Pier Protection Systems at Spans Over Navigable Streams - 2010

8
Part 23
Pier Protection Systems at Spans
Over Navigable Streams
— 2010 —
TABLE OF CONTENTS
Section/Article Description Page
23.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-2 1

23.1.1 Scope (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-2
23.1.2 Purpose (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-2
23.1.3 Terms (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-2
23.2 Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-3

23.2.1 Vessel (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-3
23.2.2 Waterway (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-3 3
23.2.3 Types of Construction (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-3
23.2.4 Permits (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-4
23.3 Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-4

23.3.1 General (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-4
23.3.2 Design Loads (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-5
23.3.3 Suggested Design Procedure (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-6
23.3.4 Types of Protection (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-8
23.4 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-20

23.4.1 General (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-20
23.4.2 Materials (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-21
23.4.3 Handling and Storage of Materials (2010). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-23
23.4.4 Framing of Timber (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-23
23.4.5 Fabrication of Structural Steel (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-23
23.4.6 Pile Driving (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-24
Commentary (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-24
© 2017, American Railway Engineering and Maintenance-of-Way Association

8-23-1
Concrete Structures and Foundations
LIST OF FIGURES
Figure Description Page
8-23-1 Energy Dissipation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-7

8-23-2 Pier Protection - Sheet Pile Dolphin - Deep Water, Poor River Bottom (For General Information Only). . 8-23-9
8-23-3 Pier Protection - Treated Timber Pile Dolphin (For General Information Only) . . . . . . . . . . . . . . . . . . . . 8-23-11
8-23-4 Pier Protection - Hydraulic Type Hydrocushion Dolphin (For General Information Only) . . . . . . . . . . . . 8-23-12
8-23-5 Pier Protection - Floating Sheer Boom (For General Information Only) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-13
8-23-6 Pier Protection - Fender System Integral with Pier (For General Information Only) . . . . . . . . . . . . . . . . . 8-23-14
8-23-7 Pier Protection - Independent Fender System (For General Information Only) . . . . . . . . . . . . . . . . . . . . . 8-23-15
8-23-8 Pier and Swing Span Protection - Pivot Pier (For General Information Only) . . . . . . . . . . . . . . . . . . . . . . 8-23-16
8-23-9 Pier Protection (For General Information Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-17
8-23-10 Pier Protection - Modular Fender Systems (For General Information Only) . . . . . . . . . . . . . . . . . . . . . . . 8-23-18
8-23-11 Rock Blanket Pier Protection (For General Information Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-20
SECTION 23.1 GENERAL
23.1.1 SCOPE (2010)
These recommendations cover the design, construction, and maintenance of protective systems for railway bridge piers located
in or adjacent to channels of navigable waterways. The details included in these recommendations may also be applied for the
protection of railway bridge abutments. For inspection of protective systems, see Article 21.3.2.
23.1.2 PURPOSE (2001)
The purpose of the protective systems is to prevent or minimize damage to supporting piers of railway bridges caused by
accidental collision from floating debris and vessels. Such protection should be designed to eliminate or reduce the impact
energy transmitted to the pier from the debris or vessel, either by redirection of the force, or by absorption or dissipation of the
energy to nondestructive levels.
23.1.3 TERMS (2001)
Following is a list of terms associated with this Part. These terms are defined in the Glossary at the end of this Chapter.
Dolphin
Fender
Sheer Boom
Wales
8-23-2 AREMA Manual for Railway Engineering

