ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4

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2 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 Bid Opening Date is changed from September 28, 2012 at 2:00 PM to October 5, 2012 at 2:00 PM. Revise the first and last paragraphs of the Invitation to Bid to read: Sealed bid proposals will be received via courier to the Alabama State Port Authority, 1400 Alabama State Docks Blvd, Room 216, Administration Building, Mobile, AL by 1:00 PM on Friday, October 5, Sealed bid proposals can also be hand delivered from 1:30 PM to 2:00 PM on Friday, October 5, 2012 to the Alabama State Port Authority in the International Trade Center building, 250 North Water Street, 1 st Floor Killian Room, Mobile, AL. Faxed or electronic submitted bids will not be accepted. Bids will be publicly opened at 2:00 PM Local Time, Friday, October 5, 2012 at the International Trade Center building, 250 North Water Street, 1 st Floor Killian Room, Mobile, AL. The right is reserved, as the interest of the Alabama State Port Authority may require, to reject any and all bids and to waive informalities in bids received. No further Requests for Information will be addressed. Written questions received since Addendum #3 during the bid process are attached. Answers to these questions are in Italics under their respective question. Please note that the questions received are stated as they were written. Answers are provided to our best interpretation of the questions. Note that specification changes and/or clarifications are included with some of the answers below. 19. Was any type of Bond Breaking material used under the transition slab poured in phase 1? Response: Yes, a bond breaker was used. 20. Is the concrete shown under the phase I transition slab a solid continuous Relieving Platform or a Slab on Grade poured above a series of pile caps? Response: Relieving Platform 21. How much over cut/ demo will be allowed on the existing pier deck to help facilitate constructability of the new pile caps.

3 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 Response: Additional over cut/demo is allowed, but no additional fee or change order will be allowed for larger over cut/demo. 22. What is the total SF and thickness of the area to have 4 of concrete removed? Based on the total area and thickness that has to be removed it may be more cost effective to demo out completely and pour back, is this an acceptable alternative? Response: Sheet S2.20 is revised to show removing 120 of transition area, including 80 past original project limits. 23. What is the allowable load limit on the existing dock? Response: psf. 24. Can you provide any detail on the kind and quantity of debris that exist in the 10 area in front of the dock which is to be cleaned? It is difficult to estimate without some parameters. Response: There may be driftwood, wire, broken concrete debris, and other submerged debris that has accumulated in the area. 25. Reference Sheet S2.18: section J2 details quantity of 10 rods but drawing shows 11. Which is correct quantity? Response: Use (11) rods as drawing displays. See new Sheets S2.18A and S2.18B. 26. Reference sheet S2.18: The bracket that attaches the ME750 leg fender to the 24 pipe pile has no detail with respect to member sizes or shapes or the size and quantity of weld required. Please clarify. Response: See new Sheet S2.18B for additional details. 27. Reference sheet S2.18: The pin connection of the fenders to the piles has no size for the pins or for the thickness of the plate required. Please clarify. Response: See new Sheets S2.18A and S2.18B for Details.

4 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 28: Reference sheet S2.18: We are having trouble finding a supplier for the ¼ thick UHMW pipe pile sleeve. Is there another acceptable alternate or can you give us a name(s) of supplier(s) who manufactures this? Response: A supplier is Luoyang Guorun Pipes Co., Ltd. See new Sheet S2.18A for revised thickness and diameter. 29. The detail on S2.19 or Section 2700 does not indicate if the sole plate the rail sits on is continuous or intermittent. Please advise. Response: It is intermittent. See Addendum Note 1 on page S2.23 states Concrete repair of cracking and spalling prior to wharf strengthening. Please add detail. Is this the pier entirely, or a certain portion within certain limits of a row of pile caps to be placed? Response: That note specifically refers to the waterside edge of the dock where repairs must be made before the additional concrete and reinforcement is added. Refer to Detail 1 shown on S Note 6 on S2.23 states that concrete shall be pumped or installed with pressure. Would this include the smallest of spalls? Can a certain size spall be repaired using gravity placed concrete? Response: If the spall is ¾ deep or less, gravity-placed concrete may be used. 32. Specification 2456 states that the steel piles will have soil and debris removed but the drawings show concrete placed to mud line. Please clarify what needs to be done. Response: Soil and debris must be removed from inside of pile, then pile filled with concrete down to the mud line at approximately -42 EL. 33. Reference: Transition Slab to be Removed and Replaced a) Please provide thickness details for the transition slab.

