Tips & Advice Posts

<h2>SOCKET (FEMALE INTERLOCK)</h2>

1. Look down the socket from the end of the sheet pile to check for any bends or kinks that would make for hard driving conditions.
2. The open end of the socket comes from the mill at approximately ½”.  From the side of the sheet pile, you want to see if there are any areas where the socket is “opening” too wide.  The “Ball” comes from the mill at approximately 7/8”, if the socket is opened 7/8” or wider the sheet will not interlock.  If the socket is ¾”, the interlock is almost worn out.
3. RULE OF THUMB:  If your index finger (depending on the size) can move freely in the opening of the socket perpendicular to the sheet pile, the interlock is worn out.
4. The leading female interlock may have the top 12” of one side of the socket cut off.  This makes the sheet pile easier to connect to adjacent sheet pile when driving.
5. Note if any material (Wadit, Adeka, etc.) was placed in the interlock to make the sheet pile more watertight.

<h2>BALL (MALE INTERLOCK) </h2>

1. Look down the Ball from the end of the sheet pile to check for any bends or kinks that would make for hard driving conditions.
2. The Ball comes from the mill at 7/8”.  From the side of the sheet pile, make sure the ball is still in tact and not less than 5/8”.  Keep your maximum allowable Socket size in mind when determining the acceptable Ball thickness.

<h2>GENERAL TIPS</h2>

1.  It is acceptable for the sheet pile to have a handling hole at the top of every sheet.
2. Holes below the top of the sheet pile must be noted.  These holes can be patched with a piece of flat bar and a full-length fillet weld around the patch.
3. Note any coating and weldments.
4. Look at each end to see if driving caused any bending or hammer “bites” out of the sheet pile. These bites are okay, but must be inspected.  The sheet pile may show signs of cracking or splitting at these locations. Cracked and splitting tops must be cut off in a horizontal line just below the lowest sign of cracking.
5. Used sheet pile is generally priced by the theoretical weight measured down to the nearest whole foot.  i.e. 29’-9” = 29’
6. If sheet piles are spliced it must be noted.  Typically, the splice was not designed to transfer loads.  The splice a weak spot and will greatly reduce the strength properties of the sheet pile.
7. Scale rust on the sheet pile surface is common and will not change the strength properties.  Pitting rust is a sign of excessive corrosion and signifies that the sheet piles are at the end of their useful life.
8. Note if the sheet pile is free from mud and debris.  Mud on the sheet pile can add weight, requiring more loads for shipping.  Mud in the Socket can make the sheet pile more difficult to install, sometimes causing the interlock to fail.

<h2>3 GRADES OF USED CRANE MATS</h2>Before purchasing used hardwood crane mats, it’s important that you understand the differences between the grading classifications (Grades A, B and C).  Otherwise, you may not receive the quality of crane mats that you intended to buy!<h3>GRADE A USED CRANE MATS</h3>Used Grade A Crane Mats are almost like new.  Timbers and bolts are intact and there are minimal signs of wear.  Typically have been used once.<h3>GRADE B USED CRANE MATS</h3> Used Grade B Crane Mats maintain their structural integrity, but they don’t look as good as Grade A.   Grade B Crane Mats still have all timbers in tact, may have 1 bent or missing bolt and the end of the timbers may be worn.<h3>GRADE C USED CRANE MATS</h3>Used Grade C Crane Mats are significantly worn down.  Grade C Crane Mats may have broken or missing timbers, in addition to bent, broken or missing bolts.  These mats are typically used as filler for better mats.