Pier Protection Systems at Spans Over Navigable Streams
SECTION 23.2 SPECIAL CONSIDERATIONS
23.2.1 VESSEL (2010)
The size and type of vessel to be chosen as a basis for design of the pier protection should reflect the maximum vessel tonnage,
type of cargo and velocity to be reasonably expected for the specific facility involved.
23.2.2 WATERWAY (2001)
a. Consideration should be given to the exposure of the structure in the waterway, including the alignment and width of
the channel, skew of pier, visibility for approaching vessels, as well as effect of wind, ice, current, or tide in the
vicinity.
b. The use of increased bridge span length to reduce the chance of ship collision, by constructing piers in shallow water or
on land away from the waterway, may reduce or eliminate pier protection.
c. Depth of water, fluctuation of water level, and scour potential may dictate the type of protection to be chosen. If the
depth is too great, or the character of the waterway bottom does not lend itself to proper anchorage and support for an
independent protective system, it may be necessary to design a suspended or floating protective system.
23.2.3 TYPES OF CONSTRUCTION (2001)
a. The type of construction to be chosen for the protective system should be based on the physical site conditions and the 1
amount of energy to be absorbed or deflected, as well as the size and ability of the pier itself to absorb or resist the
impact.
b. Some of the more common types of construction are as follows.
23.2.3.1 Integral
3
Where the pier is considered to be stable enough to absorb the impact of floating vessels, it may be necessary to attach
cushioning devices to the surfaces of the pier in the areas of expected impact to reduce localized damage to concrete surfaces
and exposure of reinforcing steel, or damage to masonry and its jointing. Such cushioning may include strips of material
attached to the face of the pier, such as solid or preformed rubber, timber, pneumatic, hydraulic or hydrocushion strips.
23.2.3.2 Dolphins
4
Where depth of water and other conditions are suitable, the driving of pile clusters may be considered. Such clusters have the
piles lashed together with cable to promote integral action. The clusters should be flexible to be effective in absorbing impact
through deflection.
Cellular dolphins may be filled with concrete, loose material or material suitable for grouting. Cells filled with uncemented
materials may lose fill material in the event of rupture due to collision.
23.2.3.3 Floating Sheer Booms
Where the depth of water or other conditions precludes the consideration of dolphins or integral pier protection, floating sheer
booms may be used. These are suitably shaped and positioned to protect the pier and are anchored to allow deflection and
absorption of energy. Anchorage systems should allow for fluctuations in water level due to stream flow or tidal action.
AREMA Manual for Railway Engineering 8-23-3

23.2.3.4 Hydraulic Devices
Suspended cylinders engaging a mass of water to absorb or deflect the impact energy may be used under certain conditions of
water depth or intensity of impact. Such cylinders may be suspended from independent caissons, booms projecting from the
pier, or other supports. Such devices are customarily most effective in locations subject to little fluctuations of water levels.
23.2.3.5 Fenders
Construction of fender systems, using piling with horizontal wales, is a common means of protection where water depth is not
excessive and severe impacts are not anticipated.
23.2.3.6 Other Types
Various other types of protective systems, such as earthen and riprap islands around piers, have been successfully used and
may be considered by the designer.
23.2.4 PERMITS (2001)
Proposed protective systems must receive approval of the appropriate regulating agencies prior to installation. Advance
coordination with these agencies to determine waterway clearance, lighting and any other special requirements, is
recommended.
SECTION 23.3 DESIGN1
23.3.1 GENERAL (2010)
a. Criteria for the design of protective systems cannot be specified to be applicable to all situations. Investigation of local
conditions is required in each case, the results of which may then be used to apply engineering judgment to arrive at a
reasonable solution.
b. In any type of pier protection system, general details should be designed to provide the following:
(1) Adequate mass and resilience so that the railroad facility will not be vulnerable to damage from reasonably
expected collision of marine traffic.
(2) A smooth transition past the pier with particular attention to protrusions and details that could cause damage to a
vessel.
(3) Ease of replacement of damaged parts.
(4) Elimination of sparking upon vessel impact.
(5) Accessibility for inspection.
c. The effects of scour for the protective system and the adjacent structure being protected should be considered.
1
See Commentary (2010).

23.3.2 DESIGN LOADS (2010)
Design loads to be used shall be determined for each individual structure, based on factors unique to the location. Information
may be available from ship owners and operators, port facility authorities, industry representatives, the U.S. Army Corps of
Engineers, Federal Highway Administration, and the U.S. Coast Guard.
a. General factors to be considered in determining the desired degree of pier protection include, but are not limited to, the
following:
(1) Piers at the edge of a channel having a wide horizontal clearance may require only minimum protection.
(2) The type of construction of the pier should be considered.
(a) A massive pier may be capable of resisting most reasonably expected loads so that the additional resistance
offered by a protective system may not be warranted.
(b) A pier incapable of resisting reasonably expected loads should be provided with greater protection than a
massive pier might require.
(3) Piers may be especially vulnerable because of difficulty of navigation caused by high stream velocity or tidal flow,
wind velocity, waterway traffic, poor visibility, limited horizontal clearances, channel curvature, proximity of
other obstacles, or other similar factors.
(4) Foundation conditions will have a bearing on the resistance capability of the pier and on the practicality of 1
providing the desired degree of protection.
(5) The history of collisions with existing bridges or other obstacles in the vicinity should be considered.
b. To estimate the actual collision forces which could be encountered, and their effects, the following items should be
known:
(1) Maximum sizes and types of vessels. 3

(2) Impact velocity of vessels.
(3) Crushing resistance of hulls.
(4) Stream velocities.