5 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 b) What are the details for embeds at the transition slab/new wharf concrete topping? c) Are there expansion joints in the transition slab? Response: a. Referring to S2.15, the storage yard side of the transition slab is to match the curb shown at a thickness of 10. From there it slopes up to meet the 10 slab. Refer to Addendum 3 for the 0.5% slope going towards the water for the 56-8 wide portion of the dock. Therefore, the transition slab will slope from the aforementioned 10 thick at the storage yard side to a thickness of approximately ~20 where it meets the slab at ~12.1 EL. However, this varies slightly up and down the dock, especially around the curve. b. There are no embeds. There is an expansion joint there. c. Yes. Expansion joints are to be installed every 100 feet as continuations of the same expansion joints in the new 10 slab. See Drawing S2.1 that has been revised to include the EJ s in the topping slab also. Expansion Joints at the transition areas at the East and West transition areas shall also be on 100 centers. 34. Reference: Timber Fender Demolition Bid Item Measurement and Payment The borings show mud line elevations ranging from -19 to -25. The bid item requires removal of obstructions to El -40. Is there any information which would determine the amount of work involved with this item? What is the intent of this item? What is the intent of removal of submerged obstructions under the pier to the wall? Would this include any pile butts left behind from the original wharf construction? Is it the intent to dredge to El -40? Response: Obstructions should be removed to the mud line. The intent of removal of submerged obstructions is to facilitate pile installation. It is not the intent to dredge to EL Please reissue a new form and include Item 7i Epoxy Injection Repairs in 21 in thickened slab. Response: The revised Schedule of Prices was included in Addendum # At this time we would like to request a 2 week extension, making the new bid date October 12 th 2012.

6 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 Response: Bid opening date is revised to October 5, Will Overcuts be allowed for the sawcutting of holes for the placement of new piling? Response: Refer to Question # In the structural drawing below, it calls to leave only 3 or 4 inches of the wall below and the other to leave half of the wall. It may not be achievable to leave so little due to current conditions and rebar placement. Please clarify.

7 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 Response: The intent of the demolition shown is to demo an area from the S side of one girder to the N side of the other girder, at a 4-0 width, as shown. 39. I have a question regarding the bottom #11 bars in the pile caps. It appears to me

8 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 that it would be impossible to place these bars as shown (one continuous bar, through core drills) in the longitudinal pile cap sections. If this is the case, I would need additional details especially if splicing the bars will be required. Response: #11 bars need to be continuous or coupled with ACI approved couplers, such as a Bar-Lock Coupler System provided by Dayton Superior (or EQUAL). 40. The limits of construction do not allow for access to the job site; how is the Contractor to access the project? Response: The job site access will be from ASDD Blvd through the open storage yard of Pier C North Berth 3. This will be shared access with the stevedores. 41. The given contractor laydown area is located in phase 2 work area, how is the contractor to access his laydown area? Response: A contractor laydown area for Phase 1 will be provided in the storage yard to the west of the Phase 1 project limits. Sheet C4.0 is revised to show the area. 42. The limits of construction do not extend out to the transition slab. Also, Drawing S2.24 notes the transition area is not in contract, but Drawings S2.1 thru S2.17 note existing transition slab to be removed and replaced with new transition slab. Is the transition slab included in this contract, and will additional LOC be given? Response: Drawing C3.1 has been revised, showing L.O.C. including the transition slab. Transition area is in contract drawing S2.24 has been revised to show entire transition area in contract limits. 43. Drawing C1.1, General Note 1, states the owner reserves the right to delete or modify any bid item of work, and that no adjustments will be made to the other bid item prices due to these revisions. How is the contractor to capture there overhead, profit, and indirect costs if the owner can delete bid items? Please consider noting that if bid items are deleted and effect price plus or minus 10% the owner or contractor will have the option to renegotiate the contract price. Response: The intent of Note 1 on Sheet C1.1 is that should the Owner elect to delete, reduce or increase the quantity for an item of work within the contract, that the bid

9 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 price for all other items are not subject to re-negotiation. The provisions indicated in General Provisions Section IV, Paragraphs and apply. 44. The RFI we sent regarding the leg fenders was from our fender supplier, I am going to copy and paste his lat to me. He said the first part of his question was not answered They didn't answer the first part about the Energy required from the Leg fenders. The call for a Max reaction at the end of section 2.1 of the spec. Nowhere that I am seeing that a minimum reaction or energy is called out. Is it too late for them to verify this? Response: The minimum energy that each leg fender must be rated for is 102 ft-kips. Specification Page 1 states 52 ft-kips, but should read 102 ft-kips. The maximum reaction force that each leg fender may exert to the dock is 90 kips, as stated on Page 2 of the same specification. 45. The MX24 rail clip does not fit in a manner that allows the back side to be welded onto a 12 plate. The minimum plate dimension should be 12-1/2 wide. Is this possible? Response: The plates are revised to be 12-3/4 wide. 46. Is it the intention to galvanize all of the intermittent plates? Response: No. 47. The written specifications indicate that the sole plates are to be leveled with the assistance of a leveling screw. There does not seem to be space on the sole plates to do that. Your drawing S2.19 clearly details leveling nuts under the plate on the anchor bolts. What does the engineer desire? Leveling bolts or the use of nuts on the anchor bolts and underside of the sole plate? Response: Use the leveling nuts. Although it will be tight, it is possible. 48. Does the engineer wish the anchor bolts to galvanized for use with the intermittent plates? Response: Yes, galvanize the anchor bolts. Sheet S2.19 detail is revised to reflect this.

