Marine Pile Repairs by Concrete Encasement - Hawkswood 2011
Marine Pile Repairs by Concrete Encasement - Hawkswood 2011
Marine Pile Repairs by Concrete Encasement - Hawkswood 2011
The protection and repair of marine piles is usually much more sustainable than jetty
replacement, yet little published guidance is available.
The process of concrete encasement repair using a fabric pile jacket system will be described
with reference to case histories of its application, to both steel and R.C. piles (Figs 2 and 3).
Case Histories:-
Ireland: Dublin, Cork, Dun Laoghaire
Scotland: Lerwick, Hunterston
Canada: Lunenburg
Ukraine: Odessa
Kenya: Mombasa
Other concrete encasement repair methods are outlined along with their relative merits. The
advantages of inspection monitoring and early protection are outlined and promoted.
Fig. 1 ALWC Damage
Fig. 3 R.C Pile
Repair
Fig. 2 Steel Pile
Protection
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support horizontal loads with piles acting in bending. Pile protection and repair should be
designed for its range of load cases and environmental conditions for an appropriate future
lifespan. The effect of additional encasement load on piles may need to be checked along
with wave loading to increased pile sections to more exposed jetties
4, 13
.
Eurocode 2 and BS EN 206 now offer a more rational approach to Reinforced Concrete
durability then BS8110 taking into account a wider range of influences for the design of
concrete and its durability. Eurocode 2 also appropriately calls for increased durability
specification for marine concrete to tidal, splash and spray zones. For pile jacket encasement
to a 50 year design life, a total surface tolerance of 20 mm is recommended in conjunction
with a further 10 mm allowance for marine durability robustness. For increased durability,
cement replacement with GGBS has been used.
Steel Piles
Corrosion Risk
Steel piles are now acknowledged to be prone to
significantly advanced corrosion rates in contrast to
previous understanding and design allowance. High
corrosion rates due to ALWC (Fig. 4) are well
described in the I.C.E Maritime Board Briefing on
Accelerated Low Water Corrosion. As the
understanding of ALWC increases, the Briefing Sheet
states
Although unclassified, varying rates of corrosion by ALWC up to 4 mm/ side/
year have been recently reported and cases in the order of around 1mm/ side/
year appear to be common.
Table 25 in BS6349-1:2000 Code of Practice for Maritime Structures classifies notional
average and upper limit values of corrosion for exposed, unprotected structural steels in
temperate climates in mm/ side/ year, given as a guide as to what could be expected.
These are summarized in Table 2 below:-
Table 2. Marine Corrosion Rates for Steel
Avg. U.L.
Atmospheric zone (in the dry) 0.04 0.10
Splash zone (above MHWS) 0.08 0.17
Tidal zone (MLWS and MHWS) 0.04 0.10
Intertidal low water zone (0.5 m below LAT to MLWS) 0.08 0.17
Continuous immersion zone 0.04 0.13
Embedded zone (below seabed) 0.015 (max)
The concentrated corrosion risk from ALWC is acknowledged to be much higher although
quite variable. The Briefing Sheet
and the Port Designers Handbook outline the expected
causes of ALWC. It typically displays a bright orange corrosion product and typically peak
corrosion occurs at and just above the low water zone (LAT). Occasionally the section loss is
significant throughout the water depth. The Lerwick case history demonstrated that ALWC
was significant at bed level and in the immersion zone as well as at low water.
Fig. 4 - ALWC
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Corrosion rates are increased in high temperature regions, or with low pH levels, pollution,
wave and current action, salinity as well as other effects
11
or where poor quality steel has been
used. Many jetties with steel piles are not monitored until holing visably appears. At this stage
the pile is probably structurally inadequate, plus the corrosion rate increases, due to the newly
exposed internal faces.
Corrosion rates are extremely variable rendering monitoring highly important.
Condition and Corrosion Monitoring
Historically, many steel pile structures have been
designed with a corrosion allowance, typically of the
order of 5 mm
11
. Accelerated and concentrated corrosion
rates from ALWC clearly threaten these structures in the
short term.
