STRUCTURAL ASSESSMENT REPORT MARY ROSS WATERFRONT PARK
Brunswick, Georgia March 7, 2014
306 COMMERCIAL DRIVE, SUITE B SAVANNAH, GA 31406 (912) 201-1807 www.hk-engr.com
City of Brunswick Mary Ross Waterfront Park March 7, 2014 Brunswick, GA H+K Engineering Group
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TABLE OF CONTENTS
1.0 INTRODUCTION ............................................................................................... 2
2.0 DOCK ASSESSMENT ........................................................................................ 3
2.1. CONCRETE DOCK SYSTEM ................................................................................................................... 3
2.1.1. CONCRETE DECK .....................................................................................................4
2.1.2. DOCK HARDWARE ..................................................................................................9
2.1.3. FENDERSYSTEM ................................................................................................... 10
2.1.4. CONCRETE PILING ................................................................................................ 13
2.1.5. CONCRETE PILE CAPS........................................................................................... 16
2.1.6. CONCRETE BULKHEAD ......................................................................................... 19
2.2. GAZEBO ...................................................................................................................................................... 21
2.3. PAVILION ................................................................................................................................................... 23
2.4. RESTROOMS ............................................................................................................................................. 25
2.5. PARKING .................................................................................................................................................... 28
2.6. SUMMARY AND RECOMMENDATIONS ......................................................................................... 31
2.6.1. TABLE 1 – SUMMARY OF REPAIR NEEDS ............................................................. 32
2.6.2. PROBABLE COST OF REPAIRS – PEDESTRAIN USE ONLY ..................................... 33
2.6.3. PROBABLE COST OF REPAIRS – HS 20 VEHICLE LOADING ................................... 34
MARINA ASSESSMENT DRAWINGS .................................................................................. 35
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H+K ENGINEERING GROUP
1.0 INTRODUCTION
H+K Engineering Group, LLC (H+K) has been retained by the City of Brunswick to perform a
structural assessment and inventory of the facilities at Mary Ross Waterfront Park in Brunswick,
GA. This report will pertain to the visual examination and evaluation of the physical facilities
and structural considerations at the facility that is located at Bay & Gloucester Street in Glynn
County, Brunswick, Georgia. H+K’s specific assignment was to conduct the visual examination
and complete an overview of the as-built facilities and complete engineering and structural
studies from the standpoint of determining if any outstanding issues exist structurally with the
concrete dock infrastructure with respect to life safety or instability and if any issues have been
overlooked, misinterpreted or left undefined. H+K’s primary focus was on the immediate
structural and stability aspects of the physical features of the facility, with a secondary emphasis
on the long term operations issues. Since this study was preliminary in nature, the operations
and assessments were only cursory in nature. This report will also address the visual
examination and evaluation of the physical facilities located at the park. The structures included
in this portion of the assessment are the gazebo, pavilion, public restrooms and parking
facilities. The purpose of this assessment is to present the structural condition of each of the
facilities, outlining any deficiencies, as well as recommendations for needed repairs and an
estimate of probable cost for the recommended repairs.
On January 23, 2014 Mr. William Huffman and Mr. William Eubank of H+K visited the Mary Ross
Waterfront Park in Brunswick, Georgia. Mr. Arne Glaeser of the City of Brunswick was in
attendance and is the City’s Representative for the project. The inspection included a visual and
photographic analysis of all structures. On February 6, 2014, Mr. Huffman returned to the Park
to perform further inspection and analysis of the concrete dock, pier and piling infrastructure.
Mr. Huffman used a personal watercraft to go underneath the dock structure and visually
inspect the infrastructure along with developing a photographic log and assessment data sheet.
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H+K ENGINEERING GROUP
2.0 DOCKASSESSMENT
H+K personnel visited the site on January 23, 2014 and February 6, 2014 to perform investigations and
assessment of the onsite conditions of the dock, gazebo, pavilion, public restrooms and parking
facilities. Mr. William Eubank and Mr. William Huffman of H+K spoke with Mr. Arne Glaeser, the
Planning and Development Manager for the City of Brunswick and the City representative for the
project, who provided H+K with information regarding the facilities including a previous inspection
report performed by Custom Dock Manufacturing, Inc. The date of the report is unknown but Mr.