10 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # How are the rail ends to be joined? The written specifications state thermite welding or flash-butt welding. Response: See previous Addendum for bolted splice connections. 50. Are there rail expansion joints needed for the track system? The written specs make reference to rail expansion joints, however there are no detail drawings regarding expansion joints. Are they to be included? If so, please identify locations. Response: See previous Addendum for bolted splice connections. 51. Is it the engineers intent to completely grout the entire rail system or just under the intermittent plates to create intermittent pedestals? If the intent is to grout intermittent pedestals, good grouting practice requires the rail pocket to be enlargened to allow a 2 grout shoulder on the insertion side, and a 1 pocket opposite for air release. Please provide guidance as to how the grout is to be installed. Response: Yes, the entire rail system is to be grouted to the bottom of the rail. Sheet S2.19 is revised to reflect this. 52. The drawings call for 2 thick UHMW, but the specs say that a minimum of 1-1/4 can be used. Response: Use 2 thick UHMW-PE. Specification Section FENDER SYSTEM is revised to reflect this. 53. We are in need of additional information for the fender system construction as follows: Sheet S2.18 What size pad eye and pin size are required to connect the HP 12 x 53 rub rail and fender panel to the 24 pipe pile? What size angle iron is required to weld to the 24 pipe pile and connect to the leg fender?

11 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 Response: See new Sheets S2.18A and S2.18B for Details. 54. Reference: Crane Rail Sole Plate: The sole plate specified is 12 x 12 x 1. To acquire the lateral capacity of the clip specified, the plate width needs to be 12.5 wide to have the correct size weld between the rail clip and the sole plate. Has this been considered in the design for the lateral forces? Please advise. Response: See Response to Question Reference: Grouting of Sole Plate for Rail: Since the sole plates are intermittent, the proper installation procedure is to not have a grout shoulder on the up station and down station sides of the grout plate. Since the rail is required to be installed prior to grouting, correct grouting practices would require a 2 gap between the sole plate and the pocket side for a grout head box and a 1 gap between the sole plate opposite of the head box for air escape and to ensure uniform grout filling under the sole plate. The current configuration of the pocket, sole plate and clip location does not accommodate the correct grouting procedure. Please advise. Response: See Response to Question Will it be acceptable to permanently leave forms under the pier after concrete is poured? Response: No. Forms must be removed. 57. Note 6 on dwg S2.0 states to perform load tests prior to pile purchase. The load tests are at 19.5 and Delaying purchase will add 6 wks to the schedule after loads test, please advise. Also, 57.5 is in phase 2, please clarify if the load test is to be performed during phase 2 construction, or is it to be performed during phase 1? Response: The Phase 2 area must remain open during Phase 1 construction. The pile load test at 57.5 will have to be performed during Phase 2. The contractor may preorder up to 46 precast piles prior to load testing. 58. Mechanical Joint Pipe does not start until Class 51 and Flanged starts at CL53. These are all thicker walls than the CL250 and CL350.

12 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 Response: All Mechanical Joint and Flange Pipe shall be Class 53 Ductile Iron. 59. What is the allowable load on the elevated dock? Response: psf 60. Will the owner consider giving the contractor more right of way on the land side of the pier to facilitate crane access off of the pier? Response: The storage yard will be operational during construction. The access will be confined to the 17 transition slab and the pier. 61. In the event that broken off piles are encountered while installing the concrete piles. How would contractors be compensated for the removal of the obstructions, in order to install the new piles? Response: To our knowledge, there are no existing vertical pile type obstructions below existing pier. Pay Item No. 3 includes payment for removal of obstructions such as driftwood, wire, broken concrete debris, and so forth, down to the mud line underneath the pier and out 10 from the face of the pier. Any obstructions below the mud line that prevent installation of new piles shall be evaluated by the Engineer and Owner on a case by case basis. 62. How many days will the engineer need to review and approve the pile load tests? Response: 5 calendar days. 63. Addendum #1, Item #3 changed bid item 7a quantities from 680cf to 750cf. Addendum #3 included a new bid form; the quantity for bid item 7a on the new bid form is 680cf. Did the owner change the quantity for bid item 7a back to the original quantity, or is the quantity for bid item 7a supposed to be 750cf? Please advise. Response: The revised quantity of 750 cubic feet is correct. The Schedule of Prices is revised in its entirety to reflect this correction. 64. Reference: Transition Slabs/Rail - Please provide details for the rail limits on the

