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Anchored steel sheet pile bulkheads represent a significant portion of the aging waterfront infrastructure at U.S. ports and marine terminals. Many of these structures were constructed in the latter half of the 20th century using 150 ksi tie-rods - a material choice that offered cost and weight efficiency at the time but carries long-term risks in aggressive buried marine environments.
The risks are hydrogen embrittlement (HE) and stress corrosion cracking (SCC), and the inability to easily inspect these tie-rods combined with the absence of reliable visual warning indicators prior to fracture makes them particularly challenging to manage. This article addresses the potential failure mechanisms associated with 150 ksi tie-rods, outlines appropriate evaluation and risk mitigation protocols for existing facilities, and provides material selection guidance for new designs. The Problem with 150 ksi Tie-Rods The failure mechanisms are hydrogen embrittlement (HE) and stress corrosion cracking (SCC) - two related brittle failure modes that operate silently, without warning deformation, and at stress levels below nominal design capacity. Hydrogen embrittlement occurs when atomic hydrogen enters the steel matrix through corrosion reactions. Once inside the metal, hydrogen migrates to regions of high triaxial stress - threads, bends, connection points, and surface defects - where it reduces ductility and fracture toughness, enabling brittle crack propagation. The key governing factor is steel strength: published corrosion engineering guidance indicates that steels exceeding approximately 145 ksi are particularly susceptible. At 150 ksi, high-strength steel tie-rods fall squarely into the high-susceptibility range. Marine buried environments provide the conditions needed to drive this type of failure:
Why Conventional Inspection Does Not Solve This The rods are buried and inaccessible, and HE/SCC is localized and time-dependent - it progresses with no external sign until fracture occurs. Once a crack initiates, propagation to fracture is rapid. There is no reliable pre-failure indicator detectable by visual surface inspection. When the first rod fractures, load redistributes to adjacent rods. If those rods are in a similar state of degradation - which is likely given shared age, environment, and material - progressive fracture can follow. In severe cases, the result is total loss of the bulkhead structure. Increasing the factor of safety or adding redundancy does not eliminate the risk, because the mechanism is governed by material susceptibility and environment - not simply by nominal stress levels. Recommendations New Designs Avoid specifying 150 ksi tie-rods for buried deadman applications in marine environments. Instead:
The following six-step protocol is appropriate for existing facilities:
Conclusion High-strength tie-rods were installed widely across U.S. waterfront infrastructure in the latter half of the 20th century, and many remain in service today. HE and SCC are credible failure modes for high-strength steels in aggressive buried environments, and both progress without observable warning prior to fracture. The costs of proactive investigation and remediation are significant but are substantially lower than the consequences of undetected failure. For new designs, specify tie-rod steel in the 75-100 ksi yield range. For existing facilities where the tie-rod material grade is unknown, verify the grade against available as-built records. Where 150 ksi tie-rods are confirmed or suspected, follow the protocol described above to assess the condition and determine the appropriate risk mitigation measures. Author: Bradley A. Syler, PE, SE
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In-water structural piles are commonly repaired and preserved via structural encasements. A deteriorated zone on a steel, timber, or concrete pile gets encased with cast-in-place reinforced concrete or a grouted FRP jacket and the structure returns to service. When properly designed and installed, these systems restore section capacity and extend service life. That part of the story is reasonably well understood.