Glaeser estimated the date as sometime in 2004. Additionally, Mr. Glaeser provided documentation of
the repairs to the fender system completed in December 2002.
Each of the sections below gives a general overview of the analyzed structure, a list of observed
deficiencies with recommended repairs. The deficiencies are separated into 4 categories. These
categories are identified as: Immediate Repairs (IM) ‐ items that may not meet current code
requirements and should be immediately addressed.; Life Safety (LS) ‐ repairs needed from deferred
maintenance but are needed to prevent harm to the general public, staff, customers and service people;
Engineering Recommendations (RM) –items related to large scale issues such as the additions of items
or replacement systems.; Deferred Maintenance (DM) – items involving all types of repairs that should
be performed as part of a proper on‐going maintenance program. Section 2.6 outlines each of the
deficiencies in a tabular form and presents an estimation of probable repairs cost for each.
2.1. CONCRETEDOCKSYSTEMThe concrete dock structure consists of precast‐prestressed concrete piling, concrete pile caps, a
concrete bulkhead, concrete deck, a timber fender system and dock hardware. This structure is
estimated to have been built in or around 1975 because the cast date on the piling is February 21, 1975.
Piling of this size and length are usually cast for specific projects meaning the project was most likely
constructed shortly after the casting of the piles.
Due to the construction techniques utilized, the size of piling, caps and decking, as well as the size of the
mooring bollards and cleats, it appears that this concrete dock system was built to handle medium sized
ocean going vessels from a berthing and mooring standpoint, as well as the associated high capacity
loading and off‐loading vehicles, truck cranes and heavy equipment.
Dock structures as this one are also called fixed piers, quays or concrete wharfs and are typically
designed as a rigid structure in which lateral forces are taken by batter piling or by rigid‐frame action.
Because of elastic deformation and bending, some movement may take place, but this is usually ignored
in absorbing the impact of the ship. Some installations are designed to be flexible, to absorb the docking
impact. Wood pile clusters or dolphins are an example of this type of flexible structure and there are
two located at the corners for just this reason as well as the timber fendering on the face of the dock.
They absorb some of the energy of the impact through the large movement they are capable of
undergoing without permanent distortion taking place. Their use is usually confined to docks for barges
and small vessels since larger vessels are usually restrained by utilizing a system of structural steel H
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piling with timber facing. Therefore this facility was probably designed for barges and medium sized
vessels, including shrimp boats.
2.1.1. CONCRETE DECK
A. OVERVIEW – The existing concrete deck is 600 feet long by 28 feet wide. It was
constructed in two parts, the first being pre-cast concrete slabs of undetermined thickness that
were placed on top of the pile caps. These slabs are approximately 4 feet wide and 20 feet long.
The second part of construction was the pouring of a cast-in-place concrete slab on top of the
precast slabs to create the surface of the dock. This top slab was poured with expansion joints
every 100 feet. The thickness of this slab was not determined via site investigation. While the
deck needs improvements and general maintenance, it shows normal signs of deterioration for
a structure of its advanced age and appears to be in relatively sound condition.
B. DEFICIENCIES
1. Exposed Reinforcing Steel - In several areas the concrete has eroded away
leaving the reinforcing steel exposed. Examples of the exposed steel are shown in
Photographs 1 and 2 below.
Photograph 1
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Photograph 2
2. Longitudinal Cracking – There are longitudinal cracks spanning the length of the
deck visible from both the top of the slab. Photographs 3 and 4 show examples of these
cracks. These cracks appear to be located directly above the joints between the precast
concrete slabs underneath. These joints can be seen in Photographs 5 and 6 below.
Photograph 3
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Photograph 4
Photograph 5
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Photograph 6
3. Lateral Cracking – There are lateral cracks in the slab that span the width of the
entire deck that appear to be at the center of the 20 foot wide sections. Photo 7 below
shows one example.
Photograph 7
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4. JOINT SEALS - The joints between the individual slabs and between the slabs
and the bulkhead have deteriorated. Photo 8 below shows an example.
Photograph 8
5. MISCELLANEOUS CRACKING AND DISPLACEMENT – There are several locations
where minor cracking has led to displacement of fragments of the slabs. One example is
seen in Photo 9 below. Most of these are adjacent to joints between the slabs or at the
bulkhead.