This threat can be managed by visually checking for the
development of ALWC and steel thickness monitoring
using suitable measuring instruments. This can be
conducted quite simply and cost effectively from a boat at
low water and above. Reference should be made where
possible to the original design and the corrosion thickness allowance, so that the section loss
can be measured against this allowance.
When corrosion loss becomes significant relative to the design allowance, a full diver survey
through the water column and up to the deck is advisable. Thickness readings should be at
closer centres to areas of critical loss (usually to low water zone) and then adjusted to locate
the areas of maximum section loss. H piles or Rendex piles (welded sheet pile sections,
Lerwick & Dublin Port) should be checked on all flat elements due to differing corrosion
performance. Extruded steel circular piles are normally checked on 4 sides to critical areas.
The management of sampling and testing should be overseen by a suitable engineer to pick
up any local issues, other structural damage and determine the need for future monitoring or
intervention repair
10
. Where ALWC is found to be occurring, more frequent monitoring is
desirable or an immediate move to provide protection and preserve sections, see Lerwick and
Dublin.
Design of Protection
For rigid jetties where piles are purely compression members and no structural loss of
sections has occurred beyond the corrosion allowance, the pile may be cleaned and encased
in plain concrete. See Mombassa, Lerwick, Odessa and Dun Laoghaire case histories.
Bracing and raker piles subject to significant direct tension loads should be reinforced.
For flexible jetty structures, it is considered prudent to reinforce encasement protection to
piles subject to bending action. This is to control durability cracking of concrete encasement
in tension zones, particularly during extreme bending action such as seismic action, ship
berthing impact or wave loading to exposed jetties
4,13
. Encased steel sections can be designed
as composite construction to Eurocode 4.
Cover and Durability
The concrete cover to steel piles, or any strengthening reinforcement, can be guided by
reinforced concrete codes. Concrete encasement protection principally protects against
surface carbonation and chloride ion penetration causing the onset of further corrosion.
Fig. 5 Thickness
Monitoring
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Encasement Concrete
A highly fluid, sand: cement micro concrete is usually used with
the pile jacket system. This mix is typically pumped through 50
mm diameter hose, which can be readily handled by divers and
surface crews. Historically a 2:1 sand: cement mix has been used
with typical cube strengths at 28 days of 35 50 N/ mm. The
strength is influenced by the sand selection. Higher strength
mixes, in the usual design range of 40 50N/ mm, sometimes
require increased cement content. Micro concrete is often used in
conjunction with fabric formwork systems for marine
constructions
7,8
A well rounded sand of river or sea origin is preferred with a good grading distribution, sand
size is typically below 5 mm. The mix fluidity is controlled by a Marsh flow cone to aid
pumpability and ensure the mix is readily self levelling within the pile jacket. Water content
ratios are typically some 0.55 to 0.7 at the mixer. The highly fluid mix ensures complete
encasement of the pile section (Fig. 11) and any reinforcement for increased durability.
Once in place, free water bleed through the porous pile jacket, causes the water cement ratio
in the mix to drop to a natural minimum of around 0.40. This causes a significant increase in
strength, chemical resilience, durability and abrasion resistance (Fig. 12). To replicate this
process in mix development and quality control tests, the mix is usually placed into a 100 mm
diameter fabric test sock to allow matching material to be cut and tested in cylinders. The low
water cement ratio minimises shrinkage in conjunction with submerged curing. Since 1998 at
Lerwick, it has been common practice to include polypropylene fibres, in order to aid
durability.
In hot tropical climates or similarly aggressive locations, a corrosion inhibitor additive can be
used. Additives are generally kept to a minimum with plasticisers, retarders and anti-washout
additives not usually required. A suitable mix design should be developed, tested and
approved in advance of the works. The most important requirement is that the mix is reliably
pump placed in tremie fashion to avoid segregation of the mix below water level.
Fig. 12 Bleed Strengthening
Fig. 11 Concrete
Encasement
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The pile encasement is regularly monitored by the Consultant and is reported to be working
well.