One of the most versatile types of material in the heavy civil and marine construction industries (as well as the oil and gas industry) today is steel pipe. These long, hollow steel tubes are sold as either welded or seamless pipe.The primary purpose of pipes is to transport materials (namely oil, gas, or water) over distances, but steel pipe also has many other useful applications. In this post, we’ll discuss the benefits of steel pipes and their use in structural (construction) and transportation applications.There are a lot of acronyms that are used to describe surplus pipe. Here is a list of some of the most common acronyms and what they mean.American Petroleum InstituteAmerican Petroleum Institute) –__ The API issues pipe standards for the oil and gas industry. API designates Grade A25, A, B and X. The Grade X pipe is followed a number which is the yield strength in kips. For example, a pipe labeled X-52 is a line pipe with yield strength of 52,000 PSI.ASTM (American Society for Testing Materials) – ASTM issues line pipe and steel standards.BE (Bevel End) – Pipe that is beveled on the end. The bevel end is typically 30 degrees on line pipe. BBE stands for Bevel Both Ends.BTC (Buttress Threaded and Coupled) –P ipe that has a buttress thread on both ends requiring a coupling to join two pipes together.BW (Butt Weld) – Pipe that has a butt welded joint, the most common type of pipe joint technique.CE (Coupled End) – Pipe that has been coupled on one end. The pipe is typically threaded on the opposite end.CFT (Hundred Foot) – This is a method of pricing pipe per hundred foot purchased. Example: 100 Feet of pipe at $500.00/CFT is $50,000.00.CW (Continuous Weld) – Pipe that is produced with a continuous weld, typically small diameter pipe. The steel is formed into the pipe shape while hot, then the edges are fused or welded together.CWT (Hundred Weight) – This is a method of pricing pipe per hundred pounds. For example, $25.00/CWT is $0.25/LB, so 10,000LBS of pipe would be $2,500.00.DRL (Double Random Length) – Surplus Pipe that has a minimum average of 35’ feet long – by definition. However, DRL’s typically range from 38’-42’ and average 40’. The average depends on the pipe manufacturer’s specification.ERW (Electric Resistance Weld) – A pipe manufacturing method that cold-forms a sheet of steel into a cylindrical shape. The material then has high frequency current passed through to join the edges together without the use of welding filler material.EUE (External Upset Ends) – This is common with drill pipe. The end is thicker than the tubing to make for a stronger connection between two pipes.FBE (Fusion Bond Epoxy) – Epoxy based powder coating used to protect steel pipe. Commonly used in pipeline construction, resulting in surplus or used pipe having this type of coating.FOB (Free on Board) – This is a term used in shipping pipe. The FOB point designates where the pipe is provided. For example, “FOB: Delivered” means the pipe pricing includes delivery to your jobsite.ID (Inside Diameter) – The dimension of the inside diameter of the pipe.LS (Limited Service) – Pipe that has limited service and generally does not meet the specification it was manufactured to. This pipe is usually rejected at the mill.NPS (Nominal Pipe Size) – North American set of standards for pipes that are used for either high or low pressures or temperatures.OD (Outer Diameter) – The dimension of the outer diameter of the pipe.POE (Plain One End) – Also referred to as PE for Plain End. Pipe that has a 90-degree cut on the end, without additional or special treatment. PBE stands for Plain Both Ends.PEB (Plain End Beveled) – Pipe that has one side plain end and the other side with a beveled end.SAW (Submerged Arc Weld) – A pipe manufacturing process where pipe is rolled and welded together, typical for large diameter pipe.SMLS (Seamless) – Pipe that is manufactured without a seam, typical for small diameter pipe.SRL (Single Random Length) – Surplus pipe that typically averages 20’, but ranges between 16’-22’.SST (Stainless Steel) – Also referred to as SS. Pipe made of stainless steel, containing carbon, chromium, and other alloy elements.Std./STD (Standard) – Pipe that is manufactured at a standard schedule 40 wall thickness.T&C (Threaded and Coupled) – Pipe that has one threaded end and the opposite end is coupled.T&D (Tested and Drifted) – Surplus/used pipe that has been hydrostatically tested.TOE (Threaded One End) – Also referred to as TE for threaded end. Pipe that has been threaded on one end. The pipe is typically coupled on the opposite end. TBE stands for Threaded Both Ends.WT (Wall Thickness) – Denotes the wall thickness/weight of the pipe.XHY (Extra Heavy) – Pipe that is manufactured at schedule 80 wall thickness.XS (Extra Strong) – Pipe that is extra heavy or strong.XXHY (Double Extra Heavy) – Pipe that is manufactured with double the wall thickness as schedule 80 pipe.XXS (Double Extra Strong) – Pipe that is double extra heavy/strong or double extra heavy/strong.

Buy and Sell Used and Surplus Steel Pipe with Eiffel Trading

Our online marketplace has a variety of used/surplus metal and steel pipe, used/surplus drill pipe, and used/surplus HDPE pipe for sale. We also have a large selection of used loaders, used dozers, used sheet pile, used wide flange beams, and much more available now.All of our listings are constantly being updated, but if you don’t see what you’re looking for, create a wanted listing for free.Ready to sell your used heavy equipment or construction material? List your products today for free on Eiffel Trading’s online marketplace.If you have any questions or would like additional information, please call us at 1-800-541-7998 or email sales@eiffeltrading.com.