13 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 4 transition slabs and the information regarding connecting to the existing rail. Response: Existing Rail shall be cut and holes drilled for installation of bolted splice. See revised Sheet S2.19 for Detail. 65. Reference: Pre-Cast Piling - Please provide a precast pile detail along with lifting information. Response: Precast pile is to be designed by pile manufacturer with shop drawings and calculations submitted for approval prior to fabrication. See Specification Section 02457, Par Please clarify location of existing concrete paving seat (wall) on drawing S2.24. We are unclear as to the existing transition slab and what depth of concrete needs to be demolished and removed. This drawing shows a large transition area not in contract, this is confusing. Again please clarify limits of demolition both horizontally and in depth. Response: See revised Sheet S What permits are required for this project? Response: Permits required are Notice Of Intent (NOI) general construction permit from ADEM & permit for trailer from City of Mobile. Specification Section FENDER SYSTEM is replaced herein in its entirety. The following drawings are revised by this Addendum #4 and included herein: C4.0 C4.1 S2.1 S2.18 is replaced by new S2.18A ands2.18b S2.19 S2.20 S2.24

14 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 SCHEDULE OF PRICES Item Description Approx. Quantities Unit Unit Price Dollar Amount Mobilization/Demobilization, Bonding,Permits, Access Credentials Concrete Demolition (Approximately 591 Cubic Yards) Timber Fenders Demolition Removal of obstruction out 10 from face of dock to -40 Elevation 1 Lump Sum X $ 1 Lump Sum X $ 1 Lump Sum X $ 4 Remove Rails 1 Lump Sum X $ 5 Remove Existing and Install New Moorings 1 Lump Sum X $ 6 Load Test Two Precast Piles 1 Lump Sum X $ 7 Dock Remediation (repairs underneath) See 7a, 7b, 7c, and 7d X X X X 7a Shotcrete Repairs underneath dock 750 Cubic Foot $ $ 7b 7c 7d 7e Epoxy Injection Repairs (10 thick) in walls underneath dock Epoxy Injection Repairs (12 thick) in 12 girders underneath dock Epoxy Injection Repairs (1 10 thick) in girders underneath dock Epoxy Injection Repairs (2.5 thick) in beams underneath dock 1500 Linear Foot $ $ 1500 Linear Foot 3300 Linear Foot 1000 Linear Foot $

15 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 Item Description Approx. Quantities Unit Unit Price Dollar Amount 7f Replace #9 Rebar 600 Linear Foot 7g Rebar Couplers for #9 Rebar 32 Each 7h 7i Concrete Repair by Form and Placement Epoxy Injection Repairs in 21 thickened slab 184 Cubic Foot 1600 Linear Foot $ $ 8 Precast Piles 22,575 Linear Foot $ $ Pile Cap Concrete (Approximately 672 Cubic Yards) Slab Concrete (Approximately 2275 Cubic Yards) includes curb Fender System, Pipe Piles, and Rub Rail 1 Lump Sum X $ 1 Lump Sum X $ 1 Lump Sum X $ 12 New Railroad Tracks 1 Lump Sum X $ 13 Demolition of Utilities 1 Lump Sum X $ 14 New Water Line (Approximately 1615 Linear Feet of water line and 6 Water Stations) 1 Lump Sum X $ 15 Paint Striping 5760 Linear Foot TOTAL BID $

16 ASPA Pier C North Rehabilitation Phase 2 DOCK UPGRADE ADDENDUM # 4 (In Words) Dollars I, the undersigned bidder, hereby acknowledge receipt of the following addenda: ADDENDUM NO. ADDENDUM NO. ADDENDUM NO. ADDENDUM NO. ADDENDUM NO. Contractor s Signature: Contractor Company Name Title Date