What gets less attention is what happens afterward - specifically, when a structural assessment or load rating analysis is required years or decades later. At that point, the condition of the original pile beneath the encasement is no longer directly observable. What it looked like before the encasement was installed and whether deterioration has continued since installation are questions that cannot be answered from a visual inspection of the encasement exterior. That uncertainty has real consequences for structural assessment and load rating work. Addressing it requires a structured approach - starting with whatever documentation exists and proceeding to field investigation where the documentation is absent or insufficient. Why Encasements Complicate Things The structural capacity of an encased pile is a function of both the original pile and the encasement acting together. Determining that combined capacity requires knowing the condition of the original pile at the time the encasement was installed and what the encasement was designed to do - specifically, whether it was intended to supplement or fully replace the pile's capacity in the deteriorated zone. These questions are not answerable from a post-repair inspection of the encasement exterior. The result is a data gap that, if not explicitly addressed, can lead to one of two problems: an unconservative assessment where the pile's actual capacity is less than assumed; or unnecessary conservatism that understates the pile's true load-carrying capacity. There is also another question that is easy to overlook: encasement systems do not inherently stop deterioration of the original pile. Whether they do depends on the type of system, the quality of the seals at the top and bottom of the encasement, and if the encasement material has remained impermeable. Some systems slow deterioration without fully arresting it. Whenever possible, structural assessments or load ratings should be based on measured conditions, not on an assumption that the encasement has provided complete isolation. Start with the Documents The process should begin with a thorough review of what is on record before any investigations are planned. Four document types are relevant, and they should be reviewed in sequence because each one informs how to interpret the next. Original Design Documents These establish the baseline: pile geometry, material grades, section properties, and original design loads. All subsequent capacity reductions due to deterioration are measured against this baseline. Where original design documents are unavailable, field measurements and material testing may be required before the assessment can proceed. Pre-Repair Inspection Reports These are typically the most valuable documents in the entire assessment. They represent the only direct, systematic observation of the original pile before it was permanently concealed. Useful data includes quantitative section loss measurements, photographic documentation, the vertical extent and location of deterioration, and the inspector's description of the deterioration mechanism. Where pre-repair records exist, they can be used to estimate residual section properties at the time of repair - the most defensible basis for the current assessment. Their absence is a significant gap that must be explicitly acknowledged and addressed, not papered over with an assumed condition. Repair Design Documents These describe what the encasement was designed to do and what condition of the original pile was assumed by the repair design engineer. The key comparison is between the assumed pre-repair condition used in the repair design and the measured condition documented in the pre-repair inspection reports. Where the repair design assumed less deterioration than was actually measured, the pile's actual condition going into the repair was worse than the repair was designed for - which has direct implications for current residual capacity. Post-Repair Inspection Reports These document the observable condition of the encasement at various points after installation. Cracking or spalling in concrete encasements, delamination in FRP jackets, and rust staining or leakage at the encasement seals can all indicate internal distress. The important limitation: a clean-looking encasement exterior does not confirm the original pile beneath is undamaged or that deterioration has been arrested. When Field Investigation Is Needed Where the documentation record is incomplete, contains gaps that cannot be resolved from the record alone, or where the structural assessment or load rating analysis is sensitive to section loss assumptions, targeted field investigation is the appropriate path forward. The primary techniques applicable to encased piles are:
Addressing Remaining Uncertainty Where data gaps remain after documentation review and field investigation, the remaining uncertainty needs to be explicitly stated in the structural assessment or load rating analysis - not silently absorbed into an assumed condition. Appropriate treatments include:
Final Thought Encasement repairs are a standard and effective tool for repairing and extending the service life of in-water structural piles. The challenge they create for subsequent structural assessment or load rating analysis is real but manageable - provided the work is approached with structured documentation review, targeted field investigation, and explicit treatment of remaining uncertainty. Author: Bradley A. Syler, PE, SE Our What’s Poppin’ with ESOP event brought teams together across all offices and even in the field to celebrate what it means to be employee-owners. Team members enjoyed a build-your-own popcorn bar with a variety of toppings, explored ESOP facts displayed throughout each location, and connected with ESOP Committee members who were available to answer questions and share insights. Most importantly, the event highlighted the power of ownership that unites us all, no matter where we work. It was a fun and meaningful way to celebrate the role each of us plays in our shared success. Marine infrastructure - including navigation structures, bulkheads, wharves, piers, and guide walls - is essential to economic activity and national logistics networks. Many of these assets are aging and require rehabilitation or replacement under increasingly constrained budgets and demanding operational conditions.
