and reinstatement of the wharf's design capacity, a sheet pile pony wall constructed along the existing face of the dock in combination with reinstatement of the fill in front of the sheet pile bulkhead wall was selected as the preferred option. The project presented some unique challenges due to the geometry constraints presented by the existing deck structure. This paper will present the details of the design, review the challenges associated with construction and present the approaches taken to complete this unique rehabilitation project.

On August 29, 2005, Hurricane Katrina made landfall near the Port of Gulfport, Mississippi, causing extensive infrastructure damage. After the storm, the Port of Gulfport Restoration Program (PGRP) was established to enable restoration of public infrastructure and publicly-owned facilities damaged or destroyed by Katrina. One critical component of this program was to upgrade the existing 3,700 linear feet of wharf at the Port's West Pier to provide new 100-foot gauge crane rails. The West Pier's primary functions have been to serve limited trade with Central America and accommodate bulk and break bulk cargo transport. The existing West Pier wharves consist of multiple construction types, including two concrete pile-supported wharf structures and cellular cofferdam structures faced with a tied-back, king pile wall. A challenge facing the West Pier Wharf Upgrade design was to develop a configuration that could be adapted to the various wharf construction types. This paper describes the alternatives analysis process along with specific design challenges encountered during this crane rail upgrade project. This rehabilitation will allow the Port to diversify the use of the facility and increase the potential cargo throughput while protecting its current investments.

The seismic design and construction issues associated with new bulkhead seawalls at the Port of Los Angeles (POLA) are addressed, including ground treatment applications to enhance seismic performance. Because the POLA is located in a highly active seismic zone, the bulkhead seawall design had to consider the cyclic behavior of soft clayey soils and potentially liquefiable dredged backfill behind the new bulkhead seawall. Because of legal and environmental constraints, the geotechnical exploration of the bulkhead seawall alignment was limited. Based on the available geotechnical information and the bulkhead configuration, deep soil mixing (DSM) ground improvement was specified behind the seawall to reduce the static and seismic lateral earth pressures. However, the subsurface conditions encountered during construction were different than assumed based on the initial, limited geotechnical exploration. DSM was substituted with jet grouting for much of the new bulkhead seawall alignment to accommodate the actual subsurface conditions. The purpose of this paper is to discuss the development of the ground improvement program and illustrate the potential influence of variations in the subsurface conditions on construction methods and project execution.

PIANC guidelines for fender design (Report of PIANC MarCom Working Group 33-Guidelines for the Design of Fender Systems) was published in 2002 and reported vessel approach velocities based on research conducted by Baker in 1953, Brolsma in 1977, and the most recent data used by the British Standard on Fenders (BS6349-4: 1994 - Maritime Structures - Part 4: Code of practice for design of fendering and mooring systems). Recommendations presented in the 2002 report lack clear guidance for newer, larger vessels. MarCom Working Group 145, Berthing Velocities and Fender Design, executed an extensive data collection program that focused on gathering actual recorded vessel approach velocities under a range of environmental conditions in port facilities around the world, including the United States, Japan, Germany, the Netherlands, and Spain. The working group is producing a report that will provide clear guidance to fender system designers. The United States' portion of the study, funded by a grant from Coasts, Oceans, Ports & Rivers Institute (COPRI), has focused on the collection of berthing velocities from several public ports in the United States that represent typical conditions on the Atlantic, Pacific, and Gulf coasts. The study has involved on-site collection of velocities using portable laser equipment and pilot navigation software for a series of berthings at each site. The data collected in the United States has been compiled with measurements from similar studies undertaken in other countries. It has then been analyzed to provide design recommendations based on vessel type and size, sheltered vs. exposed berths, and berthing conditions. The resulting working group publication will provide recommendations for occasions when site-specific measurements are not available and occasions when studies are undertaken for specific berths. This paper summarizes the scope of the data collection program; the methods of data collection; the results of an initial analysis of approach velocities collected in the program to date; and design recommendations.

The Port of Vancouver, WA (Port) is located on the west side of the Columbia River and operates with five terminals (13 berths) providing ship loading and offloading operations for different types of general and bulk cargos. The Port's terminals extend along the Columbia River at a distance of more than 1.5 miles (2.4 km). Figure 1 shows a plan view of the locations of three (of the five) terminals at the Port.

In the 1940's, Pier No. 1 was constructed at the U. S. Naval Construction Battalion Center Davisville, (NCBC) in North Kingstown, Rhode Island. Located in the Advanced Base Depot at the NCBC, the pier provided an intermodal link for the transport of materials and supplies to Navy bases worldwide. Pier No.1, a 1,200-ft-long by 250-ft-wide, timber pile-supported pier, was utilized by Navy cargo vessels from its construction during World War II through the Vietnam War. Today, the NCBC forms a part of the Quonset Business Park and the Advanced Base Depot has been transformed into the Port of Davisville. The Port of Davisville primarily services car carriers. The vessels of today are significantly larger than the vessels of the World War II era for which the pier was originally designed. Improvements have been made and the existing tire and pile fender system is functioning; but, its ability to absorb berthing energy is limited and it requires regular maintenance. To reduce maintenance costs, reduce berthing impacts and extend the life of Pier No. 1, QDC pursued an upgrade of the existing fender system. This paper presents the basis of design and descriptions of the design and construction process for a new, innovative fender system for Pier No. 1.

The concept of a Very Large Size Floating Structure (VLFS) has been adopted to develop new port facilities and help overcome problems associated with high-priced, limited land properties. Recently, a large-size floating concrete structure (164 feet x 98 feet x 16 feet), (50 m x 30 m x 5 m) was designed, constructed, and installed in Geoje Island, South Korea in order to perform a field model test of a future floating container terminal in an actual marine environment. This structure is a 6:1 scaled model of the actual floating port facility (984 feet x 590 feet x 26 feet), (300 m x 180 m x 8 m) and its stability in both operational and extreme conditions was evaluated. The facility consists of four rigidly connected individual floating modules. Innovative module connection design and procedures in seawater were developed. Field test results confirmed the feasibility of an effective future floating container terminal, corresponding to the results from the numerical analysis in a simulated marine environment. After completion of the field test, the floating concrete structure was installed at a permanent location in the Samsung Heavy Industry Shipyard adjacent to a floating dry dock facility. It is currently used as a floating parking lot and rest area during ship building, and as a temporary storage area for ship-building equipment during ship launching. This large size floating facility not only saves expensive upland parking and storage space, but also significantly improves ship building efficiency by saving time in transferring heavy equipment between the dry dock and upland storage area.

The design for the Lummi Nation's fishing harbor in Washington State challenges the notion that a floating wave attenuator system cannot be used to successfully mitigate longer period waves. Designers posited that a pair of attenuators working in tandem could successfully overcome longer wave periods. This theory was then verified through three-dimensional physical model testing. By modeling and confirming the solution's validity, the designers have formulated a simple, closed-form analytical tool for planning and designing other attenuator systems that can be employed in conditions that experience wave periods up to approximately 6 seconds.

In the fall of 1998, during routine underwater investigations, it was discovered that the underwater steel dock and pier structures in the Duluth-Superior Harbor (DSH) were corroding at an accelerated rate, much greater than observed in other Great Lakes fresh water harbors and ports. Much of the port's over 13 miles of steel sheet pile walls, steel H and pipe piling, wood piling, wood cribs and Wakefield walls are now severely deteriorated. Holes in the steel as large as 10 inches or more in diameter and loss of large sections of wood dock structures have now been discovered. This deterioration and failures of critical port and harbor infrastructure have become a major concern to all stakeholders.

This paper discusses the design and construction of the US NAVY's first Assessment and Identification of Mine Susceptibility (AIMS) array to be installed on the seabed in a near shore exposed open ocean environment. The AIMS array structure supports sensors which aid in calibration and prepare the US NAVY's mine countermeasure (MCM) ships for missions. To accurately measure acoustic and magnetic signatures utilized in calibration of these specialized ships, the AIMS array sensors were required to have limited movement and vibrations. The MCM fleet was recently relocated from Ingleside, TX to San Diego, CA as part of the Base Realignment and Closure Commission recommendations of 2005. Calibration of the recently relocated MCM fleet required design and construction of the AIMS array structure be completed in an accelerated 14-month project schedule. The preferred design consisted of a trapezoidal-shaped structure, 114 feet (34.8 m) long by 20 feet (6 m) wide by 16.5 feet (5 m) tall with eight 3-foot (0.9 m) diameter pipes extending above the top of the structure. Strict design criteria required the supported sensors to have limited movement and vibrations under operational waves and that the structure be able to survive a 33-foot-high (10 m) near-breaking wave. All materials were required to be nonmagnetic and nonmetallic. To achieve the design requirements, four 273,000-pound (123,830-kg) precast caisson modules were designed utilizing fiber-reinforced polymer (FRP) reinforcing bars. The well-thought-out and detailed design founded on conservative design principles, allowed flexibility during construction and proved instrumental in meeting the project requirements and schedule in the open ocean environment, where swells often exceeded 5 feet (1.5 m). Construction and installation of the AIMS array structure required the contractor to develop an aggressive schedule with multiple crew shifts. A local precast concrete manufacturer constructed the concrete elements reducing onsite construction time and increasing quality control. This, however, required multiple, complex, heavy-lift operations to transport and install the caisson modules. Installation of the modules was completed utilizing one of the largest floating derrick barge cranes on the West Coast. Upon completion of construction, acceptance testing was completed confirming that the construction and AIMS array successfully met the US NAVY's operational requirements.

In 2008, a condition survey indicated that major structural improvements were necessary to extend the service life of the 50-year-old United Harvest grain import/export dock located on the Columbia River at the Port of Kalama in Kalama, Washington. Rather than repair the dock, the owner elected to replace it, modernize the dockside grain-handling equipment, and install two 150-foot [45.7 m] boom fixed-tower ship loaders to increase the ship loading rate from 1,200 metric tons per hour (mtph) [1,323 short tons per hour (stph)] to 3,200 mtph [3,527 stph]. To support the towers and resist the ship berthing and mooring loads, two new batter pile-supported concrete platforms were constructed. Because the riverbed at the site consisted of approximately 65 feet [20 m] of highly liquefiable sand over solid basalt, a micropile was installed inside each batter pile and pretensioned into the basalt to resist the high-tension loads on the piles. By setting the lock-off load equal to just greater than the maximum non-seismic tensile demand of each pile, the micropile force/displacement response exhibited a bilinear behavior under tensile loads. The tensile strain of the pile/micropile system increases when the non-seismic forces are overcome, and this behavior is used to reduce seismic forces on the platform. This paper focuses on the selection of the fixed-tower ship loaders, the design of the ship loader platforms, and the pile/micropile bilinear response and its incorporation into the design per the International Building Code (IBC).

Waterfront facilities are located in challenging marine environments in which it is difficult to perform assessment surveys. As these facilities age, they must be monitored and they will eventually require rehabilitation. The ability to capture detailed geospatial survey information can be a critical asset in this process. Vital information may include the absolute position of piles, erosion/displacement of revetment material, debris accumulation, and/or sediment scour/deposition. Integrating accurate and detailed mobile laser scanning with precision multibeam bathymetry creates an extremely dense network of points that spans both the above and below water components of waterfront structures. The collected data points can be used in GIS and/or CAD software environments to model the seafloor, piles, and other infrastructure features. The resulting information can play a vital role in determining remedial design strategies and assessing the associated costs. In other circumstances, engineers can better design new/replacement on-dock facilities by taking full advantage of the accurate positional information of the piles under the dock. By conducting as-built or baseline surveys, this technique can also play an important role in understanding how the infrastructure has been impacted following episodic events. This paper addresses how these technologies may be used to acquire valuable condition and survey information and how this information may be used for better engineering decision-making.

Driven by the need for ever-increasing efficiencies in terminal operations, the Port of Los Angeles (POLA or Port) is redeveloping 135 acres of the TraPac Terminal into a state-of-the-art automated container terminal with an annual capacity of 1.6 million 20-foot equivalent units (TEUs). This will be one of the first terminals in the world to deploy automated shuttle carriers as horizontal transport in conjunction with automated stacking crane (ASC) blocks. The automated shuttle carriers will transport the containers to ASC blocks and a semi-automated, on-dock, intermodal container transfer facility (ICTF). This paper provides unique perspectives and lessons learned on specific technical areas such as design of ASC blocks, design considerations for waterside and landside interchange areas, container stacking area, crane rail, crane rail foundation, grading, drainage, pavement, power supply, reefer racks, and experience with crane manufacturers. This project broke ground in the summer of 2012 with the first automated shuttle carrier functional by winter 2012. The redevelopment will occur in phases, with the first ASC block scheduled for completion by late 2013. This project is an example of the paradigm shift occurring in container terminal design. The fast-track nature of the project has shown the importance of integration between crane manufacturer, shipping operations, and Port infrastructure. The infrastructure design was driven by the operation of the ASC blocks, site conditions, crane manufacturer's requirements, and the tenant's priorities and phasing requirements. This paper addresses the various design challenges including site constraints, seismic design, conflicts with existing utilities, power distribution, rail tolerances, safety considerations for adjacent manned operations, construction phasing, permits, and agency approvals. This paper also presents the approach used in selection and design of key components including crane rail foundation type, pavement type, and drainage system.

A major export terminal in the Vancouver Harbour has five shipping berths, two of which consist of timber pile and deck construction with an asphalt overlay. The berths were originally constructed in 1959 and extended in 1965. Little to no maintenance was carried out at the berths until the mid-1990s, when an internal assessment raised questions about the condition of the facility. To better understand the situation, a comprehensive inspection of the facility was commissioned in 1996/1997. The inspection revealed widespread deterioration of the timber elements and alternatives to address the situation were investigated. Two alternatives were proposed: complete replacement of the facility and implementation of a phased maintenance program. This paper discusses the life cycle management (LCM) approach that was used to assess the two alternatives. A comparison between the costs of complete replacement and a phased maintenance program is presented.

While double-deck piers have become a familiar site on the East Coast of the United States and in other areas with low seismicity. They have not been utilized in Southern California. However, a new, double-deck pier will replace an existing U.S. Navy fuel pier (originally constructed in 1908) and serve as a marine oil terminal at Naval Base Point Loma, in California's San Diego Bay. Several modernization, expansion, and rehabilitation schemes have kept the original fuel pier in operation for 105 years. Of the replacement concepts that were presented to the Navy for review, the double-deck pier provides the greatest functionality while remaining within budget and minimizing environmental impacts. The double-deck concept for the subject site had to overcome several design challenges, including large design vessels, geotechnical issues, safe and controlled seismic response, and pile alternative selection. This paper will describe the creative processes and solutions that addressed these issues.

The design of slender concrete piling in a marine environment has traditionally been addressed by the American Concrete Institute (ACI 318) Building Code Requirements for Structural Concrete. These piles, typically either solid or hollow prestressed concrete elements, are often limited by the precast concrete facilities available locally. On the U.S. west coast, the maximum dimension is generally limited to 24-inch (61-cm) octagonal piles. Long lengths, resulting in very slender compression elements, often result from multiple factors, including water depth, marginal marine solis potentially increasing depth-to-pile fixity, and marine structure configurations that allow the piles to be subjected to sidesway under lateral loads. Heavy equipment, such as cranes wheel loads or designated heavy uniform load areas often result in large gravity loads in addition to self-weight of the structure. The combination of long pile lengths, potential plumb-pile sway behavior, and high gravity loads results in significant demands for these highly slender elements. Slender concrete piles are often designed by the ACI 318 Slender Effects in Compression Members provisions. Since its introduction, these provisions have embodied the slender column design concept of the American Institute of Steel Construction specifications for steel buildings with a few exceptions. The most notable exception is that, unlike the steel specifications, ACI 318 does not reduce the concrete column capacity directly by the Euler buckling. Rather, ACI 318 relies on a factored axial load and magnified moment concept to account for slenderness. Recognizing this may not address all slender concrete column design conditions, ACI 318 also included requirements to consider sidesway buckling under gravity loads. Pile design of many deep-water marine structures might have been controlled by these provisions. However, recent changes to these provisions have made design of a structure supported by plumb piles even more restrictive.

The historic Embarcadero Wharf, constructed in 1913 and rehabilitated in 1975, serves as a public promenade marking the interface between downtown San Diego and San Diego Bay. In 2008, the Port of San Diego designated the northern portion of the Embarcadero for use as a megayacht mooring facility. The authors were tasked with performing a mooring and berthing analysis and a related wharf structural analysis, in support of the proposed facility. This paper discusses the mooring and berthing study and corresponding structural analysis of the Embarcadero Wharf. Specific areas of focus include: ≤ Modeling of mooring loads and displacements for representative megayachts using the "Mediterranean Mooring" configuration. ≤ Field inspection and analysis of 100-year-old mooring hardware. ≤ Feasibility and capacity study of multiple tie-up methods, including the "Single Loop," "Figure 8," and the "Twin-Bitt Hitch." An envelope solution was developed to accommodate a variety of vessels, varying from 100 to 300 feet long, under a range of wind loads and mooring configurations.

This paper outlines the gravity and seismic stability analyses conducted during the design of a deep water wharf for an industrial facility. The multi-purpose wharf was initially designed to be supported by a system of large diameter, plumb steel pipe piles in upwards of 100 feet (30.5 m) of water. The dead load exceeded 800 psf (38.3 kPa) in many areas due to the utility requirements for deep deck sections filled with ballast. The stability of the wharf was determined by utilizing analytical techniques derived from ACI 318-05 and MOTEMS 2005. The large gravity loads, combined with the overall slenderness and layout of the piles, resulted in seismic instability issues. The need to limit seismic displacements while increasing the wharf lateral stiffness under service loading required an innovative design strategy. Consequently, lead rubber bearing (LRB) seismic isolation dolphins were added in strategic locations. The dolphins consisted of four battered steel pipe piles supporting a precast concrete platform. LRBs were mounted to the top of each platform and connected to the wharf deck by means of a steel retainer frame. This proved to be an elegant and economical solution, whereby the lateral stiffness of the wharf was increased, the number of plumb piles was minimized, and the overall cost of construction was reduced.

