Port Of New Orleans Access Channel Deepening Feasibility Study
Mississippi River Valley Division,Regional Planning and Environment Division SouthPort of New Orleans AccessChannel Deepening FeasibilityStudyAppendix A: EngineeringMarch 2020
Mississippi River Valley Division,Regional Planning and Environment Division South
Port of New Orleans Deepening Feasibility StudyAppendix A: EngineeringCONTENTSGeneral . 1Hydraulics and Hydrology . 12.1Purpose of STUDY . 12.2Methology . 12.3Conclusions . 10Geotechnical Investigations and Design . 113.1GEOTECHNICAL DESIGN for channel deepening . 11Data Collection. 11Project Design Criteria . 11Field Investigation . 11Geology . 12Laboratory Tests . 12Foundation Design . 12Geotechnical Analysis . 13Pile Capacity of Existing Structures . 15Civil Design . 164.1Channel design . 16General . 164.1.1.2New Orleans Harbor . 174.1.1.3Project/Study Limits . 194.1.1.4Limits of Responsibility . 204.1.1.5Project Datum and Hydraulic Reference . 204.1.1.6Project Advance Maintenance & Over Depth . 21Alternative Design Criteria . 224.1.2.1Alternative Design Elevations . 224.1.2.2Dredge Template . 234.1.2.3Dredge Disposal . 2340 ft Alternative . 244.1.3.140 ft Alternative Phase I . 244.1.3.240 ft Alternative Phase II . 25i
Port of New Orleans Deepening Feasibility StudyAppendix A: Engineering45 ft Alternative .254.1.4.145 ft Alternative Phase I .254.1.4.245 ft Alternative Phase II .2650 ft Alternative .274.1.5.150 ft Alternative Phase I .274.1.5.250 ft Alternative Phase II .28USACE Construction Dredging Quantities .28USACE Maintenance Dredging Quantities .30PORT Construction Quantities .314.1.8.1PORT Phase I Construction Quantities .314.1.8.2PORT Phase II Construction Quantities .31PORT Maintenance Quantities .324.2Focused Array of Alternatives Cost Estimates .32General .324.2.1.1Dredging .324.2.1.2Dredge Disposal .32USACE - Deepened Approach Channel .32PORT – “Reach 1” 160 ft Berthing Phase I .33PORT – “Reach 2” 160 ft Berthing Phase II .334.3Operations and Maintenance Dredging .33USACE Maintenance Dredging .33PORT Maintenance Dredging .334.4Tentatively Selected plan (TSP) – 50 ft Alternative .344.5Relocations .37Purpose .37Scope .37Process.37Estimated Relocations Costs .37Structure Design .395.1Structural Project features .39References .39General Design Criteria .395.3Nashville “B” wharf pile analysis .43Cost Estimates .446.1Basis of Cost Estimate .44ii
Port of New Orleans Deepening Feasibility StudyAppendix A: Engineering6.2Contingencies . 446.3Detailed Estimate . 44LIST OF TABLESTable A:2-1. Baton Rouge Grain Class Distribution . 2Table A:2-2. Initial Model Results . 7Table A:2-3. Fine Sediment Parameter Tests . 8Table A:2-4. Summary of Model Results . 8Table A:3-1. Factor of Safety (FS) – Existing Conditions . 13Table A:3-2. Factor of Safety – Proposed Conditions . 14Table A:4-1. Design Elevations . 23Table A:4-2. Construction Dredge Quantities . 29Table A:4-3. Estimated Shoaling Quantities . 30Table A:4-4. Estimated PONO Phase II Construction Quantities. 31Table A:4-5. 50 ft TSP Phase I Construction Summary . 35Table A:4-6. 50 ft TSP PONO Phase II Construction Summary . 36Table A:4-7. 50 ft TSP USACE Maintenance Dredging Summary . 36Table A:4-8. River Deepening Facilities Relocation Costs . 37LIST OF FIGURESFigure A:2-1. Baton Rouge Sand Concentration . 2Figure A:2-2. Baton Rouge Sand Concentration Time Series. 3Figure A:2-3. Fairview Crossing Discharge . 4Figure A:2-4. Fairview Crossing Silt Concentration . 4Figure A:2-5. Fairview Crossing Sand Concentration . 5Figure A:2-6. 3D Model Bathymetry . 5Figure A:2-7. Area of Federal Dredging Responsibility . 6Figure A:2-8. 35 ft Alternative Accumulated Material . 9Figure A:2-9. 45 ft Alternative Accumulated Material . 10Figure A:2-10. 50 ft Alternative Accumulated Material . 10Figure A:4-1. Mississippi River Ship Channel . 17Figure A:4-2. Current New Orleans Harbor Authorization Limits . 18Figure A:4-3. Current Authorization Limits Compared to the New Authorized Study Limits . 19Figure A:4-4. Project/Study Limits . 20iii
