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Texas City Channel Deepening — a Design-Build First Proceedings, WEDA XXXII Technical Conference & TAMU 43 Dredging Seminar TEXAS CITY CHANNEL DEEPENING – A DESIGN-BUILD FIRST Larry A. Wise, P.E.1 and Philip J. Burgmeier2 ABSTRACT Chosen for its efficient delivery process, the Texas City Channel Deepening Project marks the first time that the USACE utilized the design-build method for a major navigational improvement dredging project. Moffatt & Nichol along with HVJ Associates, as engineers and designers of record, and Weeks Marine, Inc., as constructors, formed the design-build team for dredging and placement, modification of existing placement area levees, and onsite construction support. The 11 km (6.75 mile) long Texas City Channel connects the Port of Texas City to the Houston-Galveston Channel and the Gulf of Mexico. The channel serves the 10th largest port (in terms of tonnage) in the country. Weeks Marine, Inc., under contract to the U.S. Army Corps of Engineers (USACE) Galveston District, deepened the channel from 12.2 m (40 feet, ft) to 13.7 m (45 ft). The project consisted of maintenance dredging followed by dredging for the deepening, which produced approximately four million cubic yards of dredge material. Approximately 690,000 m3 (900,000 cubic yards, cy) of maintenance material was used to renourish an existing recreational beach on the Texas City Dike. The new work material was used to construct perimeter levees for 273 hectares (685 acres, ac) of new intertidal wetlands near the Texas City Channel and adjacent to Pelican Island, which will be filled over time with approximately 7.6 million m3 (10 million cy) maintenance dredged material. These new levees were armored with rock to protect them against waves. Design-build is a new methodology for the U.S. Army Corps of Engineers for navigation projects. Some of the highlights and lessons learned from the contractor’s and engineer’s perspectives will be discussed. Keywords: Dredging, beneficial uses, levees, design build. INTRODUCTION The design-build procurement and construction methodology currently accounts for more than 1/3rd of private sector, non-residential construction and is growing in importance for public sector work in the United States. Under the traditional design-bid-build methodology the design work is completed by the owner, or the owner’s engineer, and then a complete set of construction documents (plans and specifications) are bid on by the construction contractor. In the design-build methodology the owner provides a conceptual level (typically 30% complete) design along with functional requirements for the project. The construction contractors then team with an engineer to serve as the designer of record and complete the construction documents. The owner maintains involvement, either directly or using an outside owner’s engineer, to ensure that the construction documents and constructed project meet the needs and intent of the project. The design-build methodology offers several potential advantages to the owner and constructor. These include: Potential to expedite project schedule by completing design tasks, particularly for later portions of the job, during construction. Ability of the contractor to modify design elements, within functional requirements of the owner, to better suit the contractor’s available equipment and preferred methodologies. Potential for alternative design concepts to be used which may result in cost or schedule savings. Increased participation of the engineer throughout the construction process. 1 Sr. Coastal Engineer, Moffatt & Nichol, 11011 Richmond Ave. Suite 200, Houston, Texas 77042, USA, T: 713- 977-7372, Fax: 713-977-7379, Email:[email protected]. 2 Project Manager, Weeks Marine, Inc., 304 Gaille Drive, Covington, Louisiana 70433, USA, 985-875-2500, 985- 875-2570, [email protected]. 128 Proceedings, WEDA XXXII Technical Conference & TAMU 43 Dredging Seminar Decreased risk for the owner due to designer and constructor being joined under one contract, taking the owner out of the middle of disputes. The design-build methodology has recently begun to become used in the U.S. dredging market. Several private marine terminals have used the methodology, including several liquefied natural gas terminals on the Gulf Coast which Weeks Marine, Inc. and Moffatt & Nichol have been involved with either as a team or individually. The Texas City Channel deepening project was funded, largely, under the American Recovery and Reinvestment Act of 2009 (ARRA). Due in part to the desire to expedite construction of the project the U.S. Army Corps of Engineers chose to use the design-build methodology. This is the first time a major navigational improvement dredging project has been procured by the Corps under this methodology. This