The purpose of this project was to replace the existing floating wharf mooring system at the St. Louis Service Base. The Marine Design Center of the U.S. Corps of Engineers developed a three-pile cluster system concept. The clusters consisted of one vertical pile and two batter piles. Because the hydraulic analysis showed a high degree of scour that could remove the sand layer above the limestone substrata, no lateral or frictional resistance of the soil was considered in designing the piles. Piles in rock sockets were selected to resist the uplift loads due to high wind loads on the tall, spare lock gates stored at the floating wharf. This paper focuses on the design of the rock sockets for steel pipe piles with large uplift loads and the lessons learned during the design and construction of this system.

Being one of America's premier seaports, the Port of Long Beach has embarked on an ambitious $1.2 billion Middle Harbor Development Program that involves expansion and modernization of two existing container terminals at Pier E and Pier F. As part of Phase 1, Stage 1 of the program, Pier D, which defines the western edge of the development, will be cut back to expand the Slip 3 channel to accommodate navigation of larger vessels. Active oil wells within the Pier D backland need to be protected and operational during construction. The subsurface materials consist of an old buried rock dike that subsided due to oil extraction activities. In order to achieve the maximum width of the Slip 3 channel while constrained by the presence of active oil wells in the backland, the Pier D cut had to be inclined at 1.6H:1V (horizontal : vertical) which is much steeper than typical submerged slope cuts. The steeper slope cut required a new secant pile wall as well as some form of ground improvement to soils below the rock dike and in areas outside the rock dike prior to dredging to ensure stability of the slope and to protect backland facilities. Due to the presence of the buried rock dike, jet grouting was chosen as the most practical and cost-effective option among the various available ground improvement techniques. This paper discusses the geotechnical investigation and site characterization associated with the design of the jet grouting improvement. This paper also presents the controlling jet grouting parameters developed from the test sections prior to production, the quality control monitoring, and the challenges faced during construction and how they were addressed to successfully complete construction of jet grout columns.

The Port of Portland Terminal 6 Berths 604/605 Seismic Upgrade and Modernization project included an extension of the 100-foot-gage rail, enhancement of stormwater treatment and crane power supply assets, and improvement of the seismic performance of the wharves. A performance-based design study was completed to evaluate the seismic risk and the seismic performance of the wharves under various design earthquake levels for the pre- and post-improved conditions. The study shows that the seismic performance of the wharves is controlled by liquefaction of the undensified soils at depths below 50 feet. Ground improvements were selected as the optimum seismic improvement option after considering cost, operational and constructability constraints. Fragility analyses were also completed to help the Port to select the scope of the improvement that provided the optimum return for this phase of the project. A detailed construction QA/QC program was implemented during construction to verify that required densification and soil strengthening was achieved.

Waterfront infrastructure represents a significant investment and owners have a vested interest in maintaining and extending the service life of these aging assets. Exposed to the harsh marine environment, these assets are subject to degradation more than most non-marine assets. In addition, most owners are interested in protecting life safety and the environment through proactive and cost-effective maintenance. Recognizing these drivers, the ASCE/COPRI Ports & Harbors Committee's Waterfront Inspection Task Committee has developed a new manual to guide the inspection of waterfront assets. The new manual, "Waterfront Facilities Inspection and Assessment Standard Practice Manual," provides comprehensive guidance for the inspection and maintenance of waterfront structures both above water and underwater, as well as associated mooring hardware, fender systems, utilities, and appurtenant features. Eight inspection types are defined in the manual, with each inspection performed for a specific purpose using a tailored scope of work. Inspection types may also be combined and performed simultaneously. The eight inspection types include: ≤ Routine Inspection ≤ Structural Repair or Upgrade Inspection ≤ New Construction Inspection ≤ Baseline Inspection ≤ Due Diligence Inspection ≤ Special Inspection ≤ Repair Construction Inspection ≤ Post-Event Inspection The manual provides guidance on modeling service life using software such as STADIUM® to provide quantitative solutions to extending the life of waterfront structures. The manual covers every type of waterfront structure type commonly in use. Specific guidance is provided on the nuances of each structure type and the defects commonly found. The structure types covered include: piers (jetties), wharves (quays), bulkheads (quaywalls), seawalls, relieving platforms, gravity block walls, caissons and cofferdams, wave screens/attenuators, marinas, boat ramps, marine railways, floating structures, mooring buoys (SPMs, MBMs, etc.), and slope/shoreline protection. The intent of the manual is to provide owners and specifiers with guidance on what type of inspection to choose for a particular facility need, making the process simpler and more uniform since the scope of each inspection type is defined. The result is a standardized process that will assist owners in maintaining their waterfront assets and extending the service life proactively.

The Port of Long Beach (POLB) kicked off a major redevelopment project in spring 2011 at Piers D, E and F. The project includes demolition of existing wharf facilities, dredge and fill, ground improvements, placement of rock dike and construction of wharf structure. Approximately 2,900 feet of container wharf is under construction, with the first 1,450-foot segment scheduled to be completed before the end of 2013. The terminal, when completed, will include 4,250 linear feet of new container wharf at Pier E. This paper focuses on the structural challenges overcome by the Design Team during wharf construction. Challenges included the design of structural fixes for pile misalignments up to 48 inches and the design of modifications to crane infrastructure based on new information from the container crane manufacturer. In addition, the Design Team coordinated with the concrete supplier to produce the specified marine concrete mix while dealing with local material deficiencies.

Broadway Pier, a facility owned by the San Diego Unified Port District (District), is a 100-year-old facility that has been used to support a transit shed, general-purpose vessel berthing, military facility, cruise ships, and a place of public assembly (park). The pier structure is located at the foot of Broadway, the "front doorstep" to the city. The District sought to convert Broadway Pier to a modern, dual-purpose facility designed to meet the need for a place of public assembly in downtown San Diego and to support the city's burgeoning cruise ship industry. This paper will describe the unique marine engineering approach necessary for design and construction of a structural steel building on the historic pier. This paper will discuss challenging aspects of the project, including: ≤ Design and construction of a bonded structural deck overlay to increase pier deck capacity to support buses, trucks, forklifts and cranes. ≤ Global structural evaluation to determine the suitability of the pier structure to support the proposed building, mobile passenger gangway, ship berthing, mooring, and environmental loads. ≤ Below water testing of pier piling of undetermined flexural capacity. The testing apparatus was designed and implemented by engineer-divers. The testing resulted in substantial savings in retrofit costs for the District. ≤ Seismic retrofit of the pier using a base isolation system. ≤ Strategic placement of the building structure to not overstress the existing pier. Strengthening of the pier structure to resist building loads. ≤ Design of a steel-framed building using moment resisting frames, including the use of Vierendeel trusses and heavy, built-up, steel columns having cruciform configuration.

This paper will present a case study for the analysis, design and construction of a modern fender system for the South Carolina State Ports Authority (SCSPA) at its Veterans Terminal - Pier M facility. The project was initiated in February 2012, and included an inspection of the pier structure and fender system by engineer-divers, and an assessment of the design criteria to meet SCSPA's needs for the fender system upgrades. The assessment included consideration of project budget, berthing and reaction load requirements, constructability, anticipated maintenance costs, offset distance between the vessel hull and the pier, and avoiding structural modification of the existing pier structure. Three design alternatives were developed, including an analysis of the SCSPA "standard" continuous fender detail that is used at its other terminals. The final design selected met the requirements for larger cargo vessels and consisted of a series of independent, pile-supported fender units, each capable of taking the full berthing energy of the vessel without transferring the reaction forces to the pier. It is anticipated that construction will begin in early 2013.

Modern port development on the US East Coast and Gulf Coast many times takes place on soft and compressible sites. As such, ground improvement is employed to meet project design criteria. Due to the relative economy of implementing surcharge combined with prefabricated vertical drains, the use of prefabricated vertical drains is growing. To meet the demands of deeper installations, more difficult site conditions, and stricter quality control, the prefabricated vertical drain industry has evolved significantly over the past 5 years. To highlight industry advancements, three case histories for prefabricated vertical drains are presented including the Virginia Port Authority and the U.S. Army Corps of Engineers project - Craney Island Eastward Expansion; the South Carolina State Ports Authority project - Charleston Naval Base Container Terminal; and the Mississippi State Port Authority at Gulfport - West Pier project. The three case histories are presented together to compare and contrast project design criteria, project specifications, and construction quality control. Unique aspects of each project are discussed, as well as industry advancements implemented on each project. Each project individually required installation of 1.8 to 4.8 million meters of prefabricated vertical drain. The paper presents construction considerations and the potential for the expanded role of prefabricated vertical drains in port development.

In 2010, the Port of Rotterdam (PoR) tendered a new quay wall in a design and construct contract without maintenance. The contract is awarded to the contractor with the economically most favorable bid (and not necessarily the lowest price). The life cycle costs (LCC) value of the quay wall was the most important parameter.

Pile=supported structures in marine environments such as piers and wharfs are subject to a variety of loading sources, intensities, and frequencies. These include vertical and lateral loading from service "day-to-day" loading, as well as less frequent live loads and environmental loading from wind and waves. The focus of this paper will be on a less frequently encountered loading that is equally important to consider - namely, the effects of soil lateral movement and subsequent lateral loading on existing pile supported marine structures. As older, existing facilities on the U.S. East Coast are repurposed or upgraded to accommodate larger Panamax ships, the phenomena of soil lateral loading may result from two commonly encountered condition states: 1) slope stability failure resulting from berth deepening and 2) seismic slope stability failure and lateral spread, which may not have been evaluated at the time the facilities were originally designed and constructed. Each condition state will be evaluated for an example structure modeled with soils typically encountered in the Charleston, South Carolina, harbor. The soil lateral loading components will be calculated, and a non-linear static structural analysis will be performed considering material and geometric non-linearity and soil-structure-interaction effects. Recommendations are then provided for design considerations for improvements to existing facilities.

The Port Allen grain terminal on the west bank of the Mississippi was designed and constructed to operate at varying water levels and in changing river currents. Each year, the level of the Mississippi River fluctuates approximately 45 feet (nearly 14 meters) and wind speeds can reach 110 mph (177 kmh). This paper discusses the design, detailing, and construction of three fender systems that will enable the facility to continue to operate in this challenging environment. Each fender system designed for the terminal has a specific purpose. The first serves fully loaded barge berthing operations. This system uses timber beams spanning to driven-steel fender piles. This system absorbs the berthing energy of the tugboat-delivered barge. The second consists of barge slipway fenders located along opposing faces of the two support platforms. This system uses timber beams spanning to wide flange vertical strong backs supported by structural plumb piles and the support platforms. This system guides the barge through the unloading process. The third system provides berthing energy and mooring force resistance for the export vessel. This system is constructed of ultra-high molecular weight material fastened to a steel plate spanning to a pair of fender piles. Traditionally, when platforms are constructed or fender systems are assembled in this region, projects use barge-mounted cranes, man lifts, and in-water divers. Because all of three of these fender systems use panelized design and detailing techniques, the contractor can assemble their components on land or on a barge and attach them to the concrete support platform in large sections. This method all but eliminates inwater work by divers and minimizes the time required to erect the nearly 1,200 linear feet (365.7 linear meters) of the fender systems. All in all, this is an innovative way to deliver a constructible, cost-effective solution.

This paper highlights the geotechnical challenges faced during reclamation of a soft soil site for an international container shipping terminal in Southern Vietnam. The terminal incorporates a pile-supported wharf with a barge quay and a 60-hectare (150-acre) upland development for container storage. This paper focuses on the settlement and slope stability challenges associated with reclamation of the upland portion of the terminal. Prior to development, the site comprised an intertidal salt marsh with ground surface elevation ranging from about -1 to +3.5 meters (-3.5 to +11.5 feet). Geotechnical exploration and testing indicated that the site was underlain by up to about 45 meters (150 feet) of very soft to stiff, highly compressible clay soils overlying medium dense to very dense sand deposits. In order to accommodate the design tidal range, development plans called for raising site grades to an average elevation of +6 meters (+19.5 feet). Settlement analyses indicated that consolidation settlement in excess of 3 meters (10 feet) could occur in the area of the container yard when site grades were raised and working loads applied. In order to reduce post-construction settlement, a preloading program using closely spaced prefabricated vertical drains was undertaken. Slope stability analyses indicated that placing fill over the weak clay soils would destabilize the waterside slope. Through a series of iterations of geotechnical design and collaboration between the civil/structural and geotechnical engineers, a buttressing system using a thickened section of blanket stone and armor stone was constructed to maintain the stability of the slope.

In 1948, the Port of Newport sank two reinforced-concrete cargo ships on the north shore of Yaquina Bay to serve as wharves for cargo handling. Over time, the ships cracked and moved up to 3 ft toward the bay, resulting in ground settlement, damage to structures near the ships, and an increased risk of releasing petroleum contaminants stored inside the ships into the bay. Through an extensive analysis of alternatives to make the best use of available funds, the selected alternative was to construct a temporary cofferdam and remove the western ship, stabilize the eastern ship with anchors and ballast, and construct a new 800-ft-long, 40-ft-wide dock with an anchored bulkhead wall. The presence of variably weathered siltstone and sandstone at shallow depths below the site presented significant design and construction challenges for installation of the cofferdam, sheet pile bulkheads, and dock pipe piles. This paper discusses the scope, successes, and challenges of the geotechnical site investigation, design alternatives, and construction engineering used to minimize construction risks and overall project costs. Specific challenges and innovative construction techniques used to remove the contaminated buried hull of one of the ships is also discussed.

The Roi-Namur Fuel Pier is an integral part of the U.S. Army Kwajalein Atoll/Ronald Reagan Ballistic Missile Defense Test Site Facilities that are located on the Kwajalein Atoll in the Republic of the Marshall Islands. The pier's rehabilitation design and subsequent construction posed many challenges, none the least of which was its remote location in the West Central Pacific Ocean. Included in the design considerations was the requirement to provide a "building blocks" design to best facilitate the potential construction by the U.S. Navy Seabees, as well as to account for the inherent difficulties of on-site fabrication and to make optimum use of prefabricated elements to enhance constructability. Due to the nature of the available funding and the desire to achieve sustainable design goals, maximizing reuse of all acceptable existing construction played a role, all the while satisfying the stated desire to improve facility configuration and capacity to better serve the mission and the operations of the Missile Defense Command. Furthermore, there was the mandate to provide a design that would afford a minimum 75-year service life for the new facility and have minimal overall environmental impact. This led to a number of innovative design considerations that included specially formulated, high-strength, galvanized reinforced, precast concrete components; employing galvanized structural steel construction with a "forgiving" system of connections to best facilitate the arrangement of the existing piling being retained; a carefully controlled dredging and spoils collection scenario to best accommodate future vessel operations and avoid adverse impact on the sensitive surrounding marine environment; a sophisticated spill containment system that would afford the required environmental protection but require minimal maintenance from installation forces; and a concerted effort to maximize the use of recycled and local resources. In the end, a fully rehabilitated fuel and supplies off-loading facility would be constructed, with a number of during-construction improvisations that helped provide the desired end product, such that the rehabilitated facility will further the U.S. Army Space and Missile Defense Command's mission and operations.

A coastal engineering and numerical model (Delft3D) assessment of waves and flow was performed to support the Alaska Department of Transportation and Public Facilities (ADOT&PF) proposed extension of the False Pass Airport runway into Isanotski Strait on the eastern shore of Unimak Island. The objective of this analysis was to provide design current, water level, and preliminary wave parameters for the project site, and to assess potential project impact on tidal circulation and the wave field resulting from the proposed airport runway extension design. This study was executed by analyzing existing data, collecting new water level and acoustic Doppler current profiler (ADCP) data used to successfully validate the numerical model, and simulating 50-year design waves coupled with flow in the vicinity of the Isanotski Strait. Significant wave height simulated with a 50-year design storm range between 0.3 - 1.1 m in the immediate vicinity of the design project extension. Moderate changes in current velocity and circulation are noted near the east side of the runway extension with current speed differences up to ±0.5 m/s.

A 600-foot marginal wharf extension at the Washington United Terminal at the Port of Tacoma is supported on precast concrete piles installed through a relatively steeply inclined, riprap-protected dredge slope. The dredge slope beneath the wharf is potentially unstable during severe seismic events. The geologic and seismic setting at the Port of Tacoma and procedures for establishing operating level and contingency level earthquake design spectra in accordance with MOTEMS are described. Partial or complete liquefaction of portions of the soil column under anticipated earthquake loads results in unacceptable lateral spreading. Stone column ground improvement is used at the Port of Tacoma to improve stability and performance of the dredge slope during earthquakes. Wharf pile foundation and soil interaction is assessed using the Newmark displacement method and Plaxis finite element analysis. Optimizing stone column spacing and location relative to the dredge slope and the foundation piles also is discussed. Estimated lateral spreading at the crest of the unimproved dredge slope ranges from a few inches to several feet. A zone of ground improvement is necessary beneath the dredge slope to reduce the lateral spreading and keep load transfer to the wharf piles below acceptable levels. The construction sequence was carefully specified and detailed stone column and pile foundation installation specifications were developed for the project to manage the potential for pile installation difficulties. Separate bid items were requested for regular pile driving and pile driving in stone column improved ground.

Harbor Island is a man-made island built using timber crib walls and hydraulic fill. Some of the infrastructure and terminals located along the waterfront are supported by an original timber bulkhead built in the early 1900s along the Duwamish River. The timber bulkhead at the confidential terminal/site under consideration has undergone significant deterioration over the years and is in need of replacement to mitigate operational risk and to reduce seismic risk.

A nearly 1,500-ft (457-m) dock upgrade and extension was designed and constructed for dry bulk loading at the Municipal River Terminal (MRT) along the Mississippi River in St. Louis, Missouri. The key aspect of the design, which enabled the City of St. Louis to meet its goal of a complete upgrade within budget, was the design-build team's thorough evaluation of the existing South Dock capacity, and the reuse of those structural elements which had substantial remaining capacity.