Photograph 9
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2.1.2. DOCK HARDWARE
A. OVERVIEW – The dock includes three main types of hardware; cleats, mooring bollards
and a concrete curb. An example of each is shown below in Photographs 10 – 11
Photograph 10
Photograph 11
B. DEFICIENCIES
Steel Cleats and Bollards - In most of the hardware, there are signs of corrosion and each of
these components should be thoroughly mechanically brushed and coated with a dual coating
of Coal-Tar epoxy with a minimum final DFT of 16 mils.
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2.1.3. FENDER SYSTEM
A. OVERVIEW – The principal function of a dock fender is to prevent a ship or dock from
being damaged during mooring. Under ideal conditions and perfect control, a ship might
approach a dock without striking a severe blow, but it is still essential to separate it from the
dock with some form of fending strips of timber or rubber. Such a strip will also prevent the
ship’s hull and paint from damaged because of the relative motion between the dock and the
ship caused by wind and waves. In its simplest form, a fender may be a system of horizontal
wood members or a number of vertical members, timber piling or timbers hung from the dock
down to the water line. The timber, in itself, can absorb a certain amount of energy because it is
compressed. If the timber is members are built up substantially in thickness, the force of the
impact will be considerably reduced.
The dock fender system investigated was improved in 2002 and is in good general condition. It
is constructed of both square and round marine timber piling, timber bracing and has two
timber pile dolphins at each end. It abuts the concrete dock with rubber compression sleeves
and is attached with a chain system to prevent rebound after compression. Overall the fender
system is in good shape with the hardware appearing to have been recently painted. Photos 12-
15 show some general views of the fender system.
Photograph 12
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Photograph 13
B. DEFICIENCIES
1. The first visible deficiency to the fender system is that the tops of some of the
piling were damaged and/or rotting. Photo 14 shows an example of this deficiency.
This problem is due to the loss of the protective coating from the top of the pile.
Photograph 14
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2. The second deficiency with the fender system is a buildup of marine growth and
organisms. This can be seen in Photo 15.
Photograph 15
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2.1.4. CONCRETE PILING
A. OVERVIEW – Precast-prestressed concrete piling are used to support the dock facility.
There are 31 rows of piling spaced 20 feet apart. Each row contains (3) three 18” x 18” piling
spaced +/- 8 feet apart except for the rows of piling underneath the concrete expansion joints of
the top deck. These rows contain two sets of 14” x 14” piling also spaced +/- 8 feet apart. There
are 26 rows of 18” x 18” piling with three piles in each row for a total of seventy-eight 18” x 18”
piling. There are five rows of the double piling with six 14” x 14” piling in each for a total of
thirty 14” x 14” piling. The concrete piling that support the dock have visible signs of age as
they are approaching 40 years of age.
B. DEFICIENCIES
1. Nearly all of the concrete piling are showing signs of exterior cracking including
some that have a loss of exterior concrete and in some cases extreme exposure of the
reinforcing steel. Varying degrees of pile deficiency can be seen in Photos 16 – 20 which
are very serious in nature as the longitudinal steel strands are under attack from
chloride corrosion which reduces the load carrying capacity.
Photograph 16
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Photograph 17
Photograph 18
2. The second deficiency with the pile support system is the loss of overall cross
sectional area which reduces the overall load capacity. This can be seen in Photo 18
above.
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Photograph 19
Photograph 20
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2.1.5. CONCRETE PILE CAPS
A. OVERVIEW – The concrete pile caps were cast-in-place and are 32” wide x 16” high x 28
feet long concrete load bearing elements. They are located every 20 feet underneath the dock
centered on the concrete piling. At each expansion joint of the top slab, there is a double row of
piling to support a double pile cap. In all there are 26 individual caps supported by three 18” x
18” piling and 5 double caps supported by six 14” x 14” piling. The final support for the caps is
the concrete bulkhead. The caps were connected to the bulkhead by casting concrete around
reinforcing steel that extended into the bulkhead. The concrete pile caps show advanced signs
of age and severe deterioration and are in danger of failure if loaded, specifically at their
connection with the concrete bulkhead. These caps were installed by casting concrete around
reinforcing steel that extended into the bulkhead. While this was a popular procedure at the
time in order to reduce the number of support piling, the connection of one element that has
horizontal movement, with another providing vertical support, generally results in differential
cracking and long term corrosion of steel if not properly maintained in a timely manner. It can
deteriorate unknowingly and then collapse without warning if not inspected and repaired on a
regular basis.