Marine construction projects are commonly performed in environments with limited accessibility and continuous exposure to hydraulic, environmental, and operational forces. Construction activities must frequently occur within restricted environmental windows, active navigation corridors, and around structures that remain in service throughout the work. These realities demand a project delivery approach that is inherently adaptive, collaborative, and risk-aware. Traditional Design-Bid-Build (DBB) delivery methods require completion of design prior to contractor involvement, creating a fundamental disconnect between design assumptions and construction realities. In contrast, Design-Build (DB) delivery integrates these functions under a single entity, enabling more responsive and efficient project execution. This article examines the application of design-build delivery in marine construction, focusing on its ability to reduce risk, improve constructability, and deliver better outcomes for infrastructure owners navigating complex waterfront projects. Background and Industry Context Characteristics of Marine Construction Marine construction projects present several defining characteristics that distinguish them from land-based work:
Limitations of Design-Bid-Build Delivery The Design-Bid-Build model separates design and construction into sequential, contractually distinct phases. While widely used and well understood, this approach introduces several limitations that are amplified in the marine environment:
The Design-Build Delivery Framework Design-build delivery consolidates design and construction responsibilities within a single entity, fundamentally changing the dynamics of project execution. This integration allows for:
Advantages of Design-Build for Infrastructure Owners Risk Allocation and Management One of the most significant advantages of design-build is its ability to align risk with the party best equipped to manage it. In marine construction, key risks include:
By consolidating responsibility, design-build reduces the potential for disputes and encourages proactive risk mitigation. The owner benefits from a single point of accountability - one contract, one schedule, and one team responsible for delivering the project. Constructability and Innovation Early contractor involvement is a hallmark of design-build, and it produces designs that reflect actual construction conditions rather than theoretical assumptions. This integration fosters innovation that is difficult to achieve under traditional delivery:
Schedule and Cost Benefits Design-build facilitates meaningful schedule compression and cost control through several mechanisms: Schedule advantages:
Cost advantages:
Industry experience consistently demonstrates that in-water construction can take two or more times longer than equivalent out-of-water work. Design-build teams, by integrating this knowledge into the design process, can maximize offsite fabrication and minimize the duration of the most difficult and expensive construction activities. Operational Continuity For infrastructure owners, minimizing disruption to ongoing operations is often as important as the construction itself. Navigation channels must remain open, terminals must continue to function, and adjacent facilities must be protected. Design-build supports operational continuity through:
Simplified Owner Experience Beyond the technical and financial advantages, design-build fundamentally simplifies the owner's role in project delivery:
Conclusion Marine construction projects are inherently uncertain and complex, requiring delivery methods that can adapt to changing conditions in real time. Traditional design-bid-build approaches, while familiar and widely used, are often poorly suited to these environments due to their inherent fragmentation, rigid sequencing, and limited flexibility. Design-build delivery provides a more effective framework by integrating investigation, design, and construction into a single, cohesive process. This integration enables:
Recommendations for Infrastructure Owners To maximize the benefits of design-build in marine construction, infrastructure owners should consider the following best practices:
Design-build delivery represents a fundamental shift in how marine infrastructure projects are planned, designed, and constructed. Unifying these traditionally separate functions creates a delivery framework that is better aligned with the realities of working on and under the water where adaptability, collaboration, and integrated expertise are the keys to success. Author: Bradley A. Syler, PE, SE  There’s something powerful about getting your hands in the dirt and knowing it makes a difference. On Saturday, April 18, a group from Marine Solutions, including Sean Chapman, PE, John Fangmeyer, EIT, Ashley Sanders, and Megan Kauffman, joined hundreds of volunteers at the 27th Annual Reforest the Bluegrass event. The initiative focuses on expanding