4
(5) High and low water elevations.
(6) Impact angle.
(7) Wind velocities.
(8) Velocity and mass of floating ice.
c. The kinetic energy in the moving vessel may be determined as follows:
KE = MV2/2
where:
KE = Kinetic energy
M = Total mass of the vessel

V = Velocity of the vessel relative to the pier
d. Energy may be dissipated according to the following (see Figure 8-23-1):
E=Fd
where:
E = Energy dissipated
F = Average force applied to the moving vessel
d = Distance vessel moves (in the direction of F) during the time F is applied
The distance (d) is measured after initial contact and is composed of deflection of the protective system, crushing of the
system and vessel, or a combination thereof. System flexibility determines, to a large extent, the relative amounts of
deflection and crushing, and is more fully discussed in the appended commentary.
e. The effects of stream flow forces, wind forces and ice forces, where applicable, and the probability of collision should
be taken into consideration in the design of pier protection systems.
23.3.3 SUGGESTED DESIGN PROCEDURE (2010)
As a practical matter, pier protection will not always be adequate to completely dissipate the kinetic energy of a vessel at high
speed. However, in many cases, the protection will deflect a vessel, reducing damage that may otherwise occur. The outline
presented here provides an approach to the problem of evaluating the effect on the kinetic energy of a vessel when a collision
occurs:
a. Compute the kinetic energy (KE) based on the mass and impact velocity of the vessel.
b. Assume trial configuration of the pier protective device and estimate resistance force (F) of the pier protection for the
following:
(1) Assuming allowable stresses equivalent to 1.5 times basic allowable unit stress of the material.
(2) Assuming ultimate strength of materials.
c. Equate kinetic energy (KE) with energy dissipated (E):
MV2/2 = F  d
solve for d to determine total movement required to dissipate energy (see Commentary (2010)).
d. The above outline provides a basis for evaluating the amount of energy that can be dissipated by the pier protection and
the total resistance capability.
e. Vertical movement of the vessel can be considered in the dissipation of energy.

Figure 8-23-1. Energy Dissipation

23.3.4 TYPES OF PROTECTION (2010)
The various types of pier protection systems shown in this section are for general information only. For the most part, they
have been taken from protection systems currently in use on both highway and railway bridges in the United States. Member
sizes, numbers of units, types of material, and details of construction are those used for specific installations and cannot be
considered standards since the design of pier protection systems depends on many parameters that may vary markedly from
one installation to another. Each pier protection system must be chosen and designed to fulfill the unique requirements at the
given location.
The following types of protection are commonly used; however, other types may be considered.
23.3.4.1 Sheet Pile Cell Dolphins (Figure 8-23-2)
a. Sheet pile cells preferably should be of circular configuration. A typical cell includes interlocking steel sheet piles
filled with concrete or grouted material. If loose fill materials are used, a concrete or grouted liner and a reinforced
concrete top should be considered. The concrete top should be adequately anchored to the sheet piles. Desirable
qualities of fill material include free draining characteristics, high unit weight, shear strength, and high coefficient of
friction.
b. The designer should make an evaluation of the cell stability and resistance to overturning and sliding. Factors to be
considered include characteristics of the underlying soil or rock and the cell fill material, interaction of the cell fill
material with the cell walls, and friction of the sheet piles embedded in the underlying soil.
c. Additional resistance against overturning may be provided by driving and attaching additional piles around the
perimeter of the cell. Increased penetration into the underlying soil may be obtained in this manner, in lieu of extension
of all sheet piles.
d. The possibility of scour occurring near a dolphin or at the pier due to the dolphin, should be investigated and protection
should be provided, if required.
23.3.4.2 Pile Cluster Dolphins (Figure 8-23-3)
Pile cluster type dolphins should be composed of groups of battered and/or vertical piles which are held together at the top.
The designer should evaluate the resistance to lateral forces, considering the effects of any battered piles, and the interaction of
the piles and the surrounding soils.
23.3.4.3 Gravity Pendulum Dolphin (Hydrocushion Type) (Figure 8-23-4)
a. Typically, a heavy cylindrical mass of steel or concrete is suspended from a cantilevered supporting structure, which
may be a part of the pier, or may be an independent support. Energy is dissipated by movement of the pendulum when
a force is applied by a striking vessel.
b. The designer should evaluate the energy dissipated by the pendulum, taking the following items into account.
(1) Movement of the pendulum. When the pendulum is suspended in water, the effective mass includes an amount of
water which moves along with the pendulum; in the case of a ring, (as shown in Figure 8-23-4) the volume of
water enclosed by the ring is part of the total mass to be moved.
x
(2) The resisting horizontal force component = W r  ------------
 L – y