Did you know that OSHA changed its severe incidents regulations as of January 1, 2015? The changes may affect your business so it’s important to know what’s new. Here are the highlights of the regulation change:<u>New OSHA Regulation Highlights</u>

• All employers covered by OSHA are required to comply
• Report work-related fatalities within 8 hours
• Report work-related in-patient hospitalizations, amputations, or losses of an eye within 24 hours
• OSHA is developing a Web Portal for e-reporting

<u>Ways to Report Severe Incidents</u>

• Call nearest area office during normal business hours
• Call OSHA hotline 1-800-321- OSHA
• COMING SOON: Online Web Portal

Before the New Year, OSHA's regulations required an employer to report work-related fatalities within 8 hours of the fatality. In-patient hospitalizations or illnesses of three or more employees also needed to be reported. Reporting amputations, loss of an eye, or hospitalizations or illnesses of less than three employees were not required.This video of Dr. David Michaels, OSHA U.S. Assistant Secretary of Labor, provides a great, quick-hitting overview of the new regulations.[embed]https://www.youtube.com/watch?v=3GoR7nlRNyE&amp;index=21&amp;list=UUAiRVU84Si6YHoe8LCn54WA[/embed]You can read more about the new OSHA regulation here.<u>What does this new OSHA regulation mean for you and your business? </u>Here are a few examples of how this new regulation can come into play with workplace incidents:Scenario One:It’s Monday at 10:00am and John is working with a machine that he is extremely familiar with and is following all of the safety guidelines. Unfortunately, the machine malfunctions and before he can step away, it crushes his right hand. He is immediately taken to the Emergency Room. You are alerted to the incident at 10:30am, just after John is picked up by the ambulance. The doctors decide that they can’t save three of John’s fingers. He must undergo surgery that afternoon to amputate them. Since you found out about the incident on Monday at 10:30am, you must report the incident to OSHA no later than Tuesday at 10:30am.Scenario Two:At 4:45pm, just before the end of Friday’s shift, Jane is cleaning up her work station after all of her teammates have already left for the weekend. As she stands on a step stool to reach for something high on the shelf, she leans too far and loses her balance. She falls to the ground, landing on her wrist. She thinks she has broken it, but can manage to drive herself to the hospital since everyone else has left. The doctors determine that she did break her wrist, which will require surgery and a brief hospital stay to correct. After she learns the news, Jane calls you Saturday morning at 9:00am to let you know what happened. Since you found out about the incident on Saturday at 9:00am, you must report the incident to OSHA no later than Sunday at 9:00am.Scenario Three:You get a call on Wednesday at 1:15pm that the unthinkable has happened. You learn that Jim lost his life during a routine maintenance check on one of his machines that was not properly shut down prior to the check. You must call or fill out the online OSHA form no later than 9:15pm Wednesday night.

Road plates allow you to keep roads you’re working on open for drivers and are a great investment for a number of different road and transportation projects. Both steel and plastic road plates can get the job done, and both types of road plates come with both advantages and disadvantages. Here’s what you should know about the pros and cons of each option:<h3>Advantages of Steel Road Plates</h3>

• Have been used for longer, and many crews are more familiar with installing them
• Larger, requiring less plates for larger projects
• More durable and can typically be used for longer (and on a greater number of projects, if reused)

<h3>Disadvantages of Steel Road Plates</h3>

• Become slippery when it’s raining or snowing (unless coated with something to increase traction)
• More likely to damage the tires of cars that don’t slow down when driving over them
• Often require special machinery to transport and install

<h3>Advantages of Plastic Road Plates</h3>

• Come with an anti-slip surface for extra safety
• Lighter in weight, which simplifies transporting them
• Usually don’t require special equipment to transport/install
• Safer to place in the road because they are bolted to the concrete (or tarmac)

<h3>Disadvantages of Plastic Road Plates</h3>

• Smaller, so more are required for larger projects
• Often come in bright colors, such as yellow or orange, which enhance visibility, but which can also be viewed as undesirable for some projects with aesthetic concerns in mind

Eiffel Trading has the road construction materials you need! Be sure to take a look at our current inventory to find an option that works for your project.