17 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # 2103 SECTION FENDER SYSTEM 1.0 SCOPE OF WORK 1.1 Components of the Fender System include: Barge Fender System a. UHMW sleeve provides rub surface around each Pipe Pile. b. Pipe Piles (24 inch diameter filled with concrete) are spaced on 10 foot centers. c. UHMW rub strip on horizontal HP 12X53 members. Note: Exact lengths of HP12x53 members are to be field measured and verified after pipe piles are driven. Refer to Section 02456, 3.2 D for Driving Tolerances. d. Chain for stability of Pipe Piles e. Padeye System at face of dock f. Padeye System at Pipe Pile g. Leg Fender provides energy absorbing support at top of each pipe pile h. All connections and any other components shown on Drawings S2.18A and S2.18B Ship Fender System a. Steel fender panel (15 x 7 ) faced with UHMW b. Double Arch Fender provides energy absorbing support for fender panel. This system is bolted to face of dock at 100 feet on center. c. Chains for stability of fender, provided by manufacturer d. All connections and any other components shown on Drawings S2.18A and S2.18B 1.2 The work shall consist of furnishing and installing Fender system as indicated OVERALL PERFORMANCE OF FENDER SYSTEM 2.1 Each system shall be capable of the following rated performance for the type of Vessel listed: Ship (assume 2 arch fenders contacted) Barge (assume 3 leg fenders contacted) FENDER SYSTEM Page 1 of 11

18 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # 2103 Rated Energy Absorption 656 ft-kips per system 306 ft-kips (328 ft-kips per (102 ft-kips per arch fender two leg fender) fenders per system ) Hull Pressure 2.0 ksf N/A Fender manufacturer shall verify the load requirements shown based on the Vessel/barge parameters listed below. Vessel Barge LOA (Length Overall) 800 ft. 190 ft-200 ft Beam 116 ft. 35 ft. Draft (Max.) 40 ft. 9 ft, Maximum Displacement (tons) 60,000 tons 2,000 tons Berthing Velocity 0.37 ft/sec 1.5 ft/sec. Approach Angle 10 degrees Allow. Hull Pressure 5 ksf 5 ksf 3.0 SHIP (ARCH) FENDER 3.1 General Fender system shall account for barge contact forces to occur close to the water line. Above performance values may be subject to a manufacturing tolerance of no more than +/-10%. Above performance must be verified by full scale testing, see Section 5.3. Each system shall be capable of absorbing a horizontal shearing force equal to 30% of its rated reaction while simultaneously absorbing the above-defined minimum energy without exceeding the defined maximum reaction. The Arch Fenders shall be molded from rubber that is homogenous in quality and free from foreign materials, bubbles, injuries, cracks and other harmful defects. The embedded fixing steel plates shall be firmly bonded into the rubber body through the process of vulcanization, and covered with rubber perfectly lest they should be exposed. 3.2 Performance FENDER SYSTEM Page 2 of 11

19 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # 2103 The proposed fender shall be an AD 1000 or approved equal Fender and capable of absorbing a minimum energy with a maximum reaction at the following design deflection. The tolerance for performance shall be +10% per industry specifications. 3.3 Design Deflection (52.5%) 4.0 BARGE (LEG) FENDER 4.1 General a. Minimum Energy Absorption = 328 ft-kips (656 ft-kips at each ship fender location) b. Maximum Reaction = 238 kips (476 kips at each ship fender location) c. Maximum-allowable, undeflected standoff is 48 inches. NOTE: There are two AD 1000 arch fenders needed every 100, as shown in Drawing S2.18A. The Barge Fenders shall be molded from rubber that is homogenous in quality and free from foreign materials, bubbles, injuries, cracks and other harmful defects. The embedded fixing steel plates shall be firmly bonded into the rubber body through the process of vulcanization, and covered with rubber perfectly lest they should be exposed. 4.2 Performance The proposed fender shall be an ME 750 or approved equal Fender and capable of absorbing a minimum energy with a maximum reaction at the following design deflection. The tolerance for performance shall be +10% per industry specifications. 4.3 Design Deflection (57.5%) a. Minimum Energy Absorption = 102 ft-kips b. Maximum Reaction = 90 kips 5.0 MATERIALS (RUBBER UNITS) 5.1 The rubber for proposed fender to be used must be of vulcanized natural or synthetic rubber or a mixture of them. These shall be reinforced with carbon black and resistant to aging, seawater, abrasion, and ultraviolet rays. The rubber must be homogenous in quality and free from foreign materials, bubbles, injuries, cracks and other harmful defects. The embedded fixing steel plates shall be firmly bonded into rubber body through the process of vulcanization, and completely encapsulated so that no steel is exposed. The steel shall be encased with a minimum rubber thickness of 1/ Rubber Properties Property Tested Test Method Acceptance Requirements Hardness (Before Aging) ASTM D2240 Shore A 78 Max Tensile Strength (Before ASTM D412 Die C 16 MPa (2320 psi) Min Aging) FENDER SYSTEM Page 3 of 11