where:
Wr = Weight of the ring

x = The horizontal displacement of the ring
L = Length of hanger to the ring
y = The amount the ring is lifted
23.3.4.4 Floating Sheer Booms (Figure 8-23-5)
a. The configuration of a sheer boom will depend upon the requirements of a particular location.
b. The designer should evaluate the capability of the device to dissipate energy, recognizing the following:
(1) The mass to be considered as part of the moving element includes a volume of water which will be forced to move
with the boom.
(2) Deflection movements of supporting elements will account for some energy loss.
(3) Frictional resistance is provided by the water adjacent to the moving elements.
23.3.4.5 Fenders (Figure 8-23-6, Figure 8-23-7, Figure 8-23-8, Figure 8-23-9, and Figure 8-23-10)
a. Pier fenders are intended to provide protection to the pier in the event of contact by a vessel. Fenders are usually 1
positioned with the anticipated direction of impact from a vessel at a relatively small angle with respect to the fender
line. A fender may be supported by the pier it is intended to protect, or it may be independently supported.
b. Independently supported fender systems typically consist of vertical and/or battered piles with horizontal members
connecting the piles so the fender system acts as a unit. The horizontal members may be used as rubbing strips or
separate rubbing strips may be attached to these members.
3
c. Pier-supported fenders vary in type from simple rubbing strips attached directly to the pier face to more elaborate
installations which provide for some energy dissipation by the fender when struck by a vessel.

Figure 8-23-2. Pier Protection - Sheet Pile Dolphin - Deep Water, Poor River Bottom (For General
Information Only)

11 WRAPS OF CABLE COMFORMING TO

ARTICLE 23.4.2.10. EACH TURN SHOULD
BE STAPLED TO EACH PERIMETER PILE
Figure 8-23-3. Pier Protection - Treated Timber Pile Dolphin (For General Information Only)

Figure 8-23-4. Pier Protection - Hydraulic Type Hydrocushion Dolphin (For General Information Only)

Figure 8-23-5. Pier Protection - Floating Sheer Boom (For General Information Only)

Figure 8-23-6. Pier Protection - Fender System Integral with Pier (For General Information Only)

Figure 8-23-7. Pier Protection - Independent Fender System (For General Information Only)

8-23-16

DOWN STREAM END
UP STREAM END
AREMA Manual for Railway Engineering
Figure 8-23-8. Pier and Swing Span Protection - Pivot Pier (For General Information Only)

Figure 8-23-9. Pier Protection (For General Information Only)

8-23-18

AREMA Manual for Railway Engineering
Figure 8-23-10. Pier Protection - Modular Fender Systems (For General Information Only)

d. The designer should consider the following items pertaining to fenders:
(1) Fenders should preferably be detailed so that a maximum number of piles, or other supporting elements, will
participate in resisting applied loads.
(2) Fenders should have a somewhat flexible arrangement to provide for deflection of the fender and for energy
dissipation.
(3) The effects of battered piles and pile-soil interaction should be considered when evaluating the capability of the
fender to resist lateral forces.
(4) Consideration should be given to providing a weak point in the design, thus causing the unit to fail in a pre-
planned manner when struck by a force in excess of the capacity. Details can then be arranged to facilitate the
replacement of damaged elements.
23.3.4.6 Riprap Used as Pier Protection
a. Riprap may be mounted around a pier to prevent a vessel from making contact.
b. The designer should consider the following items pertaining to the use of riprap around piers:
(1) The depth of water and resulting amount of fill required.
(2) The effect on waterway opening required for navigation and hydraulics.
1
(3) The riprap should be designed to adequately dissipate the kinetic energy of the vessel prior to making contact with
the pier.
(4) Environmental and permitting concerns.
(5) Overburden on the pier foundation. 3

c. The use of protective islands may be considered for pier protection for major bridges.