Bulkhead replacement projects are challenging in the best of circumstances. The design and installation of a replacement bulkhead between existing structures that are only a few feet apart was the extraordinary challenge undertaken by the Port of Bellingham. The Bellingham Shipping Terminal is a man-made peninsula owned by the Port of Bellingham, Washington. The wharf is accessible directly from land over a bulkhead. The northern section is constructed of a tiered timber soldier pile wall that is substantially decayed. Rehabilitation of this wall has been delayed, in large part, because a functioning timber pile-supported warehouse building sits within 5 feet (2 meters) of the bulkhead wall, making replacement difficult. Development of sink holes behind the bulkhead has highlighted the need to replace it to protect the existing facilities and restore the load capacity, which will attract additional potential tenants. This paper will discuss the issues, constraints, and risk management involved in the design and installation of a tied-back, steel king-pile bulkhead wall with a concrete dead-man located within the adjacent warehouse building.

Located at the Port of Vancouver USA, the West Vancouver Freight Access Schedule 2 Rail Project 16 will connect the BNSF north/south mainline track with the Port rail system. The current rail entrance blocks the mainline when unit trains enter or leave the Port. This resulted in the need to develop a new entrance, the only feasible alignment being along the north bank of the Columbia River and beneath the existing BNSF Bridge 9.6. A 1,350-foot (411.5 meters) portion of this track will be carried by a partially elevated reinforced concrete structure that will protect the rail from 100-year flood waters and support it along the irregular river bank. This paper describes the constraints that dictated the design features and the resulting configuration of the partially elevated reinforced concrete structure. To resist flooding and provide the required clearance under the existing rail bridge, a watertight, continuous concrete trench was selected as the preferred solution. Closely spaced batter piles support 1,100 feet (335.3 meters) of the trench and provide lateral resistance to seismic loads and buoyancy resistance. Portions of the rail trench structure will be constructed below the U.S. Army Corps of Engineers' ordinary high water mark of the river and will be subjected to in-water work timing restrictions. The river is home to several species listed under the Endangered Species Act, and the Port has undertaken a very low-impact approach to construction of the rail trench: no work will be conducted in the flowing water of the river. This necessitates careful planning and sequencing of the work, taking into account projected river levels and tidal fluctuations. Other challenges include an extremely constricted site with limited access and the need to minimize impacts on adjacent tenants and their operations. When constructed, the rail trench structure will provide a unique facility designed to meet the latest structural, seismic, and environmental requirements and maximize operational efficiency for the Port.

A nearly 900-ft-long (274.3-m-long) extension to Global Container Terminal's wharf along the 50-ft-draft (15.2-m-draft) Port Jersey Channel located in Bayonne, New Jersey, was designed to accommodate Suez Max Class vessels having a maximum draft of 47.5 ft (14.5 m). The major challenge of the project was spanning the wharf extension over an existing 15-ft (4.6-m) diameter sanitary sewer effluent outfall tunnel which runs at an acute angle to the alignment of the wharf extension. Piling or other foundation elements were prohibited from being installed within 15 ft (4.6 m) of the tunnel corridor. In order to accommodate this restriction, a 190-ft-long (58-m-long) by 30-ft-deep (9-m-deep), 500-ton (454-tonne) steel truss was designed to span over the outfall tunnel and support the waterside rail of the ship-to-shore cranes. In addition, at locations inboard of the waterside crane rail and, in particular, at the landside crane rail, steel box girders were designed to span over the outfall tunnel.

In February 2011, construction began on the first dry dock to be built in Washington State since 1962. Eight months later, the final piece, a three-part steel stop log gate, was lowered into place, sealing off the 4-acre basin from the waters of Grays Harbor in Aberdeen, Washington. This massive, stop log gate spans 33.5 meters (110 feet), is 9.1 meters (30 feet) tall and weighs 130 tonnes (300 kips). Most dry docks utilize floating gates to seal the basins, but these large structures take hours to remove and require the use of tug boats and a local mooring site when not in use. They also need a ballast management and transfer system to raise and lower them as needed. In contrast, the three-piece steel stop log gate can be removed or installed in under two hours. The steel gate was designed in separate sections to allow a 300-ton crane on shore to install and remove the segments. This paper will focus on the specific design and construction challenges encountered with the steel gate.

In 2009, a new cruise pier opened at Labadee Haiti, Royal Caribbean Cruises Ltd.'s (RCL) private destination. The cruise pier was the only port of call on the inaugural voyage of the Oasis of the Seas, the world's largest cruise ship. The inaugural sailing was announced 12 months prior to the voyage, so the construction timeline was critical. To meet this deadline, final design and construction were completed on an accelerated design-bid-build schedule in less than 16 months. The remote location on the northeast coast of Haiti provided a logistical challenge for both material and personnel. Construction was additionally constrained in that the active cruise destination had to remain operational for the Cruise Line's fleet during the entire construction. The pier design incorporated the new, more stringent seismic and wave load requirements stipulated in the International Building Code. In addition, the design team conducted feasibility and environmental studies, geotechnical investigations, and breakwater design. The design was tendered at 60% to allow Contractor involvement in the final design process and mitigate the need for numerous RFIs and Change Requests. Orion Marine Group was awarded the construction contract. As a requirement of the Haitian Government, RCL provided a concrete batch plant on the premises, which was operated by a Haitian company. Having the design engineer's personnel on site for extended site visits facilitated design changes necessitated by unexpected conditions. This paper will discuss the accelerated time frame and difficulties constructing a pier in a highly seismic, remote location, with challenging soil conditions.

In June of 2009, the design and construction of a materials recycling facility (MRF) owned by the City of New York and to be built and operated by Sims Municipal Recycling of New York (SIMS) at the 30^th Street Pier of the South Brooklyn Marine Terminal (SBMT) was undertaken. The new facility was to be constructed on the approximately 11-acre (4.5 ha) site as part of the SBMT renovations undertaken by the NYC Economic Development Corporation. A new 850-ft-long (259.1-m) bulkhead and docking facility was constructed along the southern perimeter of the pier to facilitate the reception of barges. A wharf with an enclosed over-water shed structure was also constructed in addition to other upland structures. The site was underlain by, in descending order: fill, organic silt, sand, glacial lake deposit (sand/silt/clay), and glacial till. Bedrock was not encountered within the upper 175 ft (53.3 m). Foundations for the new structures consisted of open-end steel "friction" piles founded in the underlying Glacial Lake Stratum. The required pile resistance varied by structure from 272 kips (1209.9 kN) to 460 kips (2046.2 kN). The selected pile section consisted of 24-in (610-mm) diameter steel pipes with 1/2-in (13-mm) wall thickness. The marine pile testing and installation program was challenged by large "freeze" factors in the clay and silt and a fish breeding moratorium on in-water work. Pile Driving Analyzer (PDA) testing and Case Pile Wave Analysis Program (CAPWAP) were used extensively during initial drive of piles to the anticipated tip elevation. The results of this analysis and observed pile resistances during driving indicated in-place capacities less than predicted due to development of excess pore water pressure and soil remolding. Driven piles were restruck at varying setup times (up to 4 months) to determine the rate and percentage of capacity development. An extensive PDA restrike program found significant pile capacity increase with setup time. The ultimate capacities were verified through static load testing. This paper presents the measured affects of setup time.

The Port is located along the southern border of the City of Gulfport and Harrison County, Mississippi. In August 2005, Hurricane Katrina damaged the City of Gulfport and the Port infrastructure. The Port subsequently initiated the Restoration Program to identify improvements to address damages from Hurricane Katrina, rebuild the Port to restore local jobs and support economic redevelopment, and revitalize the Port to assure operational viability. Hydrodynamic and wave modeling were conducted using the ADCIRC/STWAVE suite of models to develop coastal design parameters for the Port. Several hurricanes that had impacted the area were evaluated to identify the ranges of storm surge and wave conditions on the Port restoration. The results from the modeling performed under this scope were compared with the USACE's ongoing modeling efforts as part of the Mississippi Coastal Improvement Program (MsCIP). The model predictions were used to design the coastal shoreline protection for the Port Restoration Program.

The Canaveral Port Authority is constructing two adjacent heavy-duty cargo wharfs in the West Turning Basin to expand and accommodate the current bulk cargo commodity demand in addition to planning for the future increase in the ports container traffic market. The $32 million project will include a 630-m- (2,067-ft-) long deep bulkhead wall wharf, two 4,024 m² (43,312 SF) concrete load relieving platforms with over four hundred 457-mm- (18-inch-) square concrete piles at each berth, eight 100 MT onshore monopole mooring bollard foundations, and over 280,000 m³ (366,226 CY) of dredging, the majority of which will be disposed at an off-shore disposal area. This paper will focus on the basis of design for the two berths, how it will accommodate a variety of Handysize, Handymax to Panamax class bulk cargo / container design vessels, the mooring and berthing requirements, and the various constructability methods used to address the various challenges encountered during construction. The selection of the wharf configuration and various marine structures will be described, including:the design of the deep bulkhead walls for the existing difficult soils conditions within the port, the various future berth expansion capabilities incorporated into the design so as to be in line with the overall Canaveral Port Authority's master future plan, and the use of a massive, load-relieving platform to reduce the loads imposed on the bulkhead wall. It will also briefly describe the various geotechnical issues and incidences encountered throughout the port's evolutionary history.

Over the last several years, the Port of Long Beach has initiated the design and construction of numerous shore-to-ship power (SSP) projects in order to reduce exhaust emissions from container vessels and to meet upcoming California Air Resources Board (CARB) regulations. Implementing construction of SSP improvements within an operating terminal is always challenging. Successful installation of these projects requires a high level of commitment and coordination from all project stakeholders, including:the Port (owner), Terminal Operators (tenant), shipping lines calling at the terminal, the utility provider, regulatory/permitting agencies, designers, and contractors. This paper explores the design and installation of SSP at Pier A, an active terminal. It also discusses the way the project contract documents addressed the need to maintain operations during construction, both at the wharf face and within the yard.

Anchoring floating structures in deep water can be challenging because of varying water depths, soil types, uses, and environmental loads. Three different anchor types - drilled shaft, gravity, and fluke anchors - were used to meet these challenges for the new SR520 Evergreen Point Floating Bridge and Landings project in Seattle, Washington. The anchors were designed to resist the horizontal and vertical components of the maximum resultant anchor cable load of 570 tons under static and seismic conditions. The anchors are being proven through exhaustive full-scale field load tests. Verification tests are being loaded to a maximum of 570 tons, performance tests to 425 tons, and proof tests on all remaining production anchors to 300 tons. All anchors tested to date, including all performance and verification tests for all three anchor types, have met all (creep and total displacement) testing requirements.

After nearly half a century of service, the world's longest floating bridge is now clogged by traffic, showing its age, and in need of replacement. The Washington State Department of Transportation (WSDOT) is building a new State Route (SR) 520 floating bridge capable of withstanding heavier windstorms and moving significantly more people and goods. Much like a large floating marine dock, the new bridge will consist of concrete pontoons moored to 58 deep water anchors by 8 miles of steel cables. The bathymetry and subsurface conditions of Lake Washington pose unique challenges for the moorage of floating pontoons. The water depths at the anchor locations vary from 30 feet to 210 feet, and subsurface conditions range from very dense to very soft and include soils with unique engineering properties. These conditions necessitated the use of three anchor types: drilled shaft, gravity, and fluke.

NOAA solicited proposals in 2009 for relocation of their Pacific Fleet from aged facilities on Seattle's Lake Union. The Port of Newport, located in a city of 10,000 on the central Oregon coast, made the decision to respond with a proposal. Relocation of the Pacific Fleet to the Port of Newport would provide significant direct and indirect economic benefits to the community for many years. The Port of Newport was then faced with a tremendous challenge of meeting a compressed schedule to complete design, permitting, and construction of the upland and in-water facilities necessary to accommodate the arrival of six research vessels and approximately 175 NOAA personnel. The most challenging element of the project, from a schedule perspective, was an 1,800-ft- (550-m-) long by 35-ft- (10.5-m-) wide pier structure which, due to the limited window available for in-water-work, had to be constructed within seven months.

The Mayport Naval Station in Mayport, Florida, consists of seven wharves, and is used for homeport berthing functions and munitions loading. The project described herein focuses on the improvements and upgrades to Wharf Charlie 1, located on the north side of the harbor. The original Wharf Charlie 1 berth consisted of 185 m of steel sheetpile diaphragm cells built in 1952. In 2008, an above and below water condition assessment inspection was conducted and identified the following structural issues: 1) widespread corrosion with pits and holes up to 305 mm in diameter were observed in the steel sheetpiles with the majority of corrosion below the concrete cap around the mudline, and 2) sinkholes noted in the deck adjacent to the sheetpile wall, likely associated with backfill migration through the corroded sheetpiles. As a result of the inspection, it was recommended that the wharf be replaced. In addition, the Navy was interested in adding a double-deck loading platform to the wharf in order to improve the safety and efficiency of loading operations. The new wharf was procured as a design/build project. A design was developed for the new wharf, which allowed the existing foundation elements to be left in place during construction. However, in leaving the existing foundation elements in place, additional difficulties were created. The new foundation elements, such as the new bulkhead deadman anchor system, upper deck foundation, and ship's service utilities had to be positioned to avoid conflicts with one another and with the existing structural elements that were left in place. The new design consisted of a combination king-pile/sheetpile wall driven outboard of the existing diaphragm wall, with the space between the two backfilled with flowable concrete fill. The design primarily utilized traditional limit-equilibrium methods to design the wall, ignoring the effects of the existing structural elements. However, given the complex behavior of the existing elements with the new wall system, advanced continuum soil analyses were also conducted to better understand the behavior of the complex system and confirm acceptable performance. This paper presents a summary of the project, as well as details of the design of the major components of the facility. A description of the construction includes results of field testing of the pile foundations and lessons learned. The coordination of the new structural elements with the existing elements is also presented.

Broadway Pier, owned and operated by the San Diego Unified Port District (District), was constructed in 1913 as San Diego's first major concrete pier. In 1930, the pier was extended 200 feet (61 meters) further into San Diego Bay to its current length of 1,000 feet (305 meters). Over the years, the pier was renovated and upgraded several times, the most significant being in 1989 when the deteriorated outer portions of the 1913 pier were removed and replaced with a new structure supported on batter piles. The facility has been used to support a transit shed, general-purpose vessel berthing, military facility, cruise ships, and a place of public assembly. In 2007, the District decided to construct a new building on Broadway Pier to convert it to a modern dual-purpose facility to meet the need for a downtown location for public assembly over the water and to support the cruise ship industry. The facility is known as the "Port Pavilion at Broadway Pier." (Reference 1). During the preliminary design phase for the new facility, it became apparent that the pier might not meet requirements of the California Building Code to support the building structure. Findings of an initial seismic evaluation indicated numerous deficiencies, the most critical being brittle batter pile connections to the pier deck and questionable lateral capacity of a 1930 extension that had a unique pile-to-deck connection. This paper summarizes the seismic investigation for the outer 1930 extension of the pier, the construction of which was considerably different than the original 1913 pier construction. Specifically, the paper will describe the seismic analyses and the details and findings of the below-water load test using engineer-divers, which resulted in significant seismic retrofit savings to the District, leading to successful execution of the building project.

The U.S. Navy has developed and implemented design and quality assurance procedures intended to improve the quality and durability of new marine concrete construction. Several Navy piers constructed according to this guidance have exposed opportunities to refine the government guidance to provide a more balanced approach to concrete mixture design criteria. Recent changes made to the guidance provides concrete producers freedom to innovate and optimize concrete mixtures. This optimization enables architects, engineers and contractors to accomplish more sustainable concrete structures through the allowance of greater amounts of supplemental cementing materials as a partial replacement to portland cement in the concrete mixture. Quality Assurance procedures have been streamlined to cost less and take less time while enhancing confidence that the completed structure will meet its service life expectations. Lessons learned have been summarized and form the basis for many significant changes that are being incorporated into revisions of the Uniform Facilities Guide Specification (UFGS) 03 31 29, Marine Concrete. The methodology for the implementation of the Marine Concrete specification needs to take into account a variety of practical considerations, such as: material supplier limitations, schedule and cost constraints, and an industry-wide lack of familiarity with the unique requirements of this guide specification. In all cases, early communication between the Owner, engineer and construction contractor is required for a successful outcome. This paper will use the Pier 31 Replacement project for the U.S. Navy at Naval Submarine Base New London in Groton, Connecticut as a case study for the implementation of the Marine Concrete specification. The implementation efforts described in this paper will be of interest to conference attendees since it highlights some important revisions to the UFGS.

A large portion of the nation's dry docks were constructed using cellular cofferdam walls between 1960 and 1980, and their design service lives have been lengthened to meet project schedules and budgets. As a result, customized repair programs that provide for cellular cofferdam dry dock life extension have been developed and implemented at Electric Boat in Groton, CT for Graving Docks 1 and 2. The design strategies for this life extension program are complicated by the inherent interdependence of the cofferdams cells upon one another for stability. The resulting consequence being the partial or complete demolition of one cofferdam cell may require that the adjacent cells be stabilized prior to demolition. Strengthening the cofferdam cells often involves partial demolition, especially where there is no space for additional structure outside of the existing cofferdam arrangement; thus, requiring that all strengthening be performed inside the cell. In 2010 a long-term life extension study and design for strengthening the existing outboard sheet pile cofferdam cells was conducted for Electric Boat Graving Docks 1 & 2. Due to the close proximity of the outboard cells to the graving dock gate, all strengthening was required to be performed within the existing footprint of the cells. During two design phases, the life extension design concept progressed from a repair, to a complete removal of the outboard cells with deep soil mixing of the final inboard cell, to constructing partial height reinforced concrete walls within the sheet pile cell. In this paper, a case study will be presented which will address the progression of the Outboard Cell Life Extension design, including the impact of ship building activities and schedule, cell stabilization techniques, and benefits of early contractor involvement.