Port of New Orleans Deepening Feasibility StudyAppendix A: EngineeringFigure A:4-5. 2007 LWRP Elevations – NAVD88 (2009.55) .21Figure A:4-6. River Deepening Facilities Relocation Costs .38Figure A:5-1. Wharf Live Load .40Figure A:5-2. Wharf Partial Plan .40Figure A:5-3. Wharf Plan Legend .41Figure A:5-4. Wharf Pile Length .41Figure A:5-5. Wharf Cross Section .42iv
Port of New Orleans Deepening Feasibility StudyAppendix A: EngineeringGeneralThis draft Engineering Appendix presents and documents the feasibility level engineeringand design for the Port of New Orleans Access Channel Deepening Feasibility Study(PONO), Tentatively Selected Plan (TSP). The non-Federal sponsor (NFS) is the Port ofNew Orleans (PORT). Development of the Engineering Appendix was in accordance withEngineering Regulation (ER) 1110-2-1150, "Engineering and Design for Civil WorksProjects," dated 31 August 1999. The comparative studies of alternatives, fieldinvestigations, designs, and costs estimates presented herein are in sufficient detail tosubstantiate the recommended plan and baseline estimate.All elevations are referenced to North American Vertical Datum of 1988 (NAVD 88 (Epoch2009.55)), unless otherwise noted.Hydraulics and Hydrology2.1PURPOSE OF STUDYA model study was conducted to inform the study team on the possible shoaling increase asa result of deepening the maintenance depth at the PORT. The Delft3D model analysisincluded the construction of a two-dimensional (2D) model extending from the Inner HarborNavigation Canal (IHNC) Lock to Baton Rouge, LA. The purpose of this 2D model was toascertain the river discharge and sediment loads at Fairview Crossing River Mile (RM) 116Above Head of Passes (AHP). This information was required to develop upstream boundaryconditions for the 3D model. The 3D model extends from the IHNC Lock to FairviewCrossing and was used to develop shoaling estimates.2.2METHOLOGYA depth-averaged sediment model from the IHNC Lock to Baton Rouge with a fixed bed wasused to develop a time series of discharge and sediment load at the Fairview Crossing. Theobserved stage data at the IHNC lock was used as the 2D model tailwater condition, and theU.S. Geological Survey (USGS) measured discharge data at Baton Rouge, LA, defined theupstream inflow boundary. Additionally, the discharge was withdrawn from the model at theBonnet Carre Spillway and Davis Pond as it occurred. The 2D model simulation wasexecuted from 1 October 2017 through 8 July 2018.The USGS measured suspended sediment at Baton Rouge was analyzed to buildconcentration-time series for the 2D model for five sand classes. A linear relationship was1
Port of New Orleans Deepening Feasibility StudyAppendix A: Engineeringdeveloped between the measured suspended sand concentration and the Mississippi Riverdischarge at Baton Rouge. This relationship is shown graphically in Figure A:2-1.Figure A:2-1. Baton Rouge Sand ConcentrationThis linear relationship was then used to develop an hourly suspended sand concentrationtime series at Baton Rouge. This total sand concentration was further subdivided among fivesand grain classes using the distribution shown in Table A:2-1. This distribution wasdesigned to replenish the bed at the upstream end of the model in a similar ratio to that usedin the 3D model bed, which is predominantly composed of fine sand. This distribution wasalso used as the initial bed configuration in the 2D model.Table A:2-1. Baton Rouge Grain Class DistributionGrain classSize range (mm)Percent of total concentrationVery Fine Sand0.062 - 0.1255Fine Sand0.125 - 0.2581Medium Sand0.25 – 0.511Coarse Sand0.5 – 12Very Coarse Sand1–212