Figure 8-23-11. Rock Blanket Pier Protection (For General Information Only)
SECTION 23.4 CONSTRUCTION
23.4.1 GENERAL (2010)
a. Construction permits from all federal, state and local regulatory bodies should be obtained prior to beginning
construction.

b. All construction should be performed in accordance with all applicable laws and regulations including navigational
clearances, maintenance of marine traffic, environmental considerations, navigation lighting and temporary warning
signs and devices.
c. All temporary construction facilities should be approved by the Engineer and the concerned regulatory bodies.
Temporary construction should be removed upon completion of the work and the construction site returned to a
condition acceptable to the regulatory bodies and the Engineer.
d. Excavated material and debris of demolition and of construction should be disposed of in accordance with all
applicable laws and regulations.
e. Construction inspection safeguards should be provided to ensure that pier protection structures are constructed in the
correct location with respect to the navigation channel. Underwater inspection services should be provided if necessary
to determine conditions relevant to the construction. As-built plans should be furnished to the Engineer upon
completion of the work.
23.4.2 MATERIALS (2010)
23.4.2.1 Timber1
a. All new timber should meet the requirements of the current standard Methods for Establishing Structural Grades and
Related Allowable Properties for Visually Graded Lumber, ASTM Designation D245. Timber should be Dense
Structural 65 or Long-Leaf Structural 65, southern yellow pine, conforming to the Grading Rules of the Southern Pine
Inspection Bureau; or No. 1 Douglas Fir conforming to the Standard Grading Rules for West Coast Lumber; or other 1
species conforming to the flexural strength specified for Southern Pine and Douglas Fir, other requirements being
comparable.
b. Timber for joists, planks, beams, wales and walkways should be square edge and shall be grade marked.
c. The preservative treatment should be in accordance with AREMA Chapter 30, Ties, Section 3.6, Wood Preserving and
Section 3.7, Specifications for Treatment, and applicable environmental regulations. Alternative preservative treatment 3
is subject to approval of the Engineer.
d. Timber should be treated with a fire retardant, if appropriate.
23.4.2.2 Concrete
a. Workmanship, materials and proportioning for concrete members used in pier protection structures should be in 4
accordance with requirements for Part 1, Materials, Tests and Construction Requirements.
b. The design of concrete members used in pier protection structures should be in accordance with the requirements for
Part 2, Reinforced Concrete Design.
c. The minimum cover on reinforcing steel in concrete faces subject to impact should be 3 inches (75 mm).
23.4.2.3 Structural Steel
Structural steel shapes and plates should conform to the Standard Specification for Structural Steel, ASTM A36, or ASTM
A709, with a minimum of 0.2% copper. Other steels may be used having greater strength and enhanced corrosion resistance as
required by the design of the pier protection work. The recommended minimum thickness of all metal components to be used
is 3/8 inch (10 mm).
1
See See Commentary (2010).