This paper presents the case history of a test pile program at Naval Base Kitsap - Bangor. The information gathered in the study included: compression and tension data from pile-soil interaction; acoustic monitoring data during pile driving and effectiveness of noise mitigation measures; evaluation of marine mammal and bird monitoring methodology; and, evaluation of marine pile-driving equipment capabilities. Carried out in water up to 100 feet (30.5m) deep and in an environment of frequent wind and waves, the program was intended to: (1) verify the ability to install large diameter steel pipe piles using a vibratory hammer to the desired tip elevations with glacially consolidated soil; (2) gather compression and tension capacities within the soil-bearing layers; and (3) help define the environmental requirements for pile-driving work performed at the site. Over a three-month period, the program installed 29 opened-ended steel pipe piles that ranged from 117-197 feet (35.7-60.0 m) in length and 2-4 feet (0.6-1.2 m) in diameter. Bearing capacities were recorded for each pile, and two full-scale tension load tests were conducted in general accordance with ASTM D3689 (ASTM 2007). Subsurface conditions at the test pile site consisted of a thin layer of sediment and beach deposits over very dense granular soils. The piles were installed using a variety of pile tip conditions (driving shoes, end hardening, and unaltered) in an attempt to determine benefits or drawbacks of each during installation. Pile Driving Analyzer (PDA) and the Case Pile Wave Analysis Program (CAPWAP) were performed on 23 of the 29 piles to measure their capacity. The paper also discusses the constraints placed on the program by the significant permitting requirements that protect marine wildlife and habitat at the site, and how requirements were accommodated in the program. Environmental regulations mandated marine mammal and wildlife monitoring and a reduced number of impact hammer blows per day and cumulatively during the project.

The U.S. Territory of Guam is located in a seismically active region and has experienced several major earthquakes in the past. The 1993 earthquake, with a moment magnitude of 7.7, caused significant damage throughout the island. During that event, the existing Uniform wharf wall experienced significant seismically induced settlement and lateral spreading. The adjacent Tango wharf also experienced some damage. The damage at Uniform wharf was so great that the wharf became non-operational after the earthquake. Both Uniform and Tango wharves are being upgraded to meet a two-level design earthquake and seismic performance criteria. New king pile-sheet pile systems with tie-rods connected to vertical pile-supported anchor blocks were designed to upgrade the wharves. Backland liquefaction within the immediate zone behind sheet piles is mitigated using a stone-column ground improvement technique. Acceptance of stone column performance was based on frequent verification borings in the field as well as additional laboratory testing. Driven piles were investigated with a dynamic pile analyzer to optimize anchor pile length and develop pile acceptance criteria. The paper focuses on the seismic design philosophy, geotechnical field investigation, site characterization, seismic analyses, and ground improvement design. In addition, the paper also discusses construction challenges and how they were overcome

Nonlinear dynamic soil-structure interaction (SSI) analyses were performed to evaluate a proposed deep-foundation scheme for heavy cement silos at Pier F in the Port of Long Beach, California. A conventional, code-based design with 24-inch octagonal precast concrete piles called for 552 piles to resist shear forces generated by the design earthquake. However, the SSI analyses performed with FLAC demonstrated that the number of piles could be reduced by more than 50%. The piles were modeled with elastic-perfectly plastic beam elements connected to a simplified superstructure whose mass and fundamental period approximated the dynamic characteristics of the silos. Piles interacted with foundation soils through non-linear p-y and t-z springs; and soils were represented by an elastic-plastic Mohr-Coulomb model coupled with an empirical pore-pressure generation scheme.

The San Diego Unified Port District decided to construct a new multi-use building on the historic Broadway Pier. The pier, built in 1913, would require a seismic upgrade to accommodate the new facility. Initial study findings indicated that seismic demand would cause failure of the existing batter pile to deck connections. Preliminary retrofit concepts that involved driving new piles were costly and threatened to delay this important project. An innovative concept was developed that used seismic isolation bearings placed on new pile caps built under the existing deck surface. The new pile caps connected the existing batter piles below the deck and allowed removal of the original pile-to-deck connections. These brittle connections were replaced by the isolation bearings that now serve as both lateral and gravity load paths between the deck and the piles. Detailed construction procedures were developed that allowed the seismic work to proceed concurrently with the building construction, enabling an aggressive construction schedule to be met. This paper describes the seismic vulnerabilities of the existing pier and the retrofit measures taken to improve the pier's seismic performance. The effects of base isolation on the global response of the structure under seismic and non-seismic demands are summarized. Special detailing to maintain an uninterrupted gravity load path during construction and to avoid corrosion of isolation bearings located near the intertidal zone are also described. Lastly, the potential use of the concept in new pier construction is discussed.

For moment frame wharf structures, the pile-to-deck connections are most susceptible to seismic damage. Even in minor earthquakes, spalling is expected at the landside piles. Recent research indicates that providing a fiber-reinforced elastomeric bearing pad at the pile-to-wharf interface will significantly improve seismic performance. The pad limits localized stresses, reduces damage in earthquakes, and increases connection flexibility, permitting greater lateral displacements without reduced connection strength. Monopile structures that cantilever from the ground develop large soil stresses near the ground surface when laterally loaded. Adding fins to the piles near the ground surface reduces the required pile diameter and length. This paper presents the following: Fiber-reinforced elastomeric bearing pile connection design - the design provides improved connection rotation, eliminates potential damage in an operating level earthquake, and includes a sealed connection for acceptable corrosion performance. The calculated performance is compared to a traditional pile connection. Finned monopile design - the design results in shorter, smaller diameter piles. The design will be compared with non-finned piles.

This paper reviews the seismic design performed for the replacement of a 373-meter-long (1,224-foot-long) naval wharf located in Apra Harbor in the U.S. Territory of Guam. Design challenges included in the paper are associated with eliminating the interference between the structural components of the new and existing walls, accommodating the uneven alignment of the existing wall, and incorporating the limited soil improvement possible at the corner region. The existing wall, constructed originally in 1948, consists of a sheet pile wall anchored to a sheet pile tieback wall. The wharf has not been in use since 1993 because of the significant damage it suffered after the magnitude 8.0 earthquake. Extensive liquefaction was deemed the main reason for the structural damage observed. The replacement wharf, currently under construction way, consists of a new anchored sheet pile wall outboard of the existing face of the wall while leaving the existing structure in place. The new structure includes soil improvement behind the sheet pile wall to mitigate the effects of probable liquefaction during future seismic events.

This paper presents the design analyses and approaches used for the new bulkhead and foundation system developed for the Port Cristobal Berth 10 Expansion project in Panama. The project generally consisted of extending the existing Berth 10 by about 220 meters. The subsurface soils within the footprint of the new wharf extension generally consist of inter-layered, loose, liquefiable, sandy soil and soft silt and clay determined to be susceptible to significant shear strength reduction under large seismic event. The wharf will be constructed in a 2.0-horizontal to 1.0-vertical dredge slope that is potentially unstable and will impose significant pressure onto the foundation system under large earthquake event. Both the ground improvement and structural foundation option were considered to mitigate the seismic slope instability. A cost analysis revealed that the structural foundation option - consisting of large diameter drilled shafts (1,370-mm diameter) and steel batter piles (762-mm diameter) - is more cost effective and was selected for this project. Both the force-based method (using computer program SAP2000) and the deformation-based method (using numerical modeling computer program PLAXIS and FLAC) were used in the design.

Above and underwater inspections of the Interstate Grain ship dock indicated that the foundations supporting the tower structures for the grain off-loading conveyor system were tilting northward towards deeper water. The existing foundations consisted of a pile-supported system constructed in a clay soil slope, and there was concern that the damage was due to movement of the slope. A barge-based exploration program was conducted adjacent to the existing foundations to evaluate the soil conditions, which included borings, cone penetration test (CPT) soundings and pressuremeter testing. In addition, laboratory testing was conducted to estimate the peak and residual strength values for the clay soils for both undrained and drained soil conditions. The results from the marine exploration and the laboratory tests indicated that a surficial upper soft clay (mud) layer had moved in the past and is likely to move in the future. However, the explorations confirmed that a deep-seated global failure was likely not a concern. The marine exploration and the laboratory testing helped better understand the slope performance and provided a new design solution that reduced the deep foundation costs by approximately $3,000,000, for an exploration cost of around $180,000. This paper presents a summary of the work conducted for the new foundation design, and discusses the lessons learned in developing an economical foundation design.

The Port of Tacoma's Washington United Terminals (WUT) wanted to increase its container handling capacity by adding up to three 24-wide container cranes to supplement the four existing 18-wide cranes. The Port agreed to extend the existing 2,000-foot (609.6-meter) marginal wharf by 600 feet (183 meters) to provide two 1,300-foot (369.2-meter) berths. However, the adjacent Blair Terminal wharf had to be shortened by 600 feet (183 meters) to make way for the WUT wharf extension, and both facilities were to be kept fully operational throughout construction. Practical strategies for construction sequencing and a number of innovative applications of existing technologies were incorporated to deliver the project successfully and on time while satisfying the design requirements and the interests of involved parties. Stone column ground improvements were installed along the under-wharf slope and behind the bulkhead before pile driving, solving several design issues and providing the framework for structural design. A connection between the existing wharf and new extension was installed to make the two structures continuous. A stormwater system was installed to meet new strict stormwater regulations. Additionally, several sustainable features of construction and design were incorporated to minimize environmental impact.

The magnitude 8.8 earthquake of February 2010 in Chile dealt a heavy blow to the 600-meter (2,000-ft) wharf structure at Berths 1, 2, and 3 of the San Vicente Terminal Internacional in the Biobio region of Chile. Earthquake-induced liquefaction and lateral spreading in the upland fill and wharf slope resulted in permanent wharf lateral deflections in excess of 600 mm (24 in), along with associated damage to concrete piling and pile-to-cap connections. This paper presents the post-earthquake repair and rehabilitation program for the wharf structure. The proposed rehabilitation strategy consisted of two phases: first, a structural assessment of the post-earthquake conditions with recommendations for short-term repairs and restrictions on operating criteria, followed by a structural retrofit program designed to stiffen the existing structure and provide a new lateral-force resisting system. An innovative approach to the seismic retrofit was used, which incorporates a combination of new plumb piles behind the wharf with ground improvement to ensure ample lateral strength and ductility capacity of the structure. The wharf retrofit also included a new apron structure in front of the wharf, designed to improve the local stability of existing slender piling (impacted by P-delta effects), with the added benefit of providing support for future crane rail installation and increased dredge depth. Finally, a 200-meter (656-ft) finger pier extension was included in the program, bringing the structurally retrofitted 4-berth system to a total combined 800 meters in length, designed to the most current seismic design standards.

The volume of maritime trade transferred by container is continuously increasing. Due to the scarcity of storage space, the need for higher container storage capacity, and the demands for faster and more efficient operations, container terminal operators are moving from conventional operations toward semi- and fully-automated operations. With this change, engineers are faced with new challenges when designing terminal infrastructure. The container storage area is the largest and one of the most important areas within an automated container terminal. Infrastructure design of this area is critical for operational efficiency of the terminal. Critical infrastructure design elements within the automated container stacking area include Automated Stacking Crane (ASC) rails, ASC rail foundations, container stacking support systems, and storm drainage systems. ASC rails can be supported by concrete beam on grade, concrete beam on piles, or by concrete ties on ballast. The choice of rail foundation depends on various factors such as the initial cost, maintenance costs, impacts to terminal operations due to maintenance activities, and other site-specific conditions. Critical infrastructure design elements within the automated container stacking area include ASC rails, ASC rail foundations, container stacking support systems, and storm drainage systems. This paper addresses design considerations for these elements. These considerations will be supported by design experience on several domestic and international projects.

This paper discusses crane-wharf interaction analysis methodology, modeling, analysis results, and conclusions for Pier E at the Port of Long Beach (POLB). The port is constructing a modern wharf at the south end of Berth E24, which includes new landfill and extension of the berth length to approximately 2,900 ft. The new wharf is designed for a pierhead and channel depth of 55 ft, will accommodate tandem lift container cranes, and meets the port's Wharf Design Criteria (WDC). According to the POLB WDC, if the crane translational period is less than twice the wharf period, a crane-wharf interaction analysis is required. Based on the wharf and crane period calculations, this analysis was required for the Pier E wharf. Therefore, a crane-wharf nonlinear time-history analysis was conducted to determine the effects of the crane on the wharf seismic displacement demand and the shear key forces between wharf segments. The wharf was initially designed with width of 175 feet to accommodate a crane with a 138-foot gage. During the final wharf design stage, the crane gage was reduced to 120 feet. The wharf design was revised for a 133-foot width. The crane-wharf interaction analysis was performed for two sets of soil conditions [upper bound (UB) and lower bound (LB)] and for three earthquake performance levels at Operating Level Earthquake (OLE), Contingency Level Earthquake (CLE), and Code-level Design Earthquake (DE). Seven design spectrum-compatible time-history motions were used for each seismic level, consisting of two horizontal (Fault Normal and Fault Parallel) components. The maximum displacements were reduced when the cranes were considered in the seismic analysis. The displacement demand of the piles is predicted to be 1.8 inches for the OLE, 5.9 inches for the CLE, and 7.5 inches for the DE. The demands are less than those found in the linked wharf analysis for all three seismic performance levels. The force demand for the shear key between wharf segments is determined to be 2,900 kips for the OLE, 5,156 kips for the CLE and 5,157 kips for the DE. These values are greater than the values found by the linked wharf analysis for all three seismic performance levels. The cranes appear to act as auxiliary mass dampers.

The 2009 International Building Code (IBC 2009) for the seismic design of building structures specifies the use of the Design Earthquake (DE) ground motion for most structural and geotechnical evaluations. However, the revised IBC 2012 specifies the use of increased ground motion requirements for liquefaction-related geotechnical evaluations based on the Maximum Considered Earthquake (MCE) rather than DE. This change will result in a 150 percent increase in the ground motion, since MCE is equivalent to 150 percent of the DE. As the IBC 2012 requirements will be adopted by the California Building Code, which in turn will be reflected in the City of Los Angeles Building Code, the revised IBC 2012 requirements may significantly impact the design of waterfront building structures at the Port of Los Angeles (POLA) built near dikes or slopes where liquefiable soils are present because of larger lateral spreading deformations. However, the new requirements will have minimal impact on building structures constructed on level ground since lateral ground deformation is not generally an issue for level-ground conditions. To illustrate the impact of the new IBC 2012 requirements, two dike configurations at the POLA, existing and new, were considered in a study commissioned by the POLA. The study concluded that lateral dike and slope deformations for the two dike configurations using site specific MCE ground motions developed per IBC 2012 requirements are expected to be about 200 percent to 400 percent of those estimated using the IBC 2009 requirements. New building construction at port and harbor facilities may require increased costs related to ground improvements to mitigate the increase in slope deformations. Similar to new construction, upgrades, repairs, and retrofits for existing structures may also require increased costs related to ground improvements and may result in structure replacements due to excessive ground movements under MCE. In this paper, background to the IBC 2009 liquefaction evaluation requirements and revisions incorporated in IBC 2012 are described together with impact case studies conducted for the POLA. Geotechnical and structural analyses for two of the case studies are then discussed to illustrate the impacts.

The United States Coast Guard (USCG) is challenged by aging infrastructure that has reached a point where many of the existing structures need to be replaced or repaired within constrained timelines or even while still operational. In recent years, a tremendous amount of work has gone into the development of Rapid Bridge Construction (RBC) methods. Rapid Pier Construction (RPC) is analogous to RBC in many ways, as bridges share similar structural elements and operational considerations as marine structures. In 2009, the USCG commissioned a study of RPC focusing on streamlining the construction process by accelerating the critical path steps and minimizing interruptions to operations. RPC has many potential benefits over typical pier and wharf construction, including potential overall cost savings, increased lifespan, higher durability, and reduced maintenance. RPC has a focus on the use of large precast components in modular construction, saving time on formwork and concrete curing. This paper addresses the applicability of RBC methods to the development of waterside infrastructure, piers and wharves. It also includes a review of literature related to RBC methods and materials, the development of an RPC concept, and recommendations for future applicability of RPC to construction in the marine environment.

A new pile-supported pier was designed to provide cruise ship access to an onshore resort in Labadee, on the north side of Haiti. The project consisted of an access trestle connecting to a pier with mooring dolphins extending offshore to support berthing and mooring. The structures were supported on steel pipe piles and designed to resist compression loads due to operations, horizontal loads from waves and seismic activity, and uplift loads from wave forces and as a result of the horizontal loads in multi-pile groups. The initial design was based on the results of a limited field exploration. However, during construction it was found that the site conditions varied from the initial field exploration, and a more detailed exploration was undertaken during construction to better evaluate the site conditions. The primary bearing layer for much of the structure was found to be a limerock (i.e., weathered limestone), which was noted to have voids and clay-filled cavities that provided minimal pile resistance. Pile Dynamic Analysis (PDA) testing was conducted along with CAPWAP analyses to estimate as-driven pile capacities. The results of the testing indicated unit skin resistance values much lower than values typically reported for materials with similar blowcounts. Though it was expected that this material would have low unit resistance values given the literature on pile behavior in calcareous soils, the resistance values were still much lower than anticipated. The final design consisted of using a combination of splicing and driving the piles deeper, as well as drilling out the inside of the piles and backfilling with concrete to force a plug in the pile as well as provide additional uplift resistance due to the dead weight of the concrete.

Coastal engineering studies were performed to define site and design conditions for the development of new docking facilities and a wave protection structure at Pier F in the Port of Long Beach, California. The new facilities will provide docking to a fireboat, pilot and port security boats with lengths ranging from 30 to 110 feet (9.1 to 33.5 m). The study showed that yearly wave conditions exceed accepted wave height criteria for small craft harbors and that wave protection would be needed. While most wave protection structures would be adequate to provide the necessary wave protection, site conditions and project requirements proved to be very challenging conditions that limited the applicability of typical structures. A floating breakwater was analyzed along with fixed structure alternatives such as rubble mound, caissons, concrete sheet and cylindrical pile breakwaters, and the preferred steel sheet/king pile breakwater.