20 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # 2103 Ultimate Elongation (Before Aging) ASTM D412 Die C 300% Min Change in Hardness (After Aging) ASTM D Max C Change in Tensile Strength ASTM D573-20% Max (After Aging) C Change in Ultimate Elongation ASTM D573-20% Max (After Aging) 96 70C Compression Set ASTM D395 Method B 30% Max 22 hrs at 70 C Ozone Resistance ASTM D1171 Method B 100% Water Resistance ASTM D % Max by 70 hrs at 100 C Volume Low Temperature Resistance ASTM D2137 Method A No Cracks 3 minutes at -40 C Adhesion ASTM D429 Method B 7 kn/m (40 lb/in Min Tear Resistance ASTM D624 Die B 70 kn/m (400 lb/in) Min 5.3 Performance Verification Full scale load deflection tests shall be conducted on 10% of the fender elements supplied. The performance of the fender is expressed by the value of the energy absorbed during compression of the fender up to the designed deflection and the maximum value of the reaction load thus generated. In the performance test of the fender, compression shall be applied toward the top face of the fender. The compression speed shall follow current PIANC Fender Performance Testing guidelines and shall be recorded during testing. Deflection of the fender is to be repeated for three times up to the designed deflection. The average data obtained in the second and third tests shall be the performance values. The average value shall be more than the designed performance value for the energy absorption and less than the designed performance value for the maximum reaction load. For the performance test of the fender, the room temperature at the time of the tests shall be recorded. All testing must be witnessed by a recognized accreditation agency such as Lloyds Register or conducted by a 3 rd party independent laboratory and witnessed by a recognized accreditation agency as described above. Velocity corrections will not be allowed nor will scale model tests be FENDER SYSTEM Page 4 of 11

21 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # 2103 allowed as an alternative. elements. The Port Authority reserves the right to retest selected fender 5.4 Sampling Certified performance curves for each fender shall be supplied and the owner reserves the right to witness testing and/or test the fenders again upon delivery. The specimen for testing and inspection of the materials, dimensions, and performance shall be sampled as specified below. The specimen to be used for the material test shall be taken directly from the product or from the rubber prepared in the quality check and under the condition of the same vulcanization as the products. Test Item Number of Sampling Material Dimensions Performance 1 set from the lot of compound for the manufacture of the fenders. All fenders. 1 piece per 10 pieces of fender. (To raise the fraction to a unit.) 5.5 Hardware All hardware for mounting of the fender to the panel shall be supplied by the fender manufacturer. All hardware for mounting the fender to the concrete face including threaded rods, nuts, and washers shall be included. All mounting hardware shall be 316 stainless steel. Any socket type embedment shall have a 316 stainless steel female socket. The size and grade of the mounting hardware shall be according to the fender manufacturers published information. All bolts, nuts, and washers for attaching fender elements to the contact panels, steel structures and to embedded anchor sleeves shall be of the size required per the manufacturer s published data. All shall be 316 stainless steel. 6.0 SHIP (ARCH) FENDER PANEL 6.1 Design and Construction The proposed panel shall be the size and shape as shown on the drawings. The panel shall be designed and constructed according to the AISC Steel Construction Manual Specifications. All welding shall be in accordance with ASWD1.1 latest edition standards. All fillet welds shall be seal welds to prevent corrosion. All steel shall be ASTM A-36, or as necessary from stress calculations. All bolt holes shall be drilled FENDER SYSTEM Page 5 of 11

22 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # Coating Panel design shall be as shown on the drawings with fabricated continuously linked end connections. Panel tops shall not be higher than elevation (+) 9.0 and panel bottom shall extend to elevation (+) 2.0. Outside face of UHMW-PE panel shall be approx /8 stand off from face of new concrete support. Minimum steel thickness shall be l/2 for external plate and 3/8 for internal plates if of a closed box design and l/2 if an open grillage design. Consider the following cases in determining maximum moment to be resisted by panels: a. Vertical line load in middle of panel or middle of span between elements b. Any other load case which generates stresses exceeding stresses from the above load cases The proposed panel shall be coated with a two coat coal tar epoxy such as Carboline Bitumastic 300 or an approved equal. All preparation and application shall be in compliance with the coating manufacturer s recommendations for immersion service. Surface preparation shall be by abrasive blast to SSPC-SP10 Near White Blast Cleaning with an anchor profile of 50 to 75 microns. The D.F.T. of the coating shall be 400 microns minimum. The finish coat shall be free of sags, voids, and orange peel and resistant to impact and abrasion. Minimum accepted rated adhesion strength of the coating system shall be 800 psi. 6.3 Hardware Chains The proposed chain system shall prevent excessive top tension, bottom tension, horizontal shear, vertical shear and weight-induced deflection of the fender. All hardware such as shackles and turnbuckles/dogbone shackles required for attaching the chains shall be included and supplied by fender manufacturer. All items shall be hot dipped galvanized. The chains and related hardware shall be sized considering the maximum possible shearing and tension forces on the fender. Panel shall be calculated from the maximum reaction of the fender and the coefficient of friction of the proposed UHMW-PE face pads. Sizing of the weight chains shall include the shearing force from friction as well as the weight of the panel and one-half the weight of the proposed fenders. All metal chains and components shall be galvanized per ASTM A123 or A153. No chain assembly shall have a breaking strength of less than 50,000 pounds no shall metal chains have a stock size of less than ¾ Anchor Plates FENDER SYSTEM Page 6 of 11