Not sure whether a water-cooled chiller or air-cooled chiller would be better for your welding cooling applications? We want to help demystify some of the pros and cons of both of these options for you to help you find the right fit and the right equipment to invest in for your long-term needs. Below are some key things you should know about each type of chiller.<h3>Water-Cooled Chillers</h3>

• Better for large capacity equipment and applications
• Require less energy consumption
• Ideal for plant temperatures above 90 degrees
• Require a water source (tower or well) of high quality water
• May produce more dust and other particles and require extra cleanup
• Require more maintenance overall because the water they use needs to be treated to reduce mineral buildup
• Can weigh up to 9,000 tons
• Usually work for a greater number of years with regular maintenance because of their indoor storage

<h3>Air-Cooled Chillers</h3>

• Do not require a large water supply, and the water they use does not have to be high quality
• Consume more energy, sometimes making costs of operation higher
• Ideal for plant temperatures below 90 degrees
• Require much less maintenance than air-cooled chillers overall
• Usually weigh less than 500 tons
• Easier to set up and use due to fewer number of parts
• Often need to be replaced sooner than water-cooled chillers, despite their relatively low maintenance during the time they are used

These are the essential ways water-cooled chillers and air-cooled chillers differ. Keep in mind that both options come with their own unique advantages and disadvantages and are better for certain applications, as mentioned above.Be sure to check out the welding equipment on Eiffel Trading to see if we have what you’re in the market to buy!

Cave-ins are the biggest safety risk associated with trenching. Protective systems can help prevent these hazardous collapses and ultimately help prevent fatalities and serious injuries for your crews. Below are the most common types of protective systems and strategies for trenching.

• Sloping – This protective tactic requires crews to chisel back the wall of the trench at an angle in the opposite direction of excavation. It is often called “open cut,” and it is frequently chosen over other protective methods and solutions due to its low costs and because it works with most soil types.
• Shielding – This is the use of trench boxes or other similar structures to help prevent cave-ins of soil. Shielding and the use of trench boxes is specifically useful when your crews want to make the trench walls steeper and the work area narrower.
• Shoring – The use of soldier pile, sheet pile, aluminum hydraulic, and other similar supports makes shoring a viable option for providing extra protection and lowering the chances of cave-ins. Depending on the materials used, shoring can be the costliest type of protective system.

Deciding which of these protective systems is best can be a challenge. Some things you should consider include the type of soil you’re working with, how deep the trench is, how much moisture is in the soil, and the materials you will be using in your trenches. Keep in mind that shielding or shoring can be used in conjunction with sloping to provide extra safety for your teams and ultimately make their jobs easier if you need to add some extra steepness to your trenches.Here are some additional trenching safety tips you should keep in mind as well:

• Make sure your crews never work in a trench without some kind of protective system.
• Hire a registered engineer to design and check protective systems in trenches that are over 20 feet deep. This is what OSHA
• Inspect trenches for safety issues at the beginning of every shift.
• Provide safe access to work areas in trenches with things like ladders and ramps.
• Make sure heavy equipment stays far away from trench edges. Heavy equipment that gets too close to edges can pose serious safety issues.

Keep these tips in mind as you move forward in the trenches. If you’re looking for an affordable trench box or shoring system to bolster the safety of your crew, make sure you check out the options on Eiffel Trading.

Pile drivers are devices used to drive piles into soil (or in some cases, underwater) to create support for buildings or other structures like retention ponds and dams. The most common driving piles are sheet pile, pipe pile and H-pile, but some types of pile driving hammers are capable of also driving timber and precast concrete piles.In a previous post, we discussed the different types of pile driving hammers. The most popular type on the market today is the diesel hammer, so in this post we’ll discuss 7 benefits of a diesel impact hammer over other types of pile driving hammers.

Operation

As mentioned in our earlier post, a diesel impact hammer operates in four phases:> 1. The ram is raised, fuel is injected> 2. Compression: The ram is released and free-falls. The exhaust port closes, which compresses air and fuel together> 3. Impact and Combustion: The hammer reaches impact with the pile. The air/fuel mixture heats up due to the compression and combusts, or ignites> 4. Expansion: The ram is driven upwards as a result of the impact with the pile. The ram’s rising draws in fresh air, beginning the cycle again until the hammer is manually stopped by the working crew, or until its fuel is depleted.The free-fall hammer can be used to drive all types of steel piling. This type of pile driving hammer is renowned for its reliability. Additionally, diesel hammers are self-contained (no need for an external power supply) and are capable of reaching between 30-50 blows per minute for closed-end hammers, and 70-80 for open-end hammers.