Transport Canada, the regulatory body that sets and monitors port and marine facility service standards in Canada, now requires that in-service load tests prescribed in the Canada Shipping Act be applied to bulk material shiploaders that have historically only been load tested during initial commissioning as proof of the design and construction prior to entering service. Load testing requirements include applying a Test Load equal to between 110% and 125% of the Safe Working Load (SWL) over the full range of machine motions, and these tests must be carried out every 5 years. The codes and standards used to design these machines do not require that lateral loads associated with the movements of the machine be taken into consideration in combination with significant loads, which were considered to be applied either statically or independent of other special loads. The SWL of the machine must first be determined, which represents the loads that could reasonably be foreseen as being applied to a machine over its operating life, typically a point load applied at the boom tip in combination with a number of distributed loads applied over the length of the boom. To verify the appropriateness of the SWL, detailed structural modeling is undertaken or original design loads and drawings are reviewed, if available, and a detailed visual, non-destructive condition assessment of the machine is completed. Finally, several methods have been developed to efficiently apply the Test Load in a manner that simulates the factored maximum in-service loads estimated to occur over the operating life of a machine. This paper is not intended to be a comprehensive manual on undertaking load tests on in-service shiploaders. Persons performing such tests must make their own determinations and assume sole responsibility for testing procedures, requirements and results.

Coal seam gas held deep in the coal in Queensland is a key clean fuel of the future, and the Queensland Curtis LNG project is the first of three major Liquefied Natural Gas (LNG) export facilities to be developed on Curtis Island, near Gladstone, Queensland, Australia. The site is located on Curtis Island, approximately 8 km from Gladstone, which posed complex logistical challenges to support the major construction project. This paper describes the planning and marine infrastructure development with a focus on lessons learned in the design and construction of these facilities, worth over US $200M. As Curtis Island was previously undeveloped, significant marine facilities were required to support the ongoing construction works between 2010 and 2015. Design criteria included a range of vessels and conditions driven by the need for passenger facilities servicing 1,200 site personnel, construction materials delivered by Roll-On Roll-Off (Ro-Ro) vessels, barges carrying aggregate and water and diesel bunkers. For the permanent facilities (also used later in LNG facility construction), the design criteria was expanded to include the material offloading facility (MOF) to accommodate charter shipping and tug/barge combinations bringing in completed process plant modules, fabricated and assembled overseas. Various constraints discussed in this paper defined these facilities. This led to two separate terminals on the mainland, one for aggregate barging and one for passenger vessels and Ro-Ro cargo vessels. Two separate facilities were also developed on Curtis Island. These were: (1) the Construction Dock, built within the first 9 months of project development; and (2) the MOF, designed and built to handle module shipping, charter shipping, passenger vessels, and to also function as the terminal for the support of permanent LNG plant operations. A key factor is that these four facilities operate in a range of conditions from relatively mild currents and wave exposure at Curtis Island, to significant currents at the mainland. During the development process, all of the lessons learned have flowed through each facility, culminating in the optimized design and construction of the LNG Jetty export terminal.

A new grain export terminal will be constructed on a 4.0-ha (10-acre) parcel adjacent to Pier T on the Navy Mole in the Port of Long Beach. The mole was likely constructed by infilling monolithic quarry rock dikes with hydraulic and/or mechanically placed fill. Terminal improvements include grain silos, a grain elevator tower, a surge tank, rail receiving facilities, and a loadout building. The design of the terminal facilities must consider the effects of strong ground motions and liquefaction because the project site is located in a seismically active region and underlying soils are liquefiable. Typically, foundations for many of these improvements would involve piles embedded in competent soils well below the liquefiable soils; but, designing piles to resist downdrag loads from liquefaction was determined to be very costly and could impact the overall project budget structure. Alternative foundation systems that will meet project budgetary requirements were examined. The selected foundation system, which is more cost effective than pile supported foundations, consists of shallow foundations overlying soils improved with cement deep soil mixing (CDSM) technique. The CDSM was designed to mitigate the liquefaction potential, provide a suitable bearing surface for proposed foundations, and reduce potential settlements to tolerable levels. Finite difference methods were employed to design the idealized CDSM layout in terms of minimum area replacement ratio and minimum depth of improvement under the design level ground motions.

The Delta Pier located at Naval Base Kitsap in Bangor, Washington, has served as the West Coast drydock for the U.S. Navy's Ohio Class submarines since its completion in 1979. A flame-sprayed thermoplastic coating was applied to the sheet piles of the pier in 2000, and that coating system quickly failed. In January 2007, the sheet piles of Delta Pier were inspected for corrosion damage. In concert with the inspection, the Navy requested that a replacement coating system be recommended. Many of the sheet piles on Delta Pier are located behind a relatively dense section of concrete piles that support concrete piers. The close proximity of the concrete piles so severely limits construction access that traditional coating systems, such as high-performance organic coating systems or thermal spray aluminum with a sealer, may be economically infeasible. This paper discusses several rehabilitation strategies, the construction constraints, and how these divergent factors were resolved to allow clear recommendations to be made. Additional strategies include covering the sheet pile tidal and splash zone areas with cast-in-place concrete or cladding with a copper nickel alloy.

This paper describes the new ASCE Standard for Seismic Design of Piers and Wharves. This document has been under preparation for several years and has been balloted and approved by the committee. The ASCE public comment period began on February 1, 2013, with publication expected in fall 2013. The paper describes the background of why the Standard was developed, along with some of the key features of the new Standard related to seismic criteria, analysis methods, design detailing, and geotechnical design.

In 2011, the shipping company Maersk announced Triple-E class ships, expected to be the world's largest ships in service. Following this, 22,000 TEU container ships may become a future reality. This proposed evolution in vessel size will necessitate engineering evaluation of most modern ports to determine the capacity to receive these mega vessels. Basic infrastructure, such as the entrance channels, basins, turning circles, and the berthing and waiting areas in a port, must have adequate capacity. Quay walls, jetties, etc. must have sufficient strength to berth and moor these mega vessels safely while supporting heavier quay cranes with longer outreaches. Recently constructed infrastructure in the Port of Rotterdam, designed for Suezmax vessels, was examined to determine if there is sufficient reserve capacity to cope with the much larger 22,000 TEU vessels. The conclusion was that growth in vessel size had been anticipated during the design phase. Therefore, relatively small adaptations were required in the infrastructure. In some scenarios, operational limitations could be imposed to compensate for increased ship dimensions and associated capacity requirements.

This paper discusses the planning process and preliminary design for a new waterfront facility at the United States Coast Guard Academy in New London, Connecticut. This facility will serve as the home port to the Barque Eagle and will be the heart of the waterfront educational program that is the platform for training cadets on seamanship and leadership. The paper outlines the Coast Guard planning process for large shore infrastructure projects from concept through acquisition and details the preliminary design and collaboration efforts between the Coast Guard and the waterfront engineering consultant.

This paper will illustrate an economical method of testing existing and newly installed ship mooring bollards using drawings, photographs, and load charts. The task presented was to design, fabricate, and transport a portable loading system that would be capable of applying specified design line loads for mooring bollards. The loads were to be fifty (50) to one hundred (100) ton line pulls from zero (0) to thirty (30) degrees to the horizontal. The test loads were developed by using horizontal and vertical load components simultaneously. Personnel performing the work were to demonstrate previous experience in full load bollard testing and required to submit the test apparatus design along with a detailed test plan. A loading frame was designed which was transported and set into place for each test. The program called for the testing of 37 bollards. The frame and jack system were designed, submitted for approval, fabricated, and transported to the test site. The tests were completed as prescribed and results presented to the contracting authority. The test device worked and could be conveniently used to test additional bollards at any time prescribed or requested by the owner.

This paper describes the planning, assessment and design challenges faced by the Port of San Francisco and the project team for a new public open space adjacent to The Embarcadero in downtown San Francisco. The Brannan Street Wharf (BSW) will be a major new open space constructed over the water in the heart of the South Beach neighborhood in San Francisco. Located on the Embarcadero Promenade between Pier 30-32 and Pier 38, and replacing Piers 34 and 36, the new wharf will provide 57,000 square feet of new public open space. Constructed over the water, the new wharf will be 830 feet in length with a width of 40 and 140 feet on opposing ends. In addition to seating, viewing and plaza spaces, the wharf will feature a 400-foot long neighborhood green to accommodate various recreational uses. The design team performed site investigations, conceptual engineering design of structural alternatives, design development and design demolition of existing wharf structure, and final design for the new wharf. Seismic design of the pile-supported wharf was performed in accordance with the methodology in the Port of Long Beach Wharf Design Criteria and ASCE Seismic Design of Pile-Supported Piers and Wharves.

Intense maritime activities have always characterized Puerto Rico. Modern port infrastructure development along the San Juan waterfront occurred between 1889 and 1940. In recent times, thriving cruise ship terminals have redeveloped prime portions of the waterfront. Other areas of the harbor have fallen into disrepair. The Commonwealth of Puerto Rico engaged a team of design professionals to tackle a comprehensive redevelopment program. The project - named Bahía Urbana - seeks to open a new chapter in San Juan Harbor's history by stimulating economically, socially, and environmentally sustainable growth. Initial improvement activities included renovation and reconstruction of Piers 6, 7, and 8. Design and construction of these piers encountered and overcame a host of structural engineering challenges. The precarious conditions of existing structures pointed the team toward bulkhead engineering incorporating design for vibration-free sheet pile installation. Geotechnical exploration identified liquefiable soils; with San Juan in a seismically active zone, the team applied PLAXIS finite element code for soil and rock to evaluate static, pseudo-static, dynamic, and liquefied soil loading conditions to value engineer the sheet pile bulkhead structural improvements and design grouted soil anchors. Throughout the process, three-dimensional (3-D) CAD modeling allowed for rapid assessment of alternatives. Scheduled to open in early 2013, the completed project includes a marine façade wall, mooring dolphins designed for 60- to 106-meter vessels, a floating dock water taxi and seaplane berth, 305 linear meters of new sheet pile bulkhead, and a 91- meter long pedestrian bridge.

Lyttelton Port of Christchurch (LPC) is situated on the east coast of the South Island of New Zealand, which lies south east of Australia. Neither of the two major reclamations at LPC experienced significant liquefaction during the four significant earthquakes of 2010/2011, which caused accelerations between 1.2 and 5 times previous design code levels. The epicentre of the most damaging earthquake was some 4 km distant and only 5 km deep. Significant damage to wharves, sea walls, and pavements occurred. Most key wharf assets will require complete reconstruction. This paper considers the asset management planning undertaken prior to the events including: fragility modelling, the damage sustained, and the resulting outages that occurred. It also discusses how the prior planning and fragility modelling assisted the work during the emergency and recovery periods. The effect of multiple heavily damaging earthquakes in close proximity to the port is also discussed.

This paper proposes a computational method for estimating the effect that harbor resonance has on moored ship motion. The computation of harbor resonance used the CGWAVE model, and the computation of moored ship motion used the three-dimensional Green's function method. This method was verified with field motion measurement data from actual moored ships and wave field data and down time record data from Pohang New Harbor. The resonance periods obtained from wave field data in Pohang New Harbor were 80, 33, 23, and 8 min, which were the long waves, and 42, 54, and 60 s, which were the infra-gravity waves inside the harbor slip. The simulation results for harbor resonance were compared to the actual wave field data. This study investigated whether harbor resonance has an effect on moored ship motion using simulated results of ship motion both with and without harbor resonance. In the case of harbor resonance included, moored ship motion increased by 12-400% when compared with the results without harbor resonance included. We found that harbor resonance has a greater effect on the surge and heave motion of a large-sized ship and on the roll and the yaw motion of a small-sized ship.

Recent large earthquakes and devastating tsunamis around the Pacific Rim have underscored the need for the disaster resilience of essential port structures such as piers, wharves, seawalls, and operations and security facilities. These port facilities and structures are part of an interdependent transportation network providing critical functions in seaport commerce, maritime security, and marine transportation in coastal regions. The mountain- and water-based geography of many coastal regions limits land-based transportation route redundancy and places greater importance on marine transportation routes and infrastructure. Maritime-based communities -such as the Puget Sound Region, the San Francisco Bay Area, and the Hawaiian Islands - rely on marine transportation networks and infrastructure for commerce, transportation, and economic vitality. These are lifeline systems. In the aftermath of an earthquake or tsunami, the continued function of these essential facilities is critical to the response and recovery of the affected region and, in some cases, other parts of the United States as well. Despite a relatively compressed time schedule, Berth IV was completed on time in January 2012 within its $55 million budget. A picture of the completed Berth is shown in Figure 8.

The Port of Long Beach and Port of Los Angeles (Ports) have recently implemented their Advanced Transportation Management Information System (ATMIS) to improve roadway vehicular traffic and incident management within the Ports and their surrounding area. The ATMIS allows for the real-time monitoring and control of connected intelligent transportation system (ITS) field devices. It also allows for real-time communication with external systems involved in travel information dissemination, cooperative traffic management, and coordinated response to incidents and special events on the Ports' surrounding arterials streets, highways, and freeways. Considering that the Ports-related truck traffic is expected to double in the next 10 years with only limited number of access routes to and from the Ports and two of the three access bridges to be in construction for replacement over the next five years, the ATMIS provides the necessary real-time traffic management tool to ensure effective goods movement.

The Port of Los Angeles (POLA) proposes to expand the existing Pier 400 landfill by adding approximately 200 acres of landfill extending south on the east side of the existing facility. The new landfill will be known as Pier 500 Container Terminal. In order to optimize the size, orientation, and - ultimately - the configuration of the terminal, various key issues must be addressed. Those issues include throughput capacity of the terminal, potential for harbor resonance, terminal downtime due to ship motions caused by seas and swell, and ship maneuvering in restricted navigation areas. This paper discusses the technical approaches employed and main conclusions reached in these investigations at the time of presentation of this paper. Investigations for real-time ship simulation are ongoing.

A significant current issue for federal and public agencies is the maintenance of aging waterfront structures in order to maximize the life of these critical assets. The recent installation of a concrete facing on a steel sheet pile cofferdam represents an atypical solution to a relatively common problem. The cofferdam is part of a submarine maintenance dry dock located on the Hood Canal at Naval Base Kitsap Bangor in Washington State. The concrete facing design considered the following: sheet pile cleaning and preparation, design of the concrete mix and reinforcing, attachment to the existing sheet piles, and concrete jointing. This paper focuses on the implementation and installation challenges of this unique solution and provides a case study that describes the successful use of concrete as a protective coating for an aging cellular cofferdam.

This paper presents a case history of the geotechnical design and construction aspects of the deep foundations at the State Route 520 Pontoon Casting Facility (PCF) in Aberdeen, Washington. The Washington State Department of Transportation contracted Kiewit-General Joint-Venture to design and construct the PCF that will fabricate 33 concrete pontoons for use in the proposed SR 520 floating bridge in Seattle, Washington. The PCF basin is 940 feet long by 190 feet wide and 30 feet below the adjacent ground surface. The PCF floor is 10 feet below the adjacent Chehalis River level. This paper highlights the key geotechnical deep foundation aspects including: installation of 900 driven steel pipe piles, axial pile design methodology, performance of a dynamic pile testing program during design and construction, and unique pile construction aspects. Given the large quantities of excavation required to construct the basin and significant number of piles, on-time completion of these activities was critical to the successful construction of the PCF. Design of the PCF began in March 2010, basin excavation began in May 2011, and PCF construction was completed in December 2011. Pontoons are currently being constructed in the facility.

Europe is currently the leader in offshore wind (OSW) energy with over 4.3 gigawatts (GW) of installed capacity, 13 offshore wind farms currently under construction, and significant ongoing plans for future growth and development of the industry [EWEA, 2012]. Europe's established port facilities offer guidance, demonstrating current infrastructure requirements and projecting future needs of the industry as U.S. ports begin to prepare for the offshore wind industry. This paper considers select examples of existing European offshore wind staging and installation ports that support offshore wind projects in European waters. This paper presents a brief comparison of traditional ports as opposed to offshore wind ports, followed by discussion of critical criteria for a successful staging and installation port. These criteria include: upland area, wharf length, deck live load capacity, navigable depth, and air draft restrictions. Understanding the requirements of an effective staging and installation port, this paper includes recommendations on how existing North American ports can meet the minimum port capability for offshore wind development.

This paper presents site-specific case studies of offshore breakwater projects for port development along the Brazilian coastline. Most of the breakwaters are of the berm concept, developed based on hydraulic physical model investigations. Two case studies are presented: The Sergipe Marine Terminal, in Sergipe State, where an offshore breakwater was constructed on soft marine clay layer, and the Port of Pecém, in Ceará State, Northeast Brazil, where marine works were recently started for a port expansion. New sites where breakwaters are under construction or proposed will be briefly discussed.

A working waterfront seems to have an intriguing effect on the public with its own array of sights and sounds. When the public has the opportunity to experience it, the experience can be unusual and memorable - nothing like the typical public park and/or sidewalk. Destin, Florida is home to the largest fishing fleet in Florida with a working waterfront along the Destin Harbor (Harbor). The City of Destin (City) has spent the past ten years working with property owners along the Harbor to collaboratively plan and build a Destin Harbor Boardwalk for the public. In June 2012, the City successfully opened the first phase of the Boardwalk by obtaining easements from property owners and creatively planning, designing, and constructing the improvements to meet available funding while maintaining a working waterfront. The City and property owners went through a series of design and easement meetings where a variety of issues and concerns were discussed. Project elements were tweaked numerous times with one primary goal - preserve the public's access while retaining the working waterfront. By January 2012, the design was accepted, a contractor had been awarded the construction contract and executed easements between the City and property owners were in hand. With the cooperation of both the property owners and City, construction on Phase I of the Boardwalk was completed June 2012. This paper describes the critical steps and pieces attributing to the success of the project at each phase - master plan, design and permitting, easement acquisition, and construction. It also includes aspects of the pedestrian easement negotiations including public access, right to closure, construction, insurance, liability, maintenance and repairs.