23.4.2.4 Composites and Other Materials
Other materials that can be used for fender wales and other pier protection components include: composite plastic, low-
friction rubber, high-density polyethylene (HDPE) and ultra high molecular weight polymers (UHMV). These materials come
in various sections and lengths.
23.4.2.5 Timber Piles
a. Timber piles should be First Class piles in accordance with AREMA Chapter 7, Timber Structures, Part 1, Material
Specifications for Lumber, Timber, Engineered Wood Products, Timber Piles, Fasteners, Timber Bridge Ties and
Recommendations for Fire-Retardant Coating for Creosoted Wood and Part 3, Rating Existing Wood Bridges and
Trestles, and should conform to ASTM D25.
b. Preservative treatment is required and should conform to AREMA Chapter 30, Ties, Section 3.6, Wood Preserving and
Section 3.7, Specifications for Treatment and be in accordance with applicable environmental regulations.
23.4.2.6 Steel Piles
a. W and H steel shapes should have minimum flange and web thicknesses of 3/8 inch (10 mm), and as appropriate
should conform to ASTM A36, A572, or A709, with a minimum 0.2% copper; or should conform to ASTM A588.
b. Steel pipe piles should have a minimum wall thickness of 3/8 inch (10 mm), and shall conform to ASTM A252, Grade
2, with minimum 0.2% copper. A weathering steel equivalent may also be considered.
c. Steel sheet piles should have a minimum thickness of 3/8 inch (10 mm), and shall conform to ASTM A328, with
minimum 0.2% copper, or shall conform to ASTM A690. The designer should specify the minimum strength required
in the interlock joint.
23.4.2.7 Composite Plastic Piles
Composite plastic piles suitable for cluster dolphins and fenders are available in uniform diameters from 10 to 16 inches (250
to 400 mm) and of virtually any length that can be handled. The proprietary material is recycled plastic with either steel or
fiberglass reinforcing strands. The material is high energy absorptive, low friction, ultraviolet light resistant, impervious to
marine borers and can be cut and drilled with common construction tools. These pilings are generally used as a direct
substitution (one-for-one) for timber piling.
23.4.2.8 Hardware
Bolts, nuts, washers, spikes, lag bolts, staples, cable clamps and similar hardware items should be galvanized steel or stainless
steel. In lieu of using galvanized or stainless steel hardware, other means of corrosion protection should be provided.
a. Galvanized standard carbon steel fasteners should conform to the standard Specification for Carbon Steel Externally
and Internally Threaded Standard Fasteners, ASTM A307; or to the Standard Specification for High Strength Bolts for
Structural Steel Joints, Including Suitable Nuts and Plain Hardened Washers, ASTM A325, Type I. Galvanizing should
be in accordance with the requirements of ASTM A153, Class C. If galvanizing is not required, fasteners should
conform to the Standard Specifications for High Strength Bolts for Structural Steel Joints, Including Suitable Nuts and
Plain Hardened Washers, ASTM A325, Type 3.
b. Stainless steel hardware should be manufactured from material conforming to the Standard Specifications for Stainless
and Heat-Resisting Steel Bars and Shapes, ASTM A276, Type 304 or 316. Type 316 should be used in a salt water
atmosphere and treated with a positive corrosion resistant material.

23.4.2.9 Wrapping for Dolphins
Cable for wrapping dolphins should be galvanized 6  7 steel rope; or galvanized 7  7 mild plow steel rope. Where enhanced
corrosion resistance is required, 7  19 stainless steel wire rope should be used. The designer should evaluate the cost,
expected life, usage, susceptibility to damage and other pertinent factors when choosing the dolphin wrapping cable. All wire
ropes should have steel wire cores.
23.4.2.10 Corrosion Protection
Consideration should be given to protecting submerged steel surfaces cathodically and exposed surfaces by means of suitable
paint systems or by galvanizing.
23.4.3 HANDLING AND STORAGE OF MATERIALS (2010)
a. All timber, lumber, timber piles and associated hardware should be handled and stored in accordance with Chapter 7,
Timber Structures, Part 4, Construction and Maintenance of Timber Structures, Section 4.4, Workmanship for
Construction of Pile and Framed Trestles and Part 1, Material Specifications for Lumber, Timber, Engineered Wood
Products, Timber Piles, Fasteners, Timber Bridge Ties and Recommendations for Fire-Retardant Coating for
Creosoted Wood, Section 1.5, Specifications for Timber Piles.
b. Concrete materials such as cement, aggregates and steel reinforcement, should be stored in accordance with Part 1,
Materials, Tests and Construction Requirements, Section 1.8, Storage of Materials.
c. Handling and storage of steel items should be in accordance with Chapter 15, Steel Structures, Part 4, Erection, 1
Section 4.8, Handling and Storing Materials.
d. Miscellaneous parts and materials should be handled in a manner as to prevent loss and damage, and should be stored
on blocking or on platforms above the ground. Weather and fire protection should be provided as necessary.
23.4.4 FRAMING OF TIMBER (2010)

3
a. Timber should be cut and framed in accordance with Chapter 7, Timber Structures, Part 4, Construction and
Maintenance of Timber Structures.
b. Bolt heads and washers on the navigation side should either be recessed below the rubbing surface of the fender or be
of the dome-head type flush with the rubbing surface.
4
23.4.5 FABRICATION OF STRUCTURAL STEEL (2001)
Fabrication of structural steel should be in accordance with the requirements of Chapter 15, Steel Structures, except as noted
herein:
a. Substitution of stronger, but less energy absorbing members will not be permitted.
b. Substitution of higher grade, but less ductile steel will not be permitted.
c. Shop assembly will not be required.
d. Field welding will not be permitted, unless specifically authorized by the Engineer. All field connections should be
held to a minimum and should be made by means of bolts with appropriate washers and nuts.
e. Washers should be placed under both the heads and nuts of all bolts (except dome-head bolts) bearing on timber.
Suitable lock nuts should be provided where fastenings may tend to loosen.