tree canopy in local parks, strengthening ecosystems for wildlife, and improving air and water quality across the region. What stood out most to our team was not just the act of planting trees, but seeing the results of past efforts. Nearby, taller trees from earlier Reforest the Bluegrass events served as a reminder that these efforts create lasting impact. It reinforced our belief that the work we do today contributes to a healthier environment for the future. Participating in Reforest the Bluegrass reflects our commitment to supporting environmental initiatives that strengthen the communities where we live and work. Opportunities like this allow our team to contribute in a meaningful, hands-on way while supporting long-term environmental stewardship. We are proud of our team for contributing their time and effort to a cause that will continue to grow and benefit the community for years to come. Building on a strong history of successful project delivery for River Bend Ag, LLC, Marine Solutions was selected to provide design-build services for upgrades at their New Madrid dock facility. This work supported the recent replacement of the facility’s material handling equipment. Marine Solutions led the design and construction for the installation of two new 72-inch monopile dolphins and associated pile guide systems connected to the existing dock barge. Dive teams also performed demolition of existing structures and identified debris and hazards to support safe pile driving operations. These improvements enhanced the captured barge dock’s resilience and increased operational capabilities during extreme high-water conditions. Working collaboratively with the owner and a trusted subcontractor, Marine Solutions delivered a turn-key seamless solution within six months of proposal, strengthening River Bend Ag’s operations and improving efficiency for the local agricultural community.
 22nd Annual Best Places to Work in Kentucky Award Winners Announced
FRANKFORT, Ky. – The Kentucky Chamber of Commerce, the Kentucky Society for Human Resource Management (SHRM Kentucky) and Saint Joseph Health announce the 100 companies (in alphabetical order) that made the 22nd Annual Best Places to Work in Kentucky list. The winner rankings will be announced at the awards dinner Thursday, June 18, 2026, at the Central Bank Center in Lexington. Winners from across the state have been selected in three categories: small companies of 15-149 employees, medium companies of 150-499 employees and large companies consisting of more than 500 employees (categories based on number of U.S. employees, only Kentucky employees surveyed). The selection process, managed by Workforce Research Group, is based on an assessment of the company’s employee policies and procedures and the results of an internal employee survey. The competition is a multi-year initiative designed to motivate companies in the Commonwealth to focus, measure and move their workplace environments toward excellence. Numerous studies show a strong correlation between profitability and creating a good place to work. For over 75 years, the Kentucky Chamber of Commerce has represented the interests of member businesses throughout Kentucky – from family-owned shops to Fortune 500 companies. As the state’s premier business advocate, the Kentucky Chamber is a recognized and respected voice across the Commonwealth, working every day to unite business and advance Kentucky. SHRM Kentucky consists of 12 local chapters that provide ongoing education and leadership opportunities for over 3,000 human resource professionals throughout the Commonwealth. For more details about Best Places to Work in Kentucky, visit bestplacestoworkkentucky.com. Marine Solutions recently evaluated a 42-foot diameter, 33-foot tall steel storage tank. Our team was tasked with developing a 3D finite element model to determine how the tank would perform under high wind conditions after two new 3’x7’ wall openings were cut into the tank wall. Because of the tank’s size and geometry, finite element analysis (FEA) was the ideal method for accurately predicting stress levels throughout the tank wall. The tank’s wall thickness varied from 3/16" at the base to 3/32" at the top, making it especially vulnerable to buckling under compression. Cutting new openings in the tank wall further increased compressive stresses in the surrounding areas. Our analysis revealed that reinforcing steel angles would be required around the new openings to maintain the tank’s structural stability. A standout feature of this project was the quick turnaround time. Our team developed the 3D model, performed the analysis, and delivered results to the client in less than one week, keeping the project moving without disruption to the project schedule. We’re grateful to our client for the opportunity to support them on this unique and fast-paced project. Learn more about our engineering and analysis services: MSImarinesolutions.com/services.