The State of North Carolina initiated the development of the North Carolina Maritime Strategy to serve as an open evaluation of North Carolina's position, opportunities and challenges in global maritime commerce. The study examined the role that North Carolina ports play in sustaining and strengthening the state economy and identified opportunities and strategies to optimize the benefits received from the State's investment in port and associated transportation infrastructure. The Maritime Strategy identifies maritime market investment opportunities that would support state industries, would take advantage of North Carolina's position in regional and global maritime trade, and would prioritize the use of available public funds for infrastructure investment. This approach identifies markets that build on the state's existing strengths and fills gaps in port services offered by nearby ports. Niche opportunities are identified to respond directly to the unmet waterborne transport needs of the state's shippers. A variety of analytic tools was used to develop a set of alternatives for consideration by the State of North Carolina leadership. Project analysis relied on a customized delivered cost model developed by AECOM to assess the potential improvement to shipper time and cost that could be realized by targeted landside and waterside access and related improvements to North Carolina port terminals and transportation network. Future year truck travel patterns were evaluated using the U.S. Federal Highway Administration (FHWA) Freight Analysis Framework (FAF) database paired with GIS-based infrastructure information assembled for North Carolina and surrounding states. IMPLAN and other economic tools were also used to develop a quantitative measure of economic benefits that could be realized by specific investments. Extensive stakeholder outreach provided important firsthand industry and community input to the analytical process. This paper presents the approach, challenges and findings of the analysis conducted under the North Carolina Maritime Strategy to identify specific near-term and long-range infrastructure projects that would enhance the competitive position of the state.

The U.S. Geological Survey and several partners operate a program called Science Application for Risk Reduction (SAFRR) that produces (among other things) emergency planning scenarios for natural disasters. The scenarios show how science can be used to enhance community resiliency. The SAFRR Tsunami Scenario describes potential impacts of a hypothetical, but realistic, tsunami affecting California (as well as the west coast of the United States, Alaska, and Hawaii) for the purpose of informing planning and mitigation decisions by a variety of stakeholders. The scenario begins with an Mw 9.1 earthquake off the Alaska Peninsula. With Pacific basin-wide modeling, we estimate up to 5m waves and 10 m/sec currents would strike California 5 hours later. In marinas and harbors, 13,000 small boats are damaged or sunk (1 in 3) at a cost of $350 million, causing navigation and environmental problems. Damage in the Ports of Los Angeles and Long Beach amount to $110 million, half of it water damage to vehicles and containerized cargo. Flooding of coastal communities affects 1800 city blocks, resulting in $640 million in damage. The tsunami damages 12 bridge abutments and 16 lane-miles of coastal roadway, costing $85 million to repair. Fire and business interruption losses will substantially add to direct losses. Flooding affects 170,000 residents and workers. A wide range of environmental impacts could occur. An extensive public education and outreach program is underway, as well as an evaluation of the overall effort.

The redevelopment of the Port of Milwaukee's North Harbor Tract was based on an enlightened, sustainable approach to revitalizing both the built and natural features of this important downtown Milwaukee urban lakefront property. While the project was planned to provide numerous environmental, economic and social benefits to the Greater Milwaukee community, this complex process was fraught with technical, political, and financial challenges. This paper analyzes how this Port land revitalization project led by the Port Authority of Milwaukee and the Milwaukee Board of Harbor Commissioners fused best practices in planning and engineering with public facilitation and partnership building to create a vibrant and successful urban/community interface.

The Master Plan for the Port of Iskenderun, Turkey, is guiding the conversion of the port from an aged facility into a state-of-the-art, containerized cargo terminal with additional general and dry bulk capability. The port, originally designed as a general cargo and dry bulk port, was at the end of its design life and needed modernization. The planning team worked closely with the concessionaire to define and prioritize the functional and space demands of the different cargoes and work out an arrangement that would best accommodate the container berths while providing enough storage and berthing space for dry bulk and general cargoes. This brown-field case study summarizes the challenges faced to accommodate the conflicting space demands of different cargoes, operations and construction, and the spatial (layouts) and temporal (phasing) solutions devised for this brown field conversion project.

The United States Coast Guard (USCG) has over 300 facilities totaling approximately 2,000 waterfront assets, managed by six regional execution centers and one single Product Line Manager. With such a diverse portfolio and limited personnel, it is difficult to accurately and effectively distribute a centralized maintenance budget to those assets that are most critical. In order to quantify an asset's importance, the Coast Guard has begun assigning each asset an "Operational Capability Rating". This is a four-point metric that indicates the impact that the asset's structural deficiencies likely have on its ability to perform its intended function while taking into account the importance of this function to the overall mission of the facility. This rating system provides a "time to mission impact" component to compliment the traditional structural condition rating. The combination provides a decision matrix more in line with the Coast Guard's internal thought process. This is the basis of a prototype database that was developed in an effort to standardize the Coast Guard's waterfront asset management program and track their waterfront property on an asset-to-asset basis. The prototype was developed by Appledore Marine Engineering, Inc. (AMEI) with coordination from the USCG Civil Engineering Unit Cleveland, using Microsoft Access, an off-the-shelf database program chosen based on the need for a universally available and cost-efficient platform. The initial data was populated in conjunction with the Coast Guard's FY2012 District 5 (Mid-Atlantic) and District 9 (Great Lakes) Waterfront Facilities Inspections, performed between January and March of 2012 by AMEI. The key features of this asset management tool include an easy-to-use interface that allows the user to sort and filter by various criteria in many different combinations. This provides a better understanding of an asset's need for repair on a macro level; therefore, the USCG can more effectively allocate the necessary maintenance funds. In addition, the prototype was developed as a nonproprietary platform to allow for easy updating that can be populated independently by individual Civil Engineering Units or Districts and aggregated back to one master location. This paper will explain the issues the Coast Guard experiences with effectively maintaining and managing a large volume of diversified assets over a variety of operational environments and missions and how this prototype database was developed to meet these needs.

A well-designed edge can have a dramatic effect on the relationship between a port and its surrounding community. This paper presents a case study of the Wilmington Waterfront Park, documenting the strategies, planning, outreach, and design efforts that resulted not only in a successful, award-winning project, but fundamentally changed the relationship between the community and the Port of Los Angeles (POLA). The 30-acre park, situated on 9 former industrial blocks, provides much-needed open-space amenities and serves as buffer between the adjacent residential area to the north and heavy port operations to the south. It is part of a larger program that includes a major expansion and reconfiguration of the container terminal to the south. The Wilmington Waterfront Park benefits POLA and the community as a world class facility, a regional attraction, and through the dialog and increased trust that resulted from its planning and construction. This paper details the strategic decisions, public outreach, and planning steps taken that helped turn public hostility into overwhelming support for the project. It also covers the challenge of designing a project to serve as both an edge for the community, providing needed open-space and amenities, and an edge for the port, providing a physical buffer from the continued operation and expansion of the container terminal to the south. Design elements included extensive utility work, contaminated soil disposal, a 2,300-foot-long berm along the south edge of the project, support buildings, pedestrian bridges, and intricate hardscaping and landscaping. A unifying, angular aesthetic throughout the park and the incorporation of high quality materials and architecture reflect POLA's pride in the project, and the community's pride is evident in the very low instance of vandalism or other crime.

This paper provides an overview of the unique approach taken by a multi-discipline team consisting of Washington State Ferries (WSF) personnel, structural and geotechnical engineers, and economists to perform a risk assessment of a portion of WSF's aging timber trestle inventory. The intent of the assessment was to establish the cost-effectiveness of trestle replacement compared to refurbishment by quantifying risk for a range of seismic events and incorporating that risk into WSF's Asset Management Model. Failure scenarios developed using site-specific characteristics - such as trestle condition and site seismicity - were coupled with life cycle cost modeling techniques to assess the risks associated with doing nothing, refurbishing the existing trestles, or completely replacing the trestles at seven ferry terminals. This paper describes the approach developed to create an economic model and evaluate the efficacy of trestle upgrade and replacement options. A case study of the trestle at the Vashon Island terminal is included to demonstrate direct implementation of the approach and the results obtained.

In May 2011, the Nanaimo Port Authority opened its new $20 million, state-of-the-art cruise ship facility in Nanaimo, British Columbia, Canada. The waterfront improvements and modern cruise facility secure Nanaimo's position as a maritime hub for the central Vancouver Island region. The Nanaimo Port Authority included PND on the design team to review the initial concepts. Together with CH2M Hill, the team proceeded to analyze alternatives and design the new facility. The design team and the Port Authority determined that a floating pontoon berth would provide the best solution, considering the site, usage, and environmental conditions. The new cruise ship facility in downtown Nanaimo, BC, is a world-class facility capable of accommodating the currently in-use Panamax cruise vessels, as well as the anticipated 2014 Panama Upgrade size. Numerous design considerations were utilized on this project, including: berth alignment to minimize dredging and reduce environmental impacts; limiting disruption of inner harbor activities; passenger safety; construction schedule; and project cost.

Sideline conversations indicate ports are awakening to the fact that, to survive and compete with vintage assets that are approaching, their design lives deserve management attention and resources - today, and from now on. "Run hard and put away wet," it is generally agreed, is no way to operate a going concern; yet, it is a tome that reads all too familiar to ports across the country as we marshal scarce resources to adopt Asset Management programs to inventory, assess, maintain, restore and improve our dock, building and yard infrastructure. We fear what we might find. Yet the business case for deferred maintenance, if there ever was one, is over. "Learn to walk before you run." Peer ports suggest that Asset Management is not a "one-size-fits-all", orthodox initiative. Yet, it would be a mistake to forego learning the core tenets of Asset Management, which can help in framing a program suited to the capacity and needs of your particular port. Then, with a planned program tailored to your needs, start small and build from there. Successful implementation of an Asset Management program is a marathon, not a sprint. Titrating a formal roll-out will enable the organization to adapt in parallel. "Be arbitrary and capricious." Following nearly a year of discussion, in November 2010 the Seaport was charged with establishing an Asset Management Program by mandate: "You have 2 years and $2 million. Get the program up and running." Without such a bold charge, we would likely still be talking. With such a daunting task ahead, our first reaction was equally bold: "That's it?" We had a budget that the institution could afford, and a schedule to further exact accountability. Neither mandate squared with the preconceived scope, so we needed to sort the wheat from the chaff and agree on a program. "What is mission-critical?" To develop our Asset Management Scope, staff grouped assets into three "buckets:" Dock, Yard, and Building Systems. To complete Condition Assessments on all three would dwarf $2 million, so we trimmed scope to reach a mission-based solution. We recommended the entire $2 million be spent for Condition Assessments of our Dock Systems. After all, a Port cannot exist without Dock Systems. Following approval, and just as we breathed a sigh of relief, we were then asked, "How will you complete condition assessments on the yard and building systems?" With no budget remaining, we had to get creative at a whole new level. Summary. This paper presents the challenges, discoveries and successes experienced by the Port of Seattle's Seaport from November 2010 through 2012 as it initiated an Asset Management Program. It presents findings as a topical case study and serves as a clarion call to other ports that Asset Management, properly administered, is a cornerstone to reducing a port's total cost of ownership. "Run hard and put away wet," it is generally agreed, is no way to operate agoing concern; yet it is a tome that reads all too familiar to ports across the country as we marshal scarce resources to adopt Asset Management programs to inventory, assess, maintain, restore and improve our dock, building and yard infrastructure. We fear what we might find. Yet the business case for deferred maintenance,if there ever was one, is over.

Asset management is an emerging management approach that has been embraced by both public and private sector infrastructure owners in the United States, Canada, and around the world. In the face of aging infrastructure and scarce capital, public infrastructure owners have been challenged to meet the growing demands and rising expectations of their customers and public stakeholders. The Port of Tacoma is implementing an Asset Management Program (AMP) to align asset and infrastructure decision-making with the Port's strategic plan. The asset management program coordinates the organization's assets to its business process and supports risk-based capital planning. The AMP integrates the full range of Port activities as they relate to the built and natural infrastructure of the Port, including maintenance management for the marine facilities and buildings, life cycle analysis, prioritized condition assessments, geographic information system, facility information database, and port business information and decision-making. These activities are supported by an integrated information system to provide useful information to various users and to facilitate data analysis. This presentation summarizes the deployment of a Pilot Asset Management Program at the Port. This initial phase looked at a limited subset of Port assets specifically focusing on three basic activities: ≤ Development of a Standardized Facility Assessment Methodology. Development of an approach to standardize facility condition and functionality assessments, including prioritization of assessments, definition and standardization of classification and data collection/delivery specifications (including GIS), and the execution of facility condition assessments at all major piers and wharves at the Port and a subset of upland facilities/buildings. ≤ Analysis of the Ports Information Systems and Data Requirements. An analysis was conducted of the Port's major information management systems (commercial software) and, independently, all internal stakeholders at the Port were consulted to establish a baseline of required data necessary for the management of physical assets. Included was an evaluation of integration with GIS. . As an interim step, a data repository (later dubbed an "Escrow Database") was created to capture much of the information collected during the Pilot Program and to enable testing of 'to-be' processes without encumbering existing systems. ≤ Business Process Integration and Development of a Risk-based Prioritization Decision Support Approach. Define and develop key performance indicators in alignment with Port business goals and objectives to directly support initiatives and long-range planning and provide risk-based input into capital planning and investment programs.

From 2005 to 2009, a Seattle small craft harbor dedicated to the moorage and maintenance of a private commercial fishing fleet was converted to a variety of urban uses. During the transition, the authors served as project engineers for the planning, design and construction of Wards Cove on Lake Union. The $10 million mixed use project consisted of converting existing upland and overwater light industrial port-related facilities into a marina serving megayachts, a luxury floating home community, and an adjacent upland townhouse development. Also included in the project were extensive improvements to a City of Seattle public street to create a "Green Street", restoration of 400 ft (122 m) of shoreline and the renovation of an existing warehouse facility into Class A waterfront offices.

Management of container ports, with the aim of increasing the efficiency, is considered as a complex problem in coastal transportation engineering. In view of the steadily growing trend of the container ship sizes, more flexible berth allocation planning is mandatory, especially in busy hub ports where ships of various sizes are calling. The berth allocation problem (BAP) in container terminals is defined as berth allocating to the incoming ships so that the total elapsed time of the ships is minimized. The problem is formulated as a mixed integer programming model, assuming that the variables of berthing locations and start times of handling the ships are integers. The assumptions make the model difficult to solve on account of its combinatorial nature. Recently, a genetic algorithm (GA) metaheuristic has been devised for the problem and test on some test examples. In this paper, a more flexible version of the BAT's mathematical model is considered, in which the variables of berthing locations and start times are real numbers. The goal of this paper is applying the particle swarm optimization (PSO) metaheuristic to this model. An algorithm is implemented and tested by numerical examples, investigating the model's properties and evaluating the PSO against GA. The results showed that the solutions of the problem with real variables of berthing location and start time of ships are enough different from those of the problem with integers. Also, the PSO outperforms the GA in the sense of less computational times.

In recent years, the North American port industry has faced a confluence of counteracting forces that has resulted in scarce financial resources for terminal development at a time when they are needed most. This paper presents an approach to evaluating marine terminal expansion programs that integrates cargo demand, capacity, infrastructure, equipment, capital expenditures, operating expenses and financial returns. This method allows for the rational selection of a preferred alternative for terminal development based on meeting desired performance and financial metrics. One of the benefits of such a framework is its inherent flexibility to adapt implementation plans over time as events (both expected and unexpected) unfold. After an initial overview of the approach, this paper uses a case study to illustrate its application.

The Port of Long Beach (Port) Middle Harbor Program is in its second year of a nine-year, $1.2 billion-development program with world-wide significance. The multiple upgrades include wider and deeper channels, wharf construction, backlands development, shore-to-ship power, expansion of on-dock rail yard facilities, and construction of a fully-automated container terminal. The capital improvements not only signify the Port's commitment to remaining competitive through infrastructure investments, but also underscore its commitment to sustainable commerce and environmental excellence. New facilities will double cargo handling capacity, cut Port-related emissions in half, and electrify container handling operations. As representatives of the Construction Management (CM) team, our challenge is to meet tenant-driven milestones amidst a host of interrelated conditions: a complex marine environment; multiple operators and stakeholders; known and unknown utilities; environmental mitigation, monitoring, and compliance; and coordination of nine simultaneous construction projects. This paper addresses construction management opportunities and challenges in the face of the nine-year program.

The Middle Harbor Terminal Redevelopment Program, which will combine two aging marine terminals into one modern and fully automated terminal, is one of the largest and most ambitious efforts ever undertaken by the Port of Long Beach. The nine-year, $1.2 billion program will: upgrade wharfs, water access and container handling areas; add an expanded on-dock rail yard, and; reduce port-related air emissions by half while doubling the current tenant's cargo handling capacity. The construction management team, in association with the Port of Long Beach, developed an Environmental Compliance Program as a critical component of the integrated construction management team to provide a framework from which to implement a programmatic approach to monitor, track, verify and report Program compliance. At the center of the program are the Environmental Compliance and Responsibility Matrix and quality assurance inspection and verification of compliance during construction. This paper will examine the role of the construction management team in developing and implementing an environmental compliance program in the context of the Port's Green Port Policy.

Two man-made residential islands are being constructed offshore in the prime residential district of Punta Pacifica in central Panama City, Panama. These private islands are being developed by Grupo Los Pueblos for individual home sites and condominiums with unobstructed views of the Pacific Ocean. Breakwaters and a marina with over 190 slips are located between the two islands. The islands are perhaps the only artificial islands to be built in the western hemisphere in recent times. The islands are being reclaimed from the Bay of Panama through a design/build contract with equity participation by the contractor. Their construction consists of a rock dike perimeter (bund) backfilled with marine sand and riprap wave protection. The larger, recently constructed La Santa Maria Island has an area of 10.3 hectares (25.5 acres) and was developed first. This island is connected to the mainland by a bridge and also contains the central parking garage for the development. The second island, La Pinta, will have an area of 8.7 hectares (21.5 acres). This paper describes the planning, design, and construction method for the reclamation of the islands. It also presents information about the challenges and solutions for constructing the islands entirely from the sea in an environmentally sensitive area and close to an exclusive residential neighborhood. Six classifications of rock materials were quarried on the mainland 30 kilometers (16 nautical miles) west of the project and barged to the site. This work proceeded around the clock for approximately 18 months. Marine sand was mined around the clock for approximately four months at a concession area approximately 120 kilometers (65 nautical miles) south of the site and delivered at high tide. The sand fill was vibro-compacted and utilities were installed to complete the land reclamation. Over 2.4 million cubic meters (3.1 million cubic yards) of rock and sand fill went into the creation of La Santa Maria Island, and it is estimated that over 2.3 million cubic meters (3 million cubic yards) of rock and sand fill will be required to create the second island and the breakwaters.