23 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # Face Pads All anchor plates for attaching the proposed chains to the concrete face shall be included and supplied by the fender manufacturer. All hardware for attaching the anchor plates including threaded rods, nuts, and washers shall be provided. All hardware shall be hot dipped galvanized. UHMW-PE face pads shall cover the face of the panel and linkage system including the faces of the bevels. The pads shall be a minimum of 2 thick and yellow in color. The proposed UHMW- PE must be UV stabilized. UHMW-PE materials must meet the following minimum standards. Test data for proposed UHMW-PE must be submitted as part of bid submittal documentation Properties Property Test Method Acceptance Requirements Specific Gravity ASTM D gm/cc Ultimate Tensile ASTM 4,000 psi, min Strength Izod Impact, Double D638A ASTM Notch D256A 18 ft-lbs/in, min Abrasion Wear Sand Slurry 18 max. (carbon stl = 100) Water Absorption ASTM D570 NIL Coefficient of Friction ASTM 0.20 max D1894 Color Not Applicable Yellow *Industry Standard testing method using slurry of 60% aluminum oxide and 40% water at a rotation speed of 1750 rpm for 2 hours. A lower number indicates better abrasion resistance UHMW-PE Installation The pads shall be drilled and counter bored for the mounting bolts. Mounting bolts shall be a minimum of 5/8 diameter and shall be 316 stainless steel. The face of the bold head shall be a minimum of l/2 below the face of the UHMW-PE pad. All exposed edges of the UHMW-PE shall include ¾ x ¾ bevels FENDER SYSTEM Page 7 of 11

24 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # BARGE (LEG) FENDER SLEEVE 7.1 Design and Construction The proposed sleeve shall be the size and shape as shown on the drawings. The sleeve shall be designed and constructed according to the AISC Steel Construction Manual Specifications. All welding shall be in accordance with ASWD1.1 latest edition standards. All fillet welds shall be seal welds to prevent corrosion. All steel shall be ASTM A-36, or as necessary from stress calculations. All bolt holes shall be drilled. Sleeve design shall be as shown on the drawings with fabricated continuously linked end connections. Sleeve tops vary as shown on drawings. Sleeve is to sit on top of the rub rail plates and rear angle, as shown on drawings. 7.2 Hardware Chains The proposed chain system shall prevent excessive top tension, bottom tension, horizontal shear, vertical shear and weight-induced deflection of the fender. Shackles for the barge fender system shall be 1-1/4 Maritime Anchor Shackles Or Equal and installed at the location shown on Drawing S2.18B on 10 centers. Chains for the barge fender system shall be a minimum of 28mm Maritime Dock Fender Chains Or Equal as shown on Drawing S2.18B. Length of chains needed must be field verified. All metal chains and components shall be galvanized per ASTM A123 or A Anchor Plates 7.3 UHMW-PE Sleeve Fender chain eye shall be ASTM 36 steel and have dimensions as shown on S2.18B. All hardware for attaching the anchor plates including threaded rods, nuts, and washers shall be ASTM A36 or better. All hardware shall be hot dipped galvanized. UHMW-PE sleeves to be placed on the Pipe Piles shall be 30-35mm thick and yellow in color. The outside diameter of sleeve may range from mm. The proposed UHMW-PE must be UV stabilized. UHMW-PE materials must meet the following minimum standards. Test data for proposed UHMW-PE must be submitted as part of bid submittal documentation Properties Property Test Method Acceptance Requirements Specific Gravity ASTM D gm/cc Ultimate Tensile ASTM 4,000 psi, min Strength D638A Izod Impact, Double ASTM FENDER SYSTEM Page 8 of 11