B. DEFICIENCIES
1. The major deficiency for the concrete pile caps is at their connection with the
concrete bulkhead. The concrete at several of the connections has been lost and the
reinforcing steel has been exposed, severely impacting the load bearing capacity of the
deck and the structure in total. Photos 21 – 23 show varying degrees of this deficiency.
Photograph 21
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Photograph 22
Photograph 23
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2. In addition to the problems at the connection with the bulkhead, the concrete
pile caps have also experienced some loss of concrete and exposure of reinforcing steel
in other areas. Examples of this deficiency can be seen in Photos 24 and 25 below.
Photograph 24
Photograph 25
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2.1.6. CONCRETE BULKHEAD
A. OVERVIEW – The concrete bulkhead which encompasses the landward perimeter of the
dock structure is composed of precast wall panels and a cast-in-place concrete retaining cap
with most likely a main system of tie backs that extends landward of the bulkhead to large
concrete deadman or pre driven concrete pile anchors. It is not known who developed the
design of this wall or who the marine contractor that installed it.
Typically, cast-in-place concrete structures would be expected to be designed with the following 28
day concrete strengths in the components and assumed soils values:
Footings – 4,000 psi
Vertical Wall – 4,000 psi
Toe Slabs – 4,000 psi
Allowable Soil Pressure – 3,000 psf
This style of bulkhead construction was very popular in 70’s and 80’s, and it has served well for the
number of years it has been in service. It could not be determined if this wall system has a tie rod
connection in the cap as none was apparent and none of the staff were in the area during original
construction to ask questions. The predominant issue appears to be in the bulkhead face wall with
minor temperature cracks and delamination and spalling some of the expansion joints. The most
likely cause for this deficiency is lack of concrete cover over steel during original casting operations.
Reinforcing steel which is contained in concrete in marine applications should have a minimum of 3
inches of cover in order to lessen the effects of chlorides reaching the steel from the continuous
water spray or water contact. While this wall will have to be sealed and the joint spalls repaired, the
degree of repair is not expected to be a significant item.
Photograph 26
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Photograph 27
B. DEFICIENCIES
1. The first visible deficiency to the bulkhead system is that the concrete sheet piling
expansion joint is damaged and allowing material to be lost through the wall. Photo 27 shows
an example of this deficiency. This problem is due to horizontal movement and the loss of the
elastomeric expansion joint material between the precast concrete sheet piling.
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2.2. GAZEBO The Gazebo structure at the park is a two-story timber framed structure with 2 x 4 stud walls
with intermediate blocking and header blocks above door and window openings. Photographs
28 – 31 show exterior and interior views of the general construction of the gazebo.
Photograph 28
Photograph 29
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Photograph 30
Photograph 31
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2.3. PAVILION The Pavilion is an open air structure made of timber frames construction on a poured concrete
slab with anchor bolts attaching the framing to the foundation.
Photograph 32
Photograph 33
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Photograph 34
Photograph 35
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2.4. RESTROOMS Photograph 36
Photograph 37
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Photograph 38
Photograph 39
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Photograph 40
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2.5. PARKING There are two separate parking areas for the park. The first area is adjacent to the pavilion and
is parking for vendors and other personnel providing services at the pavilion. Photographs 41 –
43 show some detail of this parking area. The parking area shows some signs of age but does
not present any problems that require immediate attention.
Photograph 41
Photograph 42
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Photograph 43
The second parking area is the main parking for patrons and visitors to the park and its facilities.
Photographs 44 – 46 show details of the main parking area. This parking area shows some signs
of age and wear including some alligator cracking, oil spots, displaced curbing, areas of pooling
water, and disrupted drainage around drop inlets. None of these problems pose an immediate
need for repair, but they may lead to problems in the next 5 to 10 years. They could be
addressed with future resurfacing and small patches once they become larger problems.