Benefits

1. Diesel hammers are more powerful than other options. They are about twice as powerful as hydraulic hammers, which means more work is completed in a shorter amount of time. Closed-end hammers can complete 30-50 blows per minute (BPM), and open-end hammers can complete between 70-80 BPM, compared to about 50-60BPM for air and steam impact hammers.
2. They work on a variety of soil types and pile types. Diesel hammers can be used for steel, timber, or concrete piles.
3. There are lightweight and compact options for diesel hammers. Some brands offer hammers weighing as little as 3,500LBS, while other hammers can weigh upward of 100,000LBS. Smaller diesel hammers are easy to transport between job sites, providing your crews with extra flexibility and are a good choice for pile driving in remote areas.
4. They’re fuel-efficient and self-contained. They require and burn less fuel than other options, which means added savings to your bottom line. Diesel impact hammers are also self-contained, meaning that they do not require an external power supply. This reduces associated costs with extra equipment.
5. Recent models have fewer environmental impacts. Diesel hammers have had a bad reputation in the past for the amount of exhaust they produce and the noise they make. In recent years, manufacturers have worked to reduce their emissions and make them quieter, positioning them as a more attractive choice.
6. They cost about half as much as hydraulic hammers. The base price tag of a diesel hammer is significantly lower. Additionally, they are generally easier and cheaper to repair than other options. This means more reliability and less down time.
7. They typically are more reliable. Diesel hammers don’t use crankshafts, piston rods, cams, or bearings, which reduces the overall wear-and-tear on the hammer. Diesel impact hammers have considerably fewer parts to maintain and repair than other types of pile driving hammers.

Best Practices

No matter the type of pile driving hammer you choose to use, or the type of piling, it’s important to watch both the hammer and pile for signs of a problem. Here are a few of our favorite best practice tips:

• If the head of the steel or timber pile starts to split, crack, or otherwise become deformed, check the steel strength and grade, the evenness of the pile head and the hammer’s helmet size/shape. If none of those are the issue, it’s possible that you may need a different hammer or pile type.
• When driving in soft soil, use a smaller hammer and stroke for initial driving
• When driving in hard soil conditions, consider using pilot holes or water jetting to pre-drill and break ground for easier installation
• In case of emergency, ensure that the hammer shut-off is attended any time the hammer is in operation

Buy and Sell Pile Drivers and Hammers with Eiffel Trading

Eiffel Trading currently has many pieces of used foundation equipment for sale, including pile driving machines, pile breakers, casing oscillators, and much more.All of our listings are constantly being updated, but if you don’t see what you’re looking for, create a wanted listing for free.Ready to sell your used heavy equipment or construction material? List your products today for free on Eiffel Trading’s online marketplace.If you have any questions or would like additional information, please call us at 1-800-541-7998 or email sales@eiffeltrading.com.