25 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # 2103 Notch D256A 18 ft-lbs/in, min Abrasion Wear Sand Slurry 18 max. (carbon stl = 100) Water Absorption ASTM D570 NIL Coefficient of Friction ASTM 0.20 max D1894 Color Not Applicable Yellow *Industry Standard testing method using slurry of 60% aluminum oxide and 40% water at a rotation speed of 1750 rpm for 2 hours. A lower number indicates better abrasion resistance. 8.0 PACKAGING UHMW-PE Installation The pads shall be placed on the Pipe Piles and allowed to rest on the top of the steel plates used for the rub rail and the installed angle on the back of the Pipe Pile, as shown in Section H on Drawing S2.18A. The UHMW-PE sleeve shall be free to rotate. The rubber fenders shall be packaged while being delivered to the Port so as to prevent damage to the fenders. The fender manufacturer, prior to shipment to the jobsite shall install UHMW for the panels on the steel panels. All chain and hardware shall be packaged for shipment to the customer. Fender sections shall be safely stacked and blocked to provide safe storage until the marine contractor shall collect the materials for installation. All labor, equipment, and wood cribbing required to deliver and provide storage on the site shall be included in the supplier s proposal. 9.0 MATERIALS 9.1 Rubber Properties The resilient rubber material component for proposed fender shall be manufactured from processed recycled bus and truck tires (100% post-consumer waste) and cut to specific size, assembled, and compressed onto steel supporting rods. Laminated sections shall be made from steel belted tread sections only. Fabric embedded tire treads and or fabric embedded belting is not permitted. 9.2 Fender Steel Properties All steel components which constitute an integral part of each fender shall comply with the requirements of ASTM A36. External steel components shall be hot dip galvanized after fabrication. Material certificates shall be traceable for all steel materials including angles, flat bar, and including angles, flat bar, and internal steel rods FENDER SYSTEM Page 9 of 11

26 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # Mounting Hardware All hardware for mounting the fender to the face of the steel mounting brackets shall be as per the attached fender system drawing and shall be included in the supplier s proposal. All mounting hardware shall be hot dipped galvanized (HDG) as per ASTM A153 as required. 9.4 Fender Mounting Weldments Fabricated steel mounting weldments shall be provided by the supplier in accordance with the attached drawings. All welding shall be done in accordance with AWS D1.1 and shall be done with continuous seal welding to prevent corrosion. All steel materials shall be traceable and shall comply with the requirements of ASTM A36. All horizontal web sections shall be provided with drain holes in order to prevent water from being trapped inside of the section. All items shall be hot dipped galvanized as per ASTM A153 or ASTM 123 after completion of fabrication as required. 9.5 Weldment Attachment Hardware 10.0 ASSEMBLY Concrete embedment hardware shall be of the size and type as shown on the attached drawings and shall be included in the supplier s proposal. Assuming 5000 psi concrete, the pull out strength shall be 1.25 times the yield strength of the male thread. Bolts shall be A307 HDG, nuts shall be A563, grade A heavy hex, HDG. Washers shall be standard ANSI B carbon steel HDG> All Laminated Fender Sections shall be delivered completely assembled on to the hot dip galvanized Fender Mounting Weldments. No further assembly on site shall be required by the marine contractor other than mounting of the assembled sections to the fact of the dock. On site assemble of the laminated fender sections to the weldments is not permitted PACKAGING AND DELIVERY The laminated fender section assemblies shall be packaged in a manner that will prevent damage to the fenders and will be safely unloaded on site by the supplier. Fender sections shall be safely stacked and blocked to provide safe storage until the marine contractor shall collect the materials for installation. All labor, equipment, and wood cribbing required to deliver and provide storage on site shall be included in the supplier s proposal STEEL PROPERTIES The embedded fixing steel plates on the fender system shall be of ASTM A36, or better, steel HARDWARE All hardware for mounting the fender to the concrete face as per the attached project drawings shall be included. All mounting hardware shall be hot dipped galvanized as per ASTM A153 unless noted otherwise. Bolts shall be A307 galvanized, nuts shall be A563, grade A heavy hex, galvanized. Washers shall be standard ANS B carbon steel galvanized unless noted otherwise PERFORMANCE VERIFICATION FENDER SYSTEM Page 10 of 11

27 ALABAMA STATE PORT AUTHORITY PIER C NORTH REHABILITATION, PHASE 2 DOCK UPGRADE AFE # 9431 CN # 2103 The performance of the fender is expressed by the value of the energy absorbed during compression of the fender up to the designed deflection and the maximum value of the reaction load thus generated. In the performance test of the fender, compression shall be applied toward the top face of the fender. The specimen will be broken-in by deflecting it three for more times up to its rated deflection or more. The specimen should be allowed to recover for at least one hour, with no load. Before the performance test, the fender temperature must be stabilized. The date obtained in the following test shall be the performance values. The values shall be within the allowed tolerance for the energy absorption and reaction load. For the performance test of the fender, the room temperature at the time of the tests shall be recorded PACKAGING The fenders shall be packaged in a manner that will prevent damage to the fenders and will be safely unloaded on site by the supplier. Fenders shall be safely stacked and blocked to provide safe storage until the marine contractor shall collect the materials for installation. All labor equipment, and wood cribbing required to deliver and provide storage on site shall be included in the supplier s proposal. END OF SECTION FENDER SYSTEM Page 11 of 11

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