23.4.6 PILE DRIVING (2001)
Pile driving should be performed in accordance with Part 4, Pile Foundations, Section 4.5, Installation of Piles or Chapter 7,
Timber Structures, Part 3, Rating Existing Wood Bridges and Trestles.
23.4.6.1 Pile Driving Records
An accurate record should be kept of all piles driven, on the form prescribed by the Engineer. The log should show date, type
of pile driven, pile number, location, type of hammer used, water depth and elevation, pile depth into soil, and ultimate driving
resistance. The form should be signed by the person recording the information, including their job title. The record should be
made a permanent part of the job statistics.
COMMENTARY (2010)
C - 23.3.2 DESIGN LOADS (2010)
C - ENERGY DISSIPATION
a. A moving vessel has a certain amount of kinetic energy, which is dependent upon the mass of the vessel and its
velocity. To redirect or stop a vessel in protecting the pier, a portion or all of its kinetic energy must be absorbed or
dissipated. This energy is dissipated by applying a force to the vessel over a given distance. For the fender to function
properly, this distance must be less than the distance from initial contact until the vessel would strike the pier. For large
vessels, traveling at fair speeds, in deep water, the amount of kinetic energy provided is large and the resistance of the
fender is relatively small and it is very difficult to design a fender that will completely protect a pier for such a collision
if the vessel is headed directly at the pier.
b. The energy in any contact with the fender is dissipated by deflection of the fender itself, by lifting a portion of the
fender, by lifting the vessel out of the water, by crushing of the fender, by crushing of the bow of the vessel, by
displacement of the water adjacent to the vessel, by displacement of the ground or river bottom, etc.
c. Several general facts should be considered and are noted briefly:
(1) It should be recognized that the total resisting force is not developed immediately upon impact, but requires some
movement until it develops.
(2) If the crushing force of the vessel is greater than the ultimate resisting force of the fender, then dissipation of the
kinetic energy occurs. Initially, the impact creates a force between the vessel and the fender, which causes the
vessel to decelerate and the fender to accelerate (F = mass  acceleration). At some point, the fender and the vessel
reach the same velocity and move along together, being slowed by the resisting forces of the fender and/or the soil
being acted upon. This will continue until either the vessel stops, the fender breaks or some combination of the
two.
(3) If the crushing force of the vessel is less than the total ultimate resisting force of the fender, then the velocity of the
fender will increase from zero to a maximum and decrease to zero again without a common velocity being
achieved. When the fender stops, the vessel continues to decelerate, acted upon by the crushing force.
C - FENDER FLEXIBILITY (2001)
a. An ideal pier fender would be constructed so that the fender itself absorbs all of the energy of the moving vessel in
stopping the vessel before it hits the pier and then returns to its normal position without damage to either the fender or

the vessel. Except for relatively small vessels and low speeds, design of such a fender is impractical due to the large
required resisting force and the short distance in which to stop the vessel.
b. A flexible fender, one that acts elastically, will absorb energy with little or no damage to the vessel; however, the
horizontal force that such a fender can resist is usually relatively small and may be insufficient to protect the pier. On
the other hand, a rigid fender is capable of resisting a considerably larger force, although this force may only be applied
over a small deflection before the member breaks, or is damaged locally. In this case, the total amount of energy
absorbed may be far less than is absorbed in a flexible fender, although a considerable amount of energy is absorbed in
breaking of the fender parts. In most cases, some compromise between a truly flexible and a very rigid fender is the
better solution.
c. In fender systems incorporating steel pipe piles or sheet pile cells, a concrete fill will provide a much more rigid device
than will one filled with sand, stone or riprap. In the latter case, the energy absorbing qualities are improved due to the
rubbing of the fill particles on each other, by friction in the interlocks of the sheet piles and the like. On the other hand,
one must be extremely careful that the pile wall or the sheet pile wall is protected to prevent damage resulting in the
loss of fill, which would materially reduce the effectiveness of the fender and its energy absorbing capability.
d. The type of fender used in any particular application must take into account the size and velocity of the vessel, flow of
the stream, the depth of the water, the founding conditions, the distance between the pier protection and the pier, the
strength of the pier itself and the types of cargo that are normally carried. The designer must normally use his
discretion in selecting a pier protection design that best suits all of the parameters of the individual case considered.
C - 23.4.2 MATERIALS (2010)