Cork, Ireland
Consultant: Malachy, Walsh & Partners
The jetty was built in XXX. By 2007 natural corrosion
had caused significant corrosion with many piles holed
around low water level. From thickness surveys, the
worst piles were prioritised and 14 repaired with
reinforced concrete encasement. The piles are 610 mm
tubular sections, which were initially XXX mm thick
giving a concentrated corrosion rate at holes of XXX
mm/ year. A concrete thickness of 160 mm was used with
a nominal 75 mm cover to reinforcement (Fig. 22, 24)
Holed piles were locally sealed with
fabric sleeves after high pressure jet cleaning. Reinforcement cages were
accurately made by tack welding in a jig and pipe spacers pre attached to
aid fixing round the pile (Fig. 23).
A 40 N/ mm (C32/40) 1.4: 1 sand:
cement micro concrete mix was used with
polypropylene fibres and partial cement
replacement by ground granular blast
furnace slag (GGBS), all to aid durability.
The mix was pre dried, blended and
blown into mixer silos on site (Fig. 24)
This gives improved mix proportion
quality control. Fig. 24 also shows a
micro concrete test sock being cured
underwater for subsequent cylinder
testing and quality control.
Dublin, Ireland
Consultant: J acobs, Babtie
The Bulk J etty was built in 1950. The steel piles to the
jetty where in such a poor condition with many piles
holed through corrosion that the structure was
considered for demolition (Fig 26).
The jetty piles had suffered from Accelerated Low
Water Corrosion with many of the 13 mm thick coated
Rendex piles holed by 2006.
Following a steel thickness survey and structural
appraisal, the Consultant Engineers selected a 100mm
thick concrete encasement with weakened pile lengths
to be reinforced with bolted steel split rings. A site test was conducted to demonstrate the
construction of this detail.
Fig. 24 Pier & Silo
Fig. 23 Cage
& Spacers
Fig. 25 Bulk J etty
Fig. 22 Reinforced
Section
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Fig. 31
Fig. 32
Fig. 35 Repaired
Pile
Fig. 34
Fig. 33 Damaged Piles
Martin Hawkswood 13
Acknowledgements
This paper presents the views of the author, not necessarily of his employer or clients. The
author is however grateful for wise words and support from his colleagues, particularly
Ernest Cannon for this pioneering work on pile jacket repairs before his retirement at
Proserve, Bill Wilcox of Norfolk Marine for many examples of repairs and B.J . Ackers of
Construction Techniques.
References
1. Institution of Civil Engineers [no date] Maritime Board Briefing on Accelerated Low
Water Corrosion [leaflet] London: Institute of Civil Engineers
2. Institution of Civil Engineers [no date] Maritime Board Briefing on Concentrated
Corrosion [leaflet] London: Institute of Civil Engineers
3. British Standards Institution (2005) BS 8110-1:1997 Structural use of concrete Part
1: Code of practice for design and construction. Milton Keynes: BSI.
4. British Standards Institution (2003) BS 6349-1:2000 Maritime structures Part 1:
Code of practice for general criteria. Milton Keynes: BSI.
5. CIRIA (2010) Use of concrete in the marine environment (C674). London: CIRIA
6. Concrete Repair Association , The Route to a Successful Repair XX
7. Cannon E.W, Boyes R.G.H. (1987) Permeable Woven Fabric Formwork. In: Civil
Engineering. March 1987; pp. 57-60
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concrete structures Part 1-1: General rules and rules for buildings. Milton Keynes:
BSI.
10. Institution of Structural Engineers (2001) Guide to Inspection of underwater
structures. London: Institution of Structural Engineers.
11. Thoresen C. A. (2003) Port Designers Handbook: Recommendations and Guidelines.
London: Thomas Telford.
12. US Army Corps of Engineers (2002) Coastal Engineering Manual (EM 1110-2-1100)
[online] available at: http://140.194.76.129/publications/eng-manuals/ [Accessed 28
February 2011].
13. M
c
Connell K, Allsop W. and Cruickshank I (2004) Piers, jetties and related
structures exposed to waves. London: Thomas Telford.
14. Price WF (2000) Controlled permeability formwork (C511). London: CIRIA.
15. Building Research Establishment (2004) Alkali-silica reaction in concrete Detailed
guidance for new construction (Digest 330). London: BRE