The California High-Speed Rail Program has been in the news lately, garnering attention from both proponents and critics of the forthcoming project. At Eiffel Trading, this project has definitely piqued our interest, and we wanted to learn more, so we reached out to Scott Jarvis, Chief Engineer at the California High-Speed Rail Authority, to get the inside scoop. Mr. Jarvis has worked with the Authority for over three years. Prior to that, he spent over 26 years with the California Department of Transportation working in several project delivery functions with an emphasis on construction and project management. He was kind enough to answer some interview questions we had regarding this project. The interview can be found below.<em>1. Can you give us a brief overview of this project’s major players, the project duration, and project value?</em>The California High-Speed Rail Authority (Authority) is a state agency responsible for planning, designing, building and operating the first high-speed rail in the nation. Phase 1 of the high-speed rail program, from San Francisco to Los Angeles, is expected to be complete by 2029, with the first passenger service from the Silicon Valley to the Central Valley operational by 2025. The capital cost estimate for Phase 1 is $64.2 billion, according to the Authority’s 2016 Business plan.[i]<em>2. How would you describe where you are in the process of starting construction on the high-speed rail?</em>Construction on high-speed rail in California is happening. Right now, a massive design-build program, valued at approximately $3 billion, is underway in California’s Central Valley to build a portion of the civil infrastructure necessary to deliver a high-speed rail line connecting the Silicon Valley to the Central Valley. With multiple active construction sites and approximately 119 miles under construction, the nation’s first high-speed rail system is being built.[ii]<em>3. What’s the soonest you believe people could begin using the rail between San Francisco and Los Angeles?</em>Initial passenger service from the Silicon Valley (San Jose) to the Central Valley (just north of Bakersfield) is expected to be operational in 2025. The Authority’s goal is to start service on the full, Phase 1 system (which will connect San Francisco and Los Angeles/Anaheim) in 2029.<em>4. Which machines, equipment, and materials will be necessary to make this project possible?</em>To complete the civil works of the system, there will be a need for a wide variety of machines and equipment. From simple hand tools, air compressors, backhoes, and cranes to the tunnel boring machines that will help construct the many miles of tunneling.Many different types of materials will be needed as well that include: embankment materials; the sand, cement and reinforcing steel to construct the viaducts; the glass and structural steel for the stations such as at Artic and Transbay; the steel for the track and the rock for the ballast; lighting for signals and at grade crossings; and the miles of overhead power wire.<em>5. What do you think makes this project innovative in comparison to other projects of its kind? It’s the first high-speed rail project in the U.S., but what distinguishes it from similar projects in countries like Japan?</em>Our system is different from other existing systems, such as Japanese high-speed rail, because in addition to constructing a first-of-its-kind system in the country, the way that it is being built is also unique. Most state contracts in California are design-bid-build, whereas the high-speed rail contracts for civil infrastructure are design-build. By taking this new approach, critical tasks – including environmental permitting, right-of-way acquisition, design and construction – can be performed concurrently, so that the overall project can be delivered much sooner. In addition, design-build contracts bring in outside industry experts, so they naturally encourage new and innovative ideas as designers and builders compete for the job.<em>6. Do you think the success of this project will influence similar projects in other parts of the country?</em>Yes. Although there are several other high-speed rail programs currently underway in the U.S., they do not match the scope of our program. Bringing high-speed rail to California is truly a transformative investment in the future of the state. High-speed rail will result in a dramatic change in how people travel throughout the state, create new access and connections and will shape and revitalize cities and communities. As the first project of its kind in the U.S., it will set the bar for the rest of the country when it comes to high-speed rail development and operations.<em>7. What is the biggest challenge to overcome with this project? Do you anticipate any unforeseen challenges, access issues, or aggressive scheduling issues?</em>The biggest challenge of the project is its size. This is the largest infrastructure project in the United States with a lot of moving parts. In addition, similar to many other major infrastructure programs in California and the U.S., the high-speed rail program has also been seen as somewhat controversial among certain political or special interest groups. The Authority is confident the program can and will be completed within the time frame and cost estimates laid out in the 2016 Business Plan.[iii]<em>8. What notable safety procedures will be in place once the project begins?</em>Positive Train Control (PTC), an Early Earthquake Detection System (EEDS), grade separation, quad gates and intrusion barriers.[iv]<em>9. What are the economic impacts you expect this project to have in California?</em>For the first time, all of California’s population and economic centers will be tied together with a modern, clean and efficient transportation system. California’s high-speed rail system will spur economic development, enhance environmental and energy goals, create near and long-term employment, improve mobility and save money over the coming decades. Californians began to see these benefits in 2014, when initial construction began and provided a much needed economic boost to the Central Valley. It is estimated that this project will generate more than 3,500 permanent jobs around the state as high-speed rail opens and expands service from the Bay Area to the Los Angeles Basin.  Additionally, when the system is operational, goods will move more freely from our ports to vital markets as freight rail traffic is alleviated. California’s workers, who waste too much time and money in cars and at airports, will spend their time more productively.[v]<em>10. Once the rail is completed, how many people do you forecast will use it to travel between LA and San Francisco?</em>Phase 1, which will operate between San Francisco and Los Angeles, is expected to be fully operational in 2029.[vi]<em>11. What would you like to share with critics of the project? How do you think it will exceed people’s expectations?</em>The major thing we would like to share about the program to our critics is that it’s happening. There are currently more than 119 miles of construction underway in the Central Valley. The Authority has made a fundamental transition from being a planning organization to a program-delivery organization. We are now positioned to deliver the program in a logical and practical way. We remain focused on three fundamental objectives:

• Initiate high-speed rail passenger service as soon as possible
• Make strategic, concurrent investments throughout the system that will be linked together over time; and
• Position ourselves to construct additional segments as funding becomes available.