1
Timber, except walkway planking and handrails, may be preservative treated with creosote or other appropriate preservative
subject to environmental regulations. Walkway planking and handrails may be treated either with creosote, pentachlorophenol
or other preservative subject to environmental regulations. Pentachlorophenol or other appropriate treatments should be used
if the member is to be painted with exterior paints. Creosoted members will generally not accept exterior paints.
C - SOURCES OF INFORMATION (2001)

3
a. Guide Specification and Commentary for Vessel Collision Design of Highway Bridges, Volume I: Final Report,
American Association of State Highway and Transportation Officials, Washington, D.C., February, 1991.
b. Vessel Collision Design of Highway Bridges, NHI Course No. 13060, Publication No. FHWA HI-92-050-July, 1992.
c. Stream velocities for various river stages on most navigable waters can be obtained from the U.S. Corps of Engineers.
Channel locations, navigation maps and scour potential, may be available from the U.S. Corps of Engineers and the
4
U.S. Coast Guard.
d. Information regarding principal sizes, capacities and power of various vessels, as well as the type of cargo is usually
available for navigable waters from the U.S. Corps of Engineers, the U.S. Coast Guard, the American Waterways
Operators, Inc., port authorities, pilot associations and others.
e. Specific site parameters such as riverbed conditions, soil information, local wind and current effects on navigation
usually must be developed by the design engineer, although local pilot associations and and waterway users
associations may be able to help with the latter.
f. References are located at the end of this Chapter. Refer to Reference 17, 20, 29, 49, 76, 78, 80, 82, 84, 85, and 105.

THIS PAGE INTENTIONALLY LEFT BLANK.

Pier Protection Systems at Spans Over Navigable Streams - 2010

Uploaded by

Copyright:

Available Formats

Pier Protection Systems at Spans Over Navigable Streams - 2010

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Pier Protection Systems at Spans Over Navigable Streams - 2010

Uploaded by

Copyright:

Available Formats

8

Pier Protection Systems at Spans

Over Navigable Streams

Section/Article Description Page

23.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-2 1

23.2 Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-3

23.3 Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-4

23.4 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-20

Commentary (2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-24

© 2017, American Railway Engineering and Maintenance-of-Way Association

Figure Description Page

8-23-1 Energy Dissipation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23-7

SECTION 23.1 GENERAL

23.1.1 SCOPE (2010)

23.1.2 PURPOSE (2001)

23.1.3 TERMS (2001)

© 2017, American Railway Engineering and Maintenance-of-Way Association

8-23-2 AREMA Manual for Railway Engineering

SECTION 23.2 SPECIAL CONSIDERATIONS

23.2.1 VESSEL (2010)

23.2.2 WATERWAY (2001)

23.2.3 TYPES OF CONSTRUCTION (2001)

b. Some of the more common types of construction are as follows.

23.2.3.3 Floating Sheer Booms

© 2017, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 8-23-3

23.2.3.4 Hydraulic Devices

23.2.3.6 Other Types

23.2.4 PERMITS (2001)

SECTION 23.3 DESIGN1

23.3.1 GENERAL (2010)

(3) Ease of replacement of damaged parts.

(4) Elimination of sparking upon vessel impact.

(5) Accessibility for inspection.

© 2017, American Railway Engineering and Maintenance-of-Way Association

8-23-4 AREMA Manual for Railway Engineering

23.3.2 DESIGN LOADS (2010)

(2) The type of construction of the pier should be considered.

(1) Maximum sizes and types of vessels. 3

(3) Crushing resistance of hulls.

(4) Stream velocities.

(6) Impact angle.

(7) Wind velocities.

(8) Velocity and mass of floating ice.

c. The kinetic energy in the moving vessel may be determined as follows:

© 2017, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 8-23-5

V = Velocity of the vessel relative to the pier

d. Energy may be dissipated according to the following (see Figure 8-23-1):

23.3.3 SUGGESTED DESIGN PROCEDURE (2010)

(2) Assuming ultimate strength of materials.

c. Equate kinetic energy (KE) with energy dissipated (E):

e. Vertical movement of the vessel can be considered in the dissipation of energy.

© 2017, American Railway Engineering and Maintenance-of-Way Association

8-23-6 AREMA Manual for Railway Engineering

Figure 8-23-1. Energy Dissipation

© 2017, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 8-23-7

23.3.4 TYPES OF PROTECTION (2010)