In April 2024, Marine Solutions conducted a routine inspection of the waterfront structures at a marine terminal in Pennsylvania. The inspection included an assessment of the above- and below-water conditions of the structural components, collection of river bottom soundings and underwater soil samples, and prioritized repair recommendations. A mooring analysis was also performed to establish mooring limits for vessels typically occupying the berth. The terminal is located on the Monongahela River and consisted of steel sheet pile mooring cells, tri-tie dolphins, and a platform structure. With a nearby lock and dam scheduled to be demolished—lowering the normal pool elevation by approximately 3.2 feet—the client required dredging in the berth area to maintain adequate vessel clearance and accommodate changing navigation conditions. Our team provided periodic hydrographic surveying and dredging support. By October 2025, our team had completed a comprehensive repair project at the terminal, from design through construction. Work included installing new cell bands, demolishing and replacing an existing cell with a tri-tie pipe pile dolphin, removing and replacing concrete and steel bump-outs with driven pipe piles, upgrading mooring fittings, reinstalling two stairways, and providing additional dredging operations. These efforts strengthened the terminal’s infrastructure and supported continued safe and efficient unloading operations for asphalt transport barges.
This week, we celebrated our very first ESOP Statement Day! Once a year, we’ll take time to open our ESOP statements, see how our ownership shares have grown, and celebrate the fact that we’re all in this together as employee-owners. We kicked things off with “Scoops of Ownership,” an ice cream social that made the day even sweeter. Whether you were in the office or out in the field, we made sure everyone had a chance to join in the fun and share in the excitement. ESOP Statement Day isn’t just about a number on a page. It’s a reminder that everything we do, every project, every problem solved, every client served, adds to something we all own and are building together. Here’s to growing our future as a team. Happy first ESOP Statement Day! We’re back from the Ports '25 Conference and still energized by the exchange of ideas, meaningful conversations, and shared passion for the future of our nation’s infrastructure. Hosted by the American Society of Civil Engineers (ASCE), the PORTS Conference is a leading technical forum bringing together professionals from across the maritime, port, and coastal infrastructure sectors. It's an invaluable opportunity for us to discuss the latest research, innovations, and challenges shaping our waterways and working waterfronts. Marine Solutions had the honor to present on numerous topics this year, ranging from advances in marine engineering technology to practical real world applications. We’re proud of the expertise our team shared and the thoughtful discussions they helped lead. Ports has always been and continues to be a highlight for our team, not only for its professional development value but also for the chance to connect with peers, build relationships, and engage with the broader marine infrastructure community. Scroll down to see some highlights from this year’s conference. 
 21st Annual Best Places to Work in Kentucky Award Winners Announced
FRANKFORT, Ky. – The Kentucky Chamber of Commerce, the Kentucky Society for Human Resource Management (KYSHRM) and CHI Saint Joseph Health announce the 100 companies (in alphabetical order) that made the 21st Annual Best Places to Work in Kentucky list. The winner rankings will be announced at the awards dinner Thursday, May 22, 2025, at the Central Bank Center in Lexington. Winners from across the state have been selected in three categories: small companies of 15-149 employees, medium companies of 150-499 employees and large companies consisting of more than 500 employees (categories based on number of U.S. employees, only Kentucky employees surveyed). The selection process, managed by Workforce Research Group, is based on an assessment of the company’s employee policies and procedures and the results of an internal employee survey. The competition is a multi-year initiative designed to motivate companies in the Commonwealth to focus, measure and move their workplace environments toward excellence. Numerous studies show a strong correlation between profitability and creating a good place to work. For over 75 years, the Kentucky Chamber of Commerce has represented the interests of member businesses throughout Kentucky – from family-owned shops to Fortune 500 companies. As the state’s premier business advocate, the Kentucky Chamber is a recognized and respected voice across the Commonwealth, working every day to unite business and advance Kentucky. Kentucky SHRM consists of 12 local chapters that provide ongoing education and leadership opportunities for over 3,000 human resource professionals throughout the Commonwealth. For more details about Best Places to Work in Kentucky, visit bestplacestoworkkentucky.com. 
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