High-Speed Rail will transform California’s economy, improve mobility and advance sustainability. An integrated high‐speed and intercity passenger rail network with local transportation options will increase energy efficiency and reduce carbon emissions.Transportation is vitally important to the quality of people’s lives. It is an activity that is easy for us to take advantage of, but does not occur in an effective manner unless a lot of planning, design, construction, maintenance and operations work goes into the endeavor.  With limited resources, such as funding, land availability, skilled labor and construction materials, and with an ever-increasing population, it is important for our nation to be continually looking forward to plan for transportation improvements that balance those limited resources while finding progressive solutions so that people can travel in a safe, reliable and efficient manner.  Our quality of life and future economy depend upon it.<em>12. Anything else you’d like to share?</em>This is a really exciting time for us. Construction is underway on more than 119 miles in the Central Valley, with more than $3 billion in construction contracts executed.

• We are advancing construction on the backbone of the system in the Central Valley
• We are employing over 260 certified small businesses and putting Californians to work
• We expect to have all project sections – from San Francisco to LA – environmentally cleared by the end of 2017.
• We have also started ramping up our station planning efforts across the state with many of our regional partners. We currently have seven (7) station planning agreements in place (Merced, Fresno, Bakersfield, Gilroy, Palmdale, Burbank and San Jose), with more cities expected to come on board in the future. The Authority provides station-area funds to help partner cities initiate planning efforts for high-speed rail stations in their communities. Each station planning agreement allows both parties to study ways to promote economic development, encourage station area development and enhance multimodal connections between the station and the City.

Thanks to Scott Jarvis for participating in this Project Spotlight interview. We’re interested to see how this project progresses in the coming years.---------------------------------------------------------------<h6>[i] For more information, see History of High-Speed Rail (page 4) and the Executive Summary (pages 9-14), here: plans/2016; additional background on the Authority can be found on our website, here: http://www.hsr.ca.gov/About/index.html.</h6><h6>[ii] For the latest information on construction, visit www.BuildHSR.ca.gov.</h6><h6>[iii] You can find a list of potential project risks identified in the Business Plan, as well as the measures being taken by the Authority to mitigate those risks, in Section 9: Risk Management (beginning on Page 101).</h6><h6>[iv] You can find additional details about safety here: safety.</h6><h6>[v] For more information on the jobs created by this project, take a look at our latest Small Business and Jobs Report, here: SB.</h6><h6>[vi] You can find ridership projections in Section 7: Forecasts and Estimates of the 2016 Business Plan (beginning on Page 81).</h6>

If you use HDPE pile in marine environments, you may be looking for a solution to make your pile last longer and better withstand the elements. HDPE pile sleeves can be an excellent option for this purpose. Here are four solid reasons to consider pile sleeves:1. They dramatically extend the life of your HDPE pile.They help prevent corrosion by reducing exposure to moisture, heat, sun, and oxygen. As an effect of this, they have the ability to extend the life of HDPE pile by a few extra decades. According to some estimates, HDPE pile usually lasts around 30 years before needing to be replaced. With pile sleeves, it can last up to 100 years before needing to be swapped out.2. They have thicker skin than other protective options.Galvanized coatings, which are often used on HDPE pile, only provide a thin layer of protection. Pile sleeves are often an inch or so thick, which means they offer considerably more protective coverage, especially from scratches and dents.3. They’re easy to install.You drive the HDPE pile as usual, and then the pile sleeve is slipped over the pile and affixed into the ground. You finish the process by welding an ultra-weather-resistant cap on top of the pile.4. They don’t require any maintenance.Once they’re installed, you won’t have to go back and make sure they’re doing their job to prevent the wear and tear of your HDPE pile. They’re maintenance-free for the long haul, until it’s time to finally replace the HDPE pile, unlike popular coating options, which often need to be checked for maintenance every few years.Need some HDPE pile before you invest in pile sleeves? Check out our pile!