Photograph 44
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Photograph 45
Photograph 46
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2.6. SUMMARY AND RECOMMENDATIONS
Based on the site visits, we have developed a list of items that require attention and have also
estimated the probable cost to repair the items listed below. We have used a Lump Sum Cost to
develop a probable cost for repairs. Based on H+K site review, it was determined that the major
items to be concerned with are the repairs to the concrete pile caps, repairing the concrete
support piling spalls, sealing the bulkhead expansion joints, sealing the exposed steel rebar and
repairing the concrete deck slab. It was also determined that there are voids behind the
bulkhead that were created from loss of soils through the wall that should be filled as well.
Other repair costs have been developed based upon general hourly rates for each trade and an
estimate of the labor and materials needed for each repair. Total costs are broken down into
four categories.
Code Issues Requiring Immediate Work (IM) – These repairs include items that may not meet current code requirements and should be immediately addressed. Major structural deficiencies, ADA code compliance, concrete repairs, improperly constructed and dangerous conditions are included in this category.
Life Safety Issues (LS) – These repairs relate to repairs of concrete decks, walkways, and unsafe areas such as voids behind the wall. These repairs result from deferred maintenance but are needed to prevent harm to the general public, staff, customers and service people.
Engineering Recommendations (RM) – These items related to large scale issues such as the additions of items or replacement systems. These items are needed as part of the proper design of such systems and should be completed in 1-5 years.
Deferred Maintenance (DM) – These items involve all types of repairs that should be performed as part of a proper on-going maintenance program.
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2.6.1. TABLE 1 – SUMMARY OF REPAIR NEEDS
MARY ROSS WATERFRONT PARK DEFICIENCIES STRUCTURE ITEM DESCRIPTION ACTION
CONCRETE DOCK
Concrete Deck 1 CHIP OUT AND COAT EXPOSED REBAR WITH INHIBITOR IM
2 REPAIR LONGITUDINAL TEMPERATURE CRACKS IM
3 POUR NEW CONRETE TOPPING ON DECK SURFACE IM
Dock Hardware 4 ABRADE RUST AND CORROSION FROMCLEATS & BOLLARDS RM
5 COAT ALL HARDWARE WITH CORROSION INHIBITOR RM
Fender System 6 SEAL VERTICAL FENDER PILING TOPS RM
7 INSPECT AND REPLACE DAMAGED TIMBERS YEARLY DM
Concrete Piling 8 ABRADE AND CHIP OFF ALL SPALLS FROM DAMAGED PILING IM
9 COAT ALL REBAR AND STRANDS WITH CORROSION INHIBITOR IM
10 REAPAIR DAMAGED PILING WITH HIGH STRENGTH GROUT IM
Concrete Pile Caps 11 ABRADE AND CHIP OFF ALL SPALLS FROM DAMAGED CAPS IM
12 COAT ALL REBAR WITH CORROSION INHIBITOR IM
13 REPAIR DAMAGED CAPS WITH HIGH STRENGTH GROUT IM
Concrete Bulkhead 14 REPLACE EXPANSION JOINT MATERIAL AND REPAIR SPALLS IM
15 REPAIR CONCRETE CAP WHERE CRACKED IM
16 FILL VOIDS BEHIND WALL AT ENTIRE LANDSIDE PERIMETER LS
GAZEBO 17 COAT RUST ON METAL ROOFING WITH ROOFING SEALANT DM
18 INSPECT STRUCTURE YEARLY AND PAINT AS NECESSARY RM
PAVILLION 19 COAT RUST ON METAL ROOFING WITH ROOFING SEALANT DM