paper will summarize the project and examine some of the differences between design-build and traditional design-bid-build methodology as pertained to the project as well as discuss some of the lessons learned from the perspective of the design-build team of Weeks Marine and Moffatt & Nichol. PROJECT BACKGROUND AND OVERVIEW Originally created in the 1890s and reaching its present configuration in 1967, the 11 km (6.75 miles) long Texas City Channel (Figure 1) is a federally maintained, deep-draft navigation channel serving the deepwater Port of Texas City. The Port of Texas City is 11 km (7 miles) from Galveston and 18 km (11 miles) from the Gulf of Mexico. The Port of Texas City is currently the 10th largest port in the nation in terms of tonnage, with 48 million tonnes (52.6 million short tons) throughput annually. Key commodities passing through it include crude oil, gasoline, diesel, and jet fuel. The principal purpose of the Texas City Channel project (Figure 2) was to deepen the 121 m (400 ft) wide channel from 12.2 m (40 ft) to 13.7 m (45 ft). This required dredging of approximately 1.9 million m3 (2.5 million cy) of new work material. This newly dredged material was used to construct approximately8.8 km (29,000 linear ft, lf) of new levees to create new dredged material placement areas in open water. Placement area SPPA 2, 59.5 hectares (147 ac), was adjacent to existing placement areas 5 and 6. Placement areas SPPA 3 through 5, totaling 165 hectares (408 ac), are a new island just east of existing placement area 5 and 6. The fifth placement area was constructed on the west side of Pelican Island and totaled 40.9 hectares (101 ac). Placement areas SPPA 2 and Pelican Island were constructed in relatively shallow water ranging from zero to approximately 2 m (6 ft) depth. SPPA 3 through 5 was constructed in slightly deeper water averaging approximately 2.4 m (8 ft) depth. Over time, these placement areas will be filled with dredged material from channel maintenance to create approximately 263 hectares (650 ac) which will eventually be converted to emergent marsh. The project also included levee raising for an existing upland placement areas 5 and 6 in order to accommodate approximately 0.4 million m3 (0.5 million cy) of maintenance dredged material. The contract also included the repair of shore protection, both rock riprap and concrete block mattresses, damaged by Hurricane Ike in 2008. Another approximately 0.8 million m3 (1 million cy) of maintenance dredged material was placed on to the beach on the north side of the Texas City Dike to re-nourish the beaches and help repair damages from Hurricane Ike. 129 Proceedings, WEDA XXXII Technical Conference & TAMU 43 Dredging Seminar Figure 1. Overview of project area including existing placement areas 5 & 6 and new placement areas SPPA 2, and SPPA 3-5 (SPPA 1 & 1A were not included in the contract and Pelican Island placement area is modified from the original RFP configuration) Figure 2. Typical cross-section for channel deepening (previously removed maintenance material shown as cross-hatched). 130 Proceedings, WEDA XXXII Technical Conference & TAMU 43 Dredging Seminar SELECTION The Texas City deepening project was initially studied and authorized (for a 15.2 m (50 ft) depth) by the Corps in 1982 but was never constructed. In 2001 the City of Texas City, the local sponsor, reactivated the project and the Corps completed a limited re-evaluation in 2003. The initial design work was completed by the Galveston District and documented in the Final-Draft Engineering Appendix dated 2007. The conceptual design, 30% complete, was by the Galveston District and released for bidding purposes in June of 2009. The Corps used a two phase “best value” selection process through a Request for Proposals (RFP). The RFP process originally included 30 days for the first phase and 30 days for the second phase. In Phase 1 of the RFP, design-build teams submitted certain specified performance capability and qualifications information, demonstrating their capability and capacity to successfully execute the design-build construction contract. The Corps used the Phase 1 submittals to qualify firms who were requested to submit a follow-on Phase 2 proposal. Selection was based on: business management plan (including organization, quality control, health and safety, and personnel); specialized experience; past performance; key project personnel capabilities and experience; and, financial capability. After notification of qualified firms from the Phase 1 process, approximately three weeks were initially allotted for preparation of the Phase 2 RFP, although through amendments this was extended to approximately seven weeks. In Phase 2, the selected teams submitted a preliminary technical-design, the remainder
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