Mining projects invariably require capability for shipping to export markets, and deep sea shipping terminals usually comprise this critical element in the logistics chain. In March 2007, Polaris Minerals Corporation commissioned the Orca Sand & Gravel aggregate mine in Port McNeill, British Columbia, Canada, with the first loading of a ship at the mine's export terminal. The export terminal is located on tidewater with a berth capable of loading barges and deep sea bulk carriers up to Panamax size. The aggregate mine exports to customers and strategic alliance partners in California, Hawaii and south coastal British Columbia. Seabulk Systems was contracted to design and manage the implementation of the Orca Sand & Gravel bulk aggregate export terminal. The heart of the export terminal is a 4,000 metric tonne per hour offshore loadout conveyor system and quadrant ship loader. In addition, the team designed and project-managed the construction of all maritime structures for ship mooring and support of the conveying and ship loading equipment. The marine construction work presented challenges that included weather, shallow nearshore bathymetry and bedrock seabed that required innovative design and construction methods to resolve. This paper discusses the challenges and decisions that led to the successful implementation of a bulk aggregate export terminal within fourteen months of contract award.

In 2004, Seabulk Systems of Canada undertook - on behalf of Barbados National Terminal Company Limited, Owner, and Commonwealth Construction of Canada, Prime Contractor - the design/build implementation of a new subsea pipeline and CALM buoy system in Oistins Bay, Barbados. The scope of the project included triple subsea pipelines, hoses with pick-up buoys, and an array of three buoys in a CALM configuration. This project, implemented utilizing Barbadian resources, presented challenges to the design/build team including implementation in the presence of an existing facility, limited equipment for marine construction, modest local fabrication capability and a seabed with protected coral outcrops. The project included a laboratory investigation utilizing a scale model to obtain design guidance for submarine hose raising, lowering and coiling for storage on the sea bottom at the product tanker berth. This paper discusses the design, construction and management decisions that led to the successful design/build implementation of subsea pipelines and a CALM buoy system twelve months following contract award.

This paper discusses the Design-Build efforts of constructing a 70-slip Floating Dock Marina for the United States Navy in Kittery, Maine. The Design- Build team, consisting of Appledore Marine Engineering, Inc. and CIANBRO Corporation, worked in collaboration with the Navy to design and construct a quality, sustainable and economical marina. The paper addresses the contracting phase of the project, as well as captures the design and construction aspects of the Design-Build process. The original project scope issued in the Request-for-Proposal (RFP) documents included designing and constructing an 11,200-ft² (1040-m²) marina, with the scope delineating a predetermined float layout and acceptable marina criteria. The scope included an outline of components and materials, including preferred mooring system options, which consisted of traditional pile and bottom secured alternatives. While developing the proposal, the mooring foundations of the traditional mooring systems proved to be challenging due to poor soil conditions at the site, which consisted primarily of loose organics and shallow bedrock. In order to provide the most economical solution, the Design-Build team submitted an alternative marina design to the options presented in the RFP. The alternative design implemented a unique composite mooring system utilizing helical soil anchors, granite anchor blocks and elastomeric mooring rodes. Additionally, the revised design included a reconfigured marina layout to maximize slip quantity, and rehabilitating the existing bulkhead in lieu of a proposed fixed access pier. After the Navy reviewed and critiqued the alternative design to ensure all requirements of the RFP were met, the Design-Build team was shortlisted while the Navy finalized the contract scope. The contract was then negotiated to maximize cost efficiency and the project was awarded to the Design-Build team in September 2011. Some obstacles were encountered during construction, including isolated helical anchors not achieving holding capacity and anchor blocks initially sliding out of place during installation; however, with a close-working relationship between the Design-Build team, solutions were quickly developed and obstacles overcome. By rehabilitating the bulkhead and maximizing the use of helical anchors, the final marina resulted in 10% less impact area than the permitted facility in the RFP.

Construction management is difficult enough in the United States. Creating and managing a team to deliver an international project builds upon traditional relationship demands and is often made more difficult by including multiple nationalities, language barriers, and cultural differences. Imagine performing construction management with limited resources on the ground in a developing country. Now, imagine performing construction management while undergoing the worst economic crisis the world has ever seen while the inflation index is growing at an unprecedented 5 percent per month on materials alone. SP-SSA International Terminal (SSIT), located approximately 85 km (53 miles) south of Ho Chi Minh City and Cai Lan International Container Terminal (CICT), located approximately 160 km (100 miles) east of Hanoi in Vietnam, are examples of projects in which all of these elements for construction management were intertwined between the years of 2008 to 2012. This paper will describe the construction management techniques employed, the problems encountered, and the successes that were achieved during the development of each of these modern container facilities, including the following: ≤ Multiple contracts within a single project ≤ Quality controls and the measures required on these large-scale projects ≤ Construction language and how it is interpreted by different cultures within a similar region ≤ Interpretation of schedule, its necessity, and what happens if the contractor does not meet the established target dates

In the past decade, unexpected and often catastrophic events - such as September 11th, Hurricanes Sandy, Katrina and Rita and the West Coast port lockout - have had severe consequences on the national economy and supply chain network. Disruptive and destructive events also pose challenges to the U.S. military's deployment capabilities on the nation's commercial transportation infrastructure. Whether a disruption is intentional (e.g., terrorist attack, labor strike or lockout) or a natural disaster (e.g., hurricane or tsunami), an unanticipated slowdown or closure of a single node in the supply network can have a significant ripple effect on the efficiency and velocity of the domestic movement of goods and military cargo. The paper presents a modeling tool that can be used to evaluate the effects of these disruptions. The complex and dynamic nature of the supply network makes modeling methods essential to accurately evaluate alternative courses of action to secure resiliency benefits. It is also important to quantify the economic cost and benefits of the resiliency options in order to aide stakeholders to make accurate decisions for investments.

This paper discusses the devastating effects of tsunamis on the Crescent City Harbor District's marina and the District's efforts to recover from the tsunami and replace the marina with a new, tsunami-resistant marina. The main marina in the harbor at Crescent City, California, was badly damaged by a tsunami in 2006. Rather than simply rush to "put back the marina the way it was," the District elected to design a replacement harbor to be as tsunami-resistant as feasible. While the design process was underway, the March 2011 tsunami struck the harbor, hurt the fishing industry and threatened the local economy. The 2006 and 2011 tsunamis caused about $50 million damage to the waterfront structures and navigable waterways at Crescent City. The local fishing community marina was severely damaged and required replacement. The occurrence of two tsunamis so close together in time illustrates the importance of including tsunami effects on the design of this marina. Marinas are historically designed to resist operational vessel loads due to berthing, wind, wave, and current. The Crescent City marina is the first marina designed specifically to resist a significant tsunami wave. The author and his colleagues discuss the harbor damage from tsunamis, the emergency response plan, the design approach for the replacement marina and rock slope protection, the regulatory, permitting, and anticipated construction issues. The design process includes geotechnical constraints, hydrodynamic analyses, and float and pile design. This paper also discusses the cost-effective means to optimize float and pile design, improve the recovery time for future tsunami damage, tsunami design lessons learned, and a path forward for future marina tsunami design.

This paper discusses the replacement of existing 60-year-old timber wharves with a new, multipurpose, concrete wharf and dolphins that are designed to meet the present demands for operational and seismic conditions, as well as climate change issues. Most of the waterfront structures constructed along the West Coast have been designed for both operational and seismic load conditions with nominal design lives of 25 to 50 years. However, with the relatively recent understanding of climate change and development of adaptive measures, new structures need to be designed for expected climate change issues including sea level rise, backland inundation, and protection of wildlife habitat. The author and his colleagues have recently completed the preliminary design and permitting of the first new wharf in the San Francisco Bay Area that includes operational, seismic, and sea level impact design requirements for a multipurpose marginal wharf and the adjacent shoreline. The design and permitting process is discussed and includes: operational constraints, design criteria, permitting coordination, climate change adaptive measures, instrumentation requirements, and path forward for future waterfront structures. This paper also discusses the various alternative sea level rise protection measures and associated construction costs, and lessons learned for future projects that address climate change.

Deltaport is the largest container terminal in Canada. It is located in the Port of Vancouver and operated by Terminal Systems Inc (TSI). Approximately 60% of the vessel throughput at Deltaport moves via the on-terminal intermodal railyard (IY). The Port, TSI, and BC Rail (the rail operator for switching) felt that the IY, in its current configuration, was the limiting factor in overall terminal capacity and undertook a detailed simulation study to determine how to accommodate a growth of approximately 50% through the IY. The IY is served by rail-mounted gantry cranes (RMGs). The study first analyzed historical IY RMG productivity. Historical data was used to calibrate simulation models of terminal activity which include rail, vessel, and gate moves. Once a successful calibration was achieved, future cases corresponding to annual throughput of 2.4M annual vessel TEU were simulated with various combinations of numbers of tractors, yard cranes and rail switching. Output from these models of future peak shift operations was used to define a range of likely RMG productivity levels for future operations. This data, along with peaking factors and estimates of downtime for train switching, along with the minimum practical operating distance between RMGs were used to develop annual lift capacity for the IY. These capacity figures were compared to previously calculated values for berth and container yard operations to ensure that the facility was capable of handling 2.4M TEU overall. At the start of the study, it was assumed that the IY would need to be extended in length in order to accommodate the target throughput. The study indicated that - by adding working tracks in parallel, adding RMGs and identifying rail switching methods - TSI should be able to meet the target volume within the existing IY footprint.

The Port of Grays Harbor owns and operates Westport Marina and upland properties within the Westport Marina District. The marina has moorage spaces for nearly 550 boats, including recreational boats and charter and commercial fishing vessels. The Marina District contains a mix of uses, with industry in the southern portion and tourist-oriented commercial uses in the northern part of the district. The marina and Marina District were evaluated to determine how to continue to meet existing demands, anticipate future demands of marina users, and effectively use the Port-owned properties. The redevelopment plan was prepared based on the demand analysis. The plan includes marina reconfiguration, addition of new facilities, and upgrade of utilities and public services. The plan proceeded to the design phase for the key elements selected for initial development. These elements include a new boat haul-out dock, reconfiguration of several floating docks, and a new boatyard facility. The redevelopment project has been completed to use the Port's resources to facilitate, enhance, and stimulate economic development and tourism for the long-term betterment of the entire region.

A pair of islands are currently being constructed just offshore of Panama City, Panama to create developable land close to the city core. The man-made islands are situated south of Punta Pacifica in front of Panama City. A multidisciplinary design team led by coastal engineers was tasked with designing the recreational harbor, to be situated between the islands. The harbor design had to overcome challenging swell wave conditions to achieve satisfactory tranquility in the berths, provide safe navigation though the entrance for vessels up to 90 meters (300 feet) in length, maintain water quality circulation, minimize siltation, and offer aesthetic and recreational amenities.

There is a recognized need for international guidelines associated with the design and assessment/maintenance of marine oil and petrochemical terminals. The very nature of the marine oil and petrochemical trade is global; yet, terminal design and maintenance requirements are inconsistent across international boundaries. This has led to conflicts, inconsistencies, and potential safety concerns, which are particularly evident amongst the operators with global operations. Yet, reaching a global consensus on such technical guidelines is challenging. A PIANC working group has agreed to tackle this challenge. Building on the California State Lands Commission's widely recognized Marine Oil Terminal Engineering & Maintenance Standards (MOTEMS), the authors initiated a PIANC working group that is tasked to develop a new international guideline with a similar focus. The new document will be entitled "Recommendations for the Design and Assessment of Marine Oil and Petrochemical Terminals". The new document has the important distinction of being based on a precept of a voluntary guidance manual, as opposed to the mandatory audit process used in California. The work is being undertaken by PIANC Working Group 153 and includes participants from the United States, France, United Kingdom, Spain, Holland, Indonesia, Australia, Japan, Turkey, and Kazakhstan. Participants include several major energy companies, as well as a representative of the Oil Companies International Marine Forum (OCIMF). The document is scheduled to be completed in early 2015. The comprehensive outline divides the document into two parts. Part I is focused on the design of new and upgrade of existing terminals, while Part II focuses on the inspection and assessment of existing terminals. The document will provide guidelines for defining the functional requirements of the terminal, as well as the preparation of a "Basis of Design." A section is devoted to risks and hazard analysis, while another section provides guidance on layout of terminal elements. One of the most challenging sections is devoted to defining loads, load combinations, safety factors, and associated design codes. This is challenging because of the multitude of international codes and standards that must be reconciled. Guidelines are also provided for mooring and berthing, geotechnical hazards/criteria, piping/pipeline, mechanical and electrical systems, seismic issues, structural analysis and design, and fire protection. Performance-based design will be emphasized. This paper will describe the purpose, objectives, and content of the new guidelines. The final product will be a comprehensive set of guidelines representing an international consensus, guided by professionals who represent industry stakeholders.

BC Ferries (BCF) operates one of the largest ferry fleets in the world, with 35 vessels servicing 47 terminals. Vessels in the BCF fleet vary widely in size, shape, and age, posing considerable operational challenges for the terminals in terms of their ability to accommodate the widest range of vessels possible. The Swartz Bay Ferry Terminal in Sidney, BC, Canada, is one of the busiest terminals in the BCF system, providing links to the mainland and the southern Gulf Islands. At Swartz Bay, Berths 4 and 5 had approached the end of their useful life span and needed to be replaced. In February 2010, BCF commissioned the development of a standardized berth concept as a proactive approach to improve the vessel-berth interoperability across the BCF system and to accommodate their existing and future vessels. The intent was to standardize the basic layout to ensure the maximum degree of vessel-terminal interoperability, while still allowing for sufficient flexibility to adapt the concept to best suit the local harbour conditions. This paper discusses the development of the "Standardized Berth" concept, including the key characteristics and challenges for the berth and ramps to accommodate almost the entire fleet of BCF's minor and intermediate vessels, ranging from the 450-tonne (496 short tons) Klitsa to the 3,420-tonne (3,770 short tons) Island Sky. The Swartz Bay Berth 4/5 project was the first to apply the principles of the Standard Berth concept. The design featured two integrated pontoon/wingwall berths, guide and breasting dolphins with parallel motion fenders, hydraulically operated vehicle ramps and supporting vessel utilities. This paper also discusses the major innovative design elements of the Swartz Bay Berth 4/5 facilities.

The Société des Traversiers du Québec has decided to replace three ferry boats servicing two different liaisons. One ferry route is between Matane and Baie-Comeau or Godbout in the Gulf of St-Lawrence in Quebec. The other one is between Baie Ste-Catherine and Tadoussac on the Saguenay River. It is the first time in North America that ferries will be propelled by LNG. A new terminal will be built and five others need to be upgraded in order to accommodate these larger ships. The improvement work will be done on car ramps, pedestrian facilities, quays, and fender and mooring systems. Moreover, LNG installations are required and must be arranged while there is an absence of regulation about small scale LNG bunkering facilities. These two projects have multiple constraints and are currently carried out through thirteen contracts, which require a rigorous follow-up while allowing a constant optimization. The cost for the ships replacement is estimated at $400M, plus a cost of $75M for modifications for the shore facilities.

West African bloc has significant, untapped mineral deposits (bauxite, iron ore, gold, etc.). The exploitation of these resources has, in the past, been hampered by, amongst other things, the lack of adequate port facilities and hinterland connections. The individual countries of the West African bloc have been discouraged from investing in "bulk export terminals" mostly due to the capital outlay required. In order to lessen the capital burden on the individual countries to build their own "bulk export terminals" and to realise the benefits of the mineral resources, there is a significant case that the West African bloc of countries should pull together financial resources (based on a simple and clear funding, and ownership model) to develop a 400 MTPA regional delivery hub. The proposed delivery hub would have a catchment with seaward frontage extending from Nigeria to Mauritania, mainly servicing the iron ore sector. This paper summarises a postgraduate research into the provision of the port facility to meet the demands for the mineral resource of West Africa. It presents an overview of the associated planning and design, including the range of sizes of appropriate bulk carrier vessels, possible port options, throughput analysis, proposed port infrastructure, port operations, bulk material handling and stockpile requirements, hinterland connections and key project challenges for such a terminal.

Designing a new offshore port is complex, requiring a careful and holistic approach to ensure that all aspects of the development are given due regard during design development. This paper presents an overview of the design of the main elements of the Pedra de Ferro Offshore Port, a major new mineral export terminal in Brazil that is being developed for the export of iron ore. At maximum capacity, the throughput of iron ore from the Port will approach 40 million tonnes per annum, ranking the terminal within the current top ten bulk terminals in the Americas. As well as the numerous challenges faced during design development, such as the site's unfavourable ground conditions, this paper also discusses the design approaches adopted and the engineering solutions reached in successfully completing the basic and detailed design of the Port.

The container terminal industry has been undergoing a transformation to streamline and automate activities through the implementation of automated container handling equipment. The advent of this equipment and the associated automation activities and process have had a significant impact on the activities required in each of the development stages for a terminal - concept development, design, and implementation leading to realization. The concept development phase, which defines the objectives and goals for the facility and creates a detailed business case that outlines financial, productivity, and capacity goals, is followed by the design development phase. The design phase explores terminal configurations that provide a solid platform for operations that will meet business case objectives, leading to the basis of design. With the concept and design complete, the process of implementing and ultimately realizing the container terminal's go-live status commences, as the project moves into the implementation and realization phase. This paper outlines these stages and the requirements for each in order to develop and realize a successful automated container terminal.