Port of New Orleans Deepening Feasibility StudyAppendix A: EngineeringThe resulting sand concentration time series are shown in Figure A:2-2. The siltconcentration was held steady at 0.035 kg/m3 at Baton Rouge, LA.Figure A:2-2. Baton Rouge Sand Concentration Time SeriesThe bathymetry used for the 2D model was from a 2D Adaptive Hydraulics model developedby the U.S. Army Engineering Research and Development Center as used in the MississippiRiver Ship Channel (MRSC) Gulf to Baton Rouge, LA Integrated General ReevaluationStudy (December 2017).The computed Mississippi River discharge and sediment concentration for each grain classare shown in Figures A:2-3 to A:2-5. This data was used at the upstream boundary of the 3Dmodel.3
Port of New Orleans Deepening Feasibility StudyAppendix A: EngineeringComputed Mississippi River Discharge at Fairview Crossing (RM116 AHP)4000035000Discharge -Jul-187-Sep-1819-Jul-187-Sep-18Figure A:1-3. Fairview Crossing DischargeSilt Suspended Concentration (kg/m3)Fairview Crossing Computed Silt 1830-May-18Figure A:2-4. Fairview Crossing Silt Concentration4
Port of New Orleans Deepening Feasibility StudyAppendix A: EngineeringFairview Crossing Computed Sand ConcentrationSand Concentration May-1819-Jul-187-Sep-18VCSFigure A:2-5. Fairview Crossing Sand ConcentrationThe 3D model grid extends from the IHNC Lock at the downstream end to the FairviewCrossing at the upstream end. The model bathymetry was sourced from multi-beam sonarand Light Detection and Ranging (LiDAR) data and is as shown in Figure A:2-6. The multibeam sonar data was co
Port of New Orleans Deepening Feasibility Study Appendix A: Engineering 1 General This draft Engineering Appendix presents and documents the feasibility level engineering and design for the Port of New Orleans Access Channel Deepening Feasibility Study (PONO), Tentatively Selected Plan (TSP). The non-Federal sponsor (NFS) is the Port of
4 - 7 ASTM Committee C 09 Meeting New Orleans, LA/Sheraton New Orleans www.astm.org 5 - 8 ASTM Committee E 05 Meeting New Orleans, LA/Sheraton New Orleans www.astm.org 6 ASTM Committee C 17 Meeting New Orleans, LA/Sheraton New Orleans www.astm.org 6 - 7 ASTM Committee C 27 Meeting New Orleans, LA/Sheraton New Orleans www.astm.org
Port of Savannah Port of Jacksonville Port Everglades Port of Miami Port of Tampa Port of Mobile Port of Gulfport Port of New Orleans Port of South Louisiana Panama Canal Port Canaveral. New Orleans. Once 2014 rolls around, however, and the Panama . Canal opens to the post-Panamax ships, the definition of
Doosan Heavy Ind. DP World Cochin JNPT Port of Dubai Port of El Callao Port of Everglades Evergreen Fantuzzi-Reggiane Port of Felixstowe Fels crane FMC Technologies Port of Gioia Tauro Port of Gothenburg Port of Guanghzou Port of Hamburg Port of Heidland Port of Helsinki Port of Ho Ci Minh
NxM ("N by M") switch ! Often N M ! Goals " High throughput ! Best is MIN(sum of inputs, sum of outputs) " Avoid contention " Good scalability ! Linear size/cost growth Input Port Input Port Input Port Input Port Input Port Input Port Output Port Output Port Output Port Output Port Output Port Output Port Switch Fabric
The NFS is in support of the plans, with the inclusion of optimization of the plan. Study Area: The study area is the access channel in front of the PORT's Container Port on . Port of New Orleans Access Channel Deepening New Orleans, Louisiana Draft Feasibility Report 1
But if you love her, you know what I mean. 11 Good Morning, New Orleans (Good Morning, New Orleans) We love you, New Orleans (We love you, New Orleans) I feel like I’m a king when I lay down and dream About my people that all live here. We just love her so much. 15 Ba boop beeeee bigg
The Ritz-Carlton, New Orleans 921 Canal Street New Orleans, LA 70112 At the Ritz-Carlton, New Orleans, located on the edge of the French Quarter, The experience of the city comes to life as soon as guests cross the threshold of the historic luxury hotel
2014 AMC 8 Problems Problem 1 Harry and Terry are each told to calculate . Harry gets the correct answer. Terry ignores the parentheses and calculates . If Harry's answer is and Terry's answer is , what is ? Solution Problem 2 Paul owes Paula 35 cents and has a pocket full of 5-cent coins, 10-cent coins, and 25-cent coins that he can use to pay her. What is the difference between the largest .