This paper summarizes the application of dynamic discrete event simulation to study automated terminal operations and performance from the earliest stages of and throughout the planning process. A series of fast-tuned, agile, specifically designed simulation models were utilized to answer critical planning questions and to provide insights into operation processes. Individual models were created for quay cranes, a single storage block configuration, transfer and truck staging areas, the landside traffic system, and intermodal facility. These simulation exercises demonstrated that using specifically designed, agile simulation analyses not only provided timely results, but proved appropriate and useful in the development and planning of modern automated container terminals and intermodal facilities.

Protected, accessible mooring space with sufficient services and capacity is in high demand at congested naval bases. Several commands need berths and waterfront facilities, including the Naval Base Kitsap-Bangor in Washington State (see Figure 1). This type of facility requires special considerations. Passing vessels' wake may affect the ability to perform some duties. Other considerations include the need for dedicated areas for security or safety, staging, and waterfront access. Limitations may push new facilities into areas of seas rougher than desirable for small craft moorage. Environmental stewardship also plays a role, as the federal government has increased sustainability goals for all projects. This paper discusses the complex criteria involved in using surplus pontoons from the Hood Canal Bridge in Washington as a new floating dock for small craft at the Naval Base Kitsap-Bangor. Reuse of pontoons helps meet sustainability goals and decreases costs. Pontoons that hug the waterfront and allow moorage between the pontoons and shore successfully provide shelter and moorage space.

Located 160 km (100 miles) east of Hanoi on the southwest shores of Bai Chay Bay, Cai Lan International Container Terminal is the largest deep water port in Northern Vietnam. Capable of handling a half-million 20-foot equivalent units (TEU) of containers annually, the terminal is strategically located to take advantage of regional growth in agriculture and manufacturing. The addition of this 594-meter-long (1,950 foot), three-berth structure situated between two existing berths completes the development of the 1995 master plan for the port and, more importantly, supplies the region with the additional capacity needed to meet the expected growth in containerized cargo volumes. This paper describes the background, planning, design, and construction challenges involved in creating and implementing a master plan for a modern container terminal located between two existing operating terminals in Northern Vietnam.

Automated container terminals have been operating in Europe for several years. The APMT terminal in Portsmouth, Virginia, is the first automated terminal to begin operations in the United States. At this time, there are several automated terminals in the design and construction phases in the United States. Automated terminals are bringing new levels of technology to use, many of which need to be integrated into the design of the buildings located there. Terminal operators want to utilize the latest equipment, computer hardware, and software in order to optimize their operational efficiency. However, the rate of change of technology that applies to container terminals is proceeding at a rapid pace. Operators are concerned about making important decisions that may limit their ability to adapt to future technological opportunities. This can introduce a level of uncertainty that can make the design decision process more difficult. For this reason, it is important for the design of new buildings at automated terminals to incorporate adequate flexibility in order to allow changes to alternate systems as technological advances dictate through the operational life of the terminal. This paper will provide an overview of the various operational elements of new technology that are having an influence on the design of terminal buildings in automated terminals. This will include a review of automatic container handling equipment and how their traditional means of operating is transitioning from "on the machine" to a remote location, now frequently placed in buildings. Additionally, a look at flexible work bays in maintenance facilities will show how an operator can keep their options open and make changes in their equipment fleet without being limited by building space. There will also be discussion on how operational buildings are being configured to allow significant revamping of communications cabling to adapt to new systems without incurring significant renovation costs. It will conclude with a review of the newly designed and constructed operational buildings at the Middle Harbor Terminal at Pier E at the Port of Long Beach for Long Beach Container Terminal and OOCL. This will be one of the first automated terminals on the United States West Coast and the buildings incorporate many of the elements discussed in the paper.

The Port of Longview, Washington, and its tenant, EGT Development, LLC, partnered to develop a $230 million, state-of-the-art grain export facility along the Columbia River - the first new grain export terminal developed in the Pacific Northwest in more than 25 years, setting new standards for efficiency in grain export shipping. As part of the lease agreement, the Port was responsible for design and construction of the in-water structures capable of accommodating Panamax-sized vessels and Columbia River barges while EGT was responsible for the upland development. The Port selected its engineering consultant to recommend layout alternatives and prepare construction documents for Berth 9, a combined barge unloading berth and a ship loading dock. With approximately 1,050 feet (320 meters) of usable Columbia River frontage and the need to simultaneously accommodate Panamax-sized vessels at a ship loading dock and Columbia River grain barges at a barge unloading berth, space for both berths was created by locating the ship berth further away from the shore and offsetting the barge berth to the landward side. This layout allowed for the construction of the facility without dredging while allowing for the possibility of construction of a second barge berth in the future. Minimization of in- and over-water structures was established as a design objective to reduce the potential impacts to the environment. This was achieved by providing independent concrete platforms for the ship-loader towers and marine leg, connected by open-grated steel trestles that allow for light-passage through the grating. This paper describes the primary elements of the project, including development of a layout to accommodate ships and barges without dredging on a site with limited river frontage, selection of structural elements to minimize overwater coverage, and the construction process.

This paper describes the planning and design of a major expansion at the Port of Cristobal in Panama. The port consists of a series of finger piers and slips connected to a rubble-mound breakwater. The expansion project will reconfigure the existing site by filling the slips and incorporating the existing 100-year-old finger piers into a new marginal wharf and container yard. Major features of the project include 9.9 hectares (24 acres) of pile-supported container yard and a new 420-meter-long (1,378 feet) super post-Panamax wharf. The ambitious three-year development schedule - combined with new construction at a busy, existing port - posed problems solved by partitioning the site and developing a program that allowed a sequenced handover of the works to accommodate the operator's needs. Integrating existing facilities and features into the new construction and unknown subsurface conditions were significant challenges. These challenges included rehabilitation of the existing pier structures, very deep soft soils requiring pile lengths up to 52 meters (171 feet) in length, seismic design of the large heavily loaded pile-supported deck, and accommodation of utilities within the deck structure. The solutions included varied pile types ranging from composite prestressed concrete piles with steel pipe pile extensions to large-diameter steel pipe piles.

TraPac operates B135-147 at the Port of Los Angeles. As part of a recent terminal expansion, TraPac decided to convert operations on a major portion of the terminal from conventional operations to a highly-automated system of container handling. In order for this conversion to be effective, a great number of issues had to be resolved by TraPac and POLA during the terminal planning process. The shape of the terminal was not rectangular, so lessons from most existing automated terminals could not easily be directly applied to TraPac. TraPac, like all terminals in Southern California, moves a great deal of cargo via rail. This was another major difference from automated terminals in Europe, where rail cargo is typically a much smaller fraction of vessel moves. The unique shape and goals of TraPac resulted in a final plan that features many innovations, including robotic shuttles, a combination of parallel and perpendicular rows, and direct access to the railyard by robotic transport vehicles.

In 2009, Melones Oil Terminal Inc. (MOTI) embarked on a $90 million program to develop a 2-million-bbls capacity, bunker fuel transfer facility at Melones Island, a small rock outcrop located 8 nautical miles from the Pacific entrance of the Panama Canal. The MOTI facility comprises 16 storage tanks and a T-shaped pier configured for the simultaneous berthing of a 70,000-tonne dead weight tonnage (DWT) tanker and two 9,000-tonne DWT bunker transfer barges, or four bunkering barges. The marine structure consists of a 345-meter-long pier connected to the island via a 130-meter-long access trestle. The trestle length was selected so as to provide the required 15-meter water depth along the main berth without rock dredging. The pier structure consists of a series of breasting/mooring dolphins interconnected with modified AASHTO Type II pre-topped girders. When completed, the terminal will store and distribute bunker and diesel fuel to vessels transiting the Panama Canal. This paper describes the challenges associated with the structural design and construction of the marine facilities at the island site. Because of the soft and variable overburden layer between the seabed and underlying rock formation, the pile installation was the most challenging aspect of the project. Framing was selected to ensure structural stability during construction. The high-capacity concrete piles were socketed into the rock, driven to refusal, and anchored to the rock. The effects of pile slenderness on axial and bending capacity under berthing, mooring, and seismic conditions were thoroughly examined in the deep-water dolphins. Seismic effects were evaluated to ensure adequate deformation capacity and strength in piles and pile-deck connections. Pier construction was further complicated by the intrinsic offshore nature of the project and exposure to ocean swells. This translated into extensive and careful construction planning, spanning from the transportation, handling, and erection of precast piles and girders (some of which were as long as 42.5 meters) to the casting and curing of the concrete dolphin caps and the installation of surface features.

Mozambique Liquefied Natural Gas (LNG) is planning a LNG facility in the Palma area of Cabo Delgado province. The initial plan for the facility includes four, 5-million-tonne-per-annum (mtpa) liquefaction trains. The facility can be expanded to include multiple additional trains capable of producing approximately 50 mmtpa in future years. This paper provides an overview of the Pre-Front End Engineering Design (Pre-FEED) Phase level of work completed during 2012 to support an LNG site location for which very little information was available regarding metocean conditions, bathymetry, and geotechnical conditions. The initial work included formal site selection of a location for the development of an onshore LNG plant with marine facilities, as well as hydrodynamic modeling of Palma Bay, developing a marine facilities layout, and completing various engineering studies to support overall project development.

With the discovery of oil and natural gas fields at the Eagle Ford Shale formation in 2008, oil and gas companies have been evaluating potential terminal sites along the Texas Gulf Coast to handle the anticipated increase in product. The proposed terminal sites include existing facilities no longer in use or that were built for other intended purposes. In June of 2012, a new crude dock was commissioned in Ingleside, Texas. The new dock was designed and constructed by retrofitting an existing Navy small craft pier. In order to begin moving Eagle Ford product as soon as possible, the owner pushed for an escalated project schedule. Evaluation and analysis of existing structures, site investigations, conceptual layouts, permitting revisions, full design of new dock structures and construction had to be accomplished in relatively compressed timeframe. A hybrid design/build approach - wherein the designers worked closely with the contractor, fabricators and owner - was adopted for this project. Close coordination between the members of the project team facilitated unique design options that provided an overall project that could be primarily pre-fabricated offsite and easily assembled onsite to accelerate the construction process. This paper provides an overview of the Eagle Ford Shale boom and how it is driving development along the Texas Gulf Coast, challenges associated with a hybrid design/build approach and lessons learned that can be incorporated for future projects.

The Seagirt Marine Terminal (SMT) area was originally constructed in 1980 to serve as the placement site for the material excavated to construct the I-95 Ft. McHenry Tunnel under Baltimore Harbor. Cellular steel cofferdams were constructed to serve as the seaside retention structure. Over the past 30 years, the Maryland Port Administration (MPA) has been developing SMT as its premier container handling facility. Berths 1, 2, and 3 were constructed in the late 1980's to serve Panamax class vessels. Realizing the critical importance of providing a berth capable of handling 'New Panamax' class ships with 50 ft. (15.2 m) dredge depth, MPA entered into a public-private partnership with Ports America Chesapeake (PAC) to develop such a facility. In turn, PAC initiated a rapidly paced design-build venture to design and construct the berth. The new Berth IV is 1225 ft. (373 m) long and 154 ft. (47 m) wide with a 262-ft. (80-m) long sheetpile toewall on the Berth 3 end, and outboard mooring dolphin on the other end. Four state-of-the art 100-ft. (31-m) gage Supermax container cranes now traverse the new wharf structure. Significant design challenges were imposed by very poor soil conditions, cofferdam cell displacements, and heavy design load demand from ship docking and the Supermax cranes. The resulting wharf structure design featured ballasted precast slab panels founded on 24-in. (61-cm) square prestressed piles. The two crane rails are supported by cast-in-place concrete girders founded on 30-in. (76-cm) square prestressed piles. From the environmental perspective, the construction of the wharf required removal of some existing stormwater management controls that served a portion of the container yard. This necessitated the design of a 190-ft. (58-m) long by 29-ft. (9-m) wide underground stormwater vault. Despite a relatively compressed time schedule, Berth IV was completed on time in January 2012 within its $55 million budget. A picture of the completed Berth is shown in Figure 8.

Due to the remote and exposed coastal location of many proposed liquefied natural gas (LNG) exportation terminals, a breakwater is often required to reduce the wave energy at the vessel berth. Best practice and esearch techniques for developing the cross-section and sizing armour stone concepts are well established however, little research exists for developing breakwater layouts. This paper describes a methodology which can be used to quickly develop breakwater layouts, optimal for the vessels berthed in the shadow zone. This is achieved on the premise that for any given level of acceptable berth downtime, there exists a corresponding breakwater layout. This allows the relationship to be expressed as vessel /Idowntime=f(length)/N which can be solved through an iterative approach. To achieve this, a random wave transformation model and a dynamic mooring analysis model have been embedded in an iterative root-finding algorithm to transform the waves to, through and around the breakwater. The diffracted and transmitted wave energies are summed using the root mean square (RMS) approach before the `effective wave' is used to determine whether the vessel mooring threshold is exceeded. Performing this for a time series gives an indication of the owntime that will be incurred with this breakwater layout, which is used to iteratively search for the breakwater length which offers the desired level of downtime. This methodology is applied to a rubble-mound breakwater, though could easily be transposed to a berm, caisson or any other kind. A case study is used to demonstrate the effectiveness of this methodology in developing accurate breakwater layouts in a very short time-frame, allowing a greater variety of berth positions and arrangements to be trialled during the conceptual design stage.

For the stability of rubble mound coastal defense structures, Hudson (1959) developed a formula based on model tests with regular waves. Later, a formula by Van der Meer (1988) is given for relatively deep water conditions at the toe of the structure with an application to moderate shallow water based on model tests with irregular waves. Van Gent et al. (2004) proposed a modified formula to extend applicability of the Van der Meer (1988) formula to shallower water. In the literature, design constraints concerning the application of Van der Meer (1988) and Van Gent et al. (2004) stability equations are given. Using these design constraints, a comparative study on the stability of rock slopes under the same design conditions is carried out. The results are presented as graphs of depth at the toe of the structure over significant wave height at the toe of the structure (h/Hs/Dtoe/N) versus armour stone diameter (D/Dn50/N) and relative difference in armour stone diameter. The discrepancies observed in the results in the application of stability formulas under the same design conditions are discussed.

Offshore mooring buoys are an inexpensive vessel storage solution. Unfortunately, offshore mooring buoys require substantially more water area than more expensive slips and piers. In some harbors, mooring anchorages have reached storage capacity and congest boat movement within harbors. The congestion in Newport Harbor, California triggered resident Marshall Duffield to propose replacing mooring anchorages with offshore mooring docks. These offshore docks enable vessels to be safely moored at a much higher density than mooring anchorages. By mooring vessels at a higher density, harbors can either reduce the water area dedicated to offshore vessel storage or they can increase mooring capacity without increasing the offshore mooring area. A case study of Newport Harbor demonstrates the use of mooring anchorages and the space savings potential of replacing the mooring anchorages with offshore mooring docks.

The United States Army Corps of Engineers (USACE), Jacksonville District, is conducting a study for improving navigation near Jacksonville Harbor in the lower St. Johns River (SJR), Florida. A two-dimensional hydrodynamic model (ADCIRC) of the SJR is employed to study the effects that deepening the channel may have on circulation within the river. Model results from an inlet-based modeling domain, forced with astronomic tides, show low sensitivity to mean low water (MLW) and mean high water (MHW) between pre- and post-dredging conditions. Results from a large-scale hydrodynamic model (ADCIRC+SWAN), forced by astronomic tides and winds from Hurricane Dora, show minimal difference in peak surge, timing of peak surge, and inundation area. The model is then used to determine possible impacts a 30 cm rise in sea level may have on flooding. Model results demonstrate that peak surge elevations do not increase by the rise in sea level, depicting the dynamic nature of the estuary.

The Cedar Key Marina is inundated by rapid sediment accumulation due to its orientation in relation to along shore sediment transport and other littoral processes. This results in a significant cost to the city to perform dredging operations to maintain marina navigability. This report reviews potential dredge methods and several options for spoils placement. It also proposes solutions to increase the marinas dredge life, or the time between dredges, through technology and marina redesign. A combination of these options are shown to create a more sustainable sedimentation cycle, which in the long term may have positive impacts on the Cedar Key economy, livelihood, and lifestyle.

Within the OpenFOAM®framework, a one-way weakly coupled CFD-CSD model system is developed for simulating hydro-geotechnical processes for the foundations of coastal and offshore structures. The model system is suitable for the analysis of stiff (gravity) marine structures for which the structural motion does not significantly affect the flow field. The multiphase (air-water) hydrodynamic model provides relatively good results for breaking wave impact via introducing a new term to the continuity equation to account for fluid compressibility due to pressure change. The structural dynamic model accounts for full coupling of the soil foundation skeleton and pore fluid with the inclusion of full dynamic effects of the pore fluid. A frictional contact model is used for soil-structure interaction and a multi-surface plasticity constitutive model is used for the soil foundation, which in turn allows the model to properly reproduce generation, build up and dissipation of pore pressure due to cyclic loads, including the resulting partial loss of soil strength (partial liquefaction).

The axial pile capacity can be estimated from the cone penetration test (CPT) using either /Iindirect methods/N or /Idirect methods/N. The indirect methods employ a dual-phase methodology of estimating the geoparameters for evaluating the shaft and base resistance (f/Dp/N and q/Db/N, respectively) of the pile capacity. The direct methods use the penetrometer readings to directly obtain f/Dp/N and q/Db/N. These correlation efforts from the results of pile and penetrometer testing have resulted in a large variety of design methodologies. The newer multi-channel piezocone test (CPTu) device allows for derivation of more elaborate correlations. To update the pile design formulations, a quick review of the CPTu-based methods is presented, followed by the results of a comprehensive study, where the most updated and the largest pile-CPTu database were used. Simplified correlations, based on cone soil classification index (I/Dc/N), are presented for f/Dp/N and q/Db/N for different pile types.