20 INSPECT TIMBERS YEARLY AND NOTE ANY DETERIORATION RM
PUBLIC RESTROOMS 21 COAT RUST ON METAL ROOFING WITH ROOFING SEALANT DM
22 INSPECT STRUCTURE YEARLY AND PAINT AS NECESSARY RM
PARKING 23 COAT PARKING LOT WITH ASPHALT SEALER RM
24 REPLACE CRACKED SECTIONS OF CURBING DM
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MARY ROSS WATERFRONT PARK OPINION OF PROBABLE COST FOR RECOMMENDED REPAIRS
2.6.2. PROBABLE COST OF REPAIRS – PEDESTRAIN USE ONLY
IMMEDIATE/LIFE SAFETY- probable cost to repair is as follows:
REPAIR SEPARATED EXPANSION JOINTS AT BULKHEAD WALLS $8,000.00
PATCH CRACKS IN BULKHEAD CAP ALONG PERIMETER $4,500.00
REPAIR SINK HOLE ALONG BULKHEAD ALONG LANDSIDE PERIMETER $8,500.00
ABRADE CONCRETE DECK AT EXPOSED REBAR AND COAT WITH CORROSION INHIBITOR $7,500.00
CHIP OUT AND SEAL COAT TEMPERATURE CRACKS IN DOCK SLAB $5,500.00
APPLY CONCRETE SEALANT TO PROTECT DECK $4,000.00
ABRADE AND CHIP OFF ALL SPALLS ON DAMAGED PILE CAPS $10,500.00
COAT ALL PILE CAP REBAR WITH CORROSION INHIBITOR $7,000.00
PATCH DAMAGED CAPS WITH HIGH STRENGTH GROUT $6,500.00
ABRADE AND CHIP OFF ALL SPALLS FROM DAMAGED PILING $10,500.00
COAT ALL REBAR AND STRANDS WITH CORROSION INHIBITOR $8,000.00
PATCH DAMAGED PILING WITH HIGH STRENGTH GROUT $9,000.00
Total Probable Cost of Repairs – $89,500.00
THIS OPTION IS THE MINIMAL AMOUNT TO BE CONSIDERED AND ADDRESSES ONLY IMMEDIATE
LIFE SAFETY ISSUES SO THAT THE DOCK FACILITY CAN SAFELY BE USED FOR PEDESTRIANS
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MARY ROSS WATERFRONT PARK OPINION OF PROBABLE COST FOR RECOMMENDED REPAIRS
2.6.3. PROBABLE COST OF REPAIRS – HS 20 VEHICLE LOADING
IMMEDIATE/LIFE SAFETY- probable cost to repair is as follows:
REPAIR SEPARATED EXPANSION JOINTS AT BULKHEAD WALLS $8,000.00
PATCH CRACKS IN BULKHEAD CAP ALONG PERIMETER $4,500.00
REPAIR SINK HOLE ALONG BULKHEAD ALONG LANDSIDE PERIMETER $8,500.00
ABRADE CONCRETE DECK AT EXPOSED REBAR AND COAT WITH CORROSION INHIBITOR $7,500.00
CHIP OUT AND SEAL COAT TEMPERATURE CRACKS IN DOCK SLAB $5,500.00
POUR NEW CONCRETE TOPPING TO SEAL & PROTECT DECK FROM FURTHER CORROSION $33,000.00
ABRADE AND CHIP OFF ALL SPALLS ON DAMAGED PILE CAPS AND ADJOINING BULKHEAD CAP CONNECTION INCLUDING MAJOR DEMOLITION OF CONCRETE
$62,500.00
COAT ALL PILE CAP REBAR WITH CORROSION INHIBITOR $27,000.00
FULLY REPAIR DAMAGED CAPS AND BULKHEAD CONNECTION CAP WITH HIGH STRENGTH CONCRETE AND EPOXY GROUT
$80,500.00
ABRADE AND CHIP OFF ALL SPALLS FROM DAMAGED PILING $10,500.00
COAT ALL REBAR AND STRANDS WITH CORROSION INHIBITOR $8,000.00
REPAIR ALL DAMAGED PILING WITH HIGH STRENGTH GROUT AND COAT REMAINING CONCRETE PILING WITH PROTECTIVE WRAP
$49,000.00
Total Probable Cost of Repairs – $304,500.00
THIS OPTION IS THE FULL AMOUNT TO BE CONSIDERED AND ADDRESSES ALL IMMEDIATE LIFE
SAFETY ISSUES SO THAT THE DOCK FACILITY IS RETURNED TO ITS ORIGINAL DESIGN FUNCTION
AND CAN SAFELY BE USED FOR ALL HS 20 VEHICULAR TRAFFIC
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APPENDIX A
DOCK ASSESSMENT DRAWINGS
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FAX:
(912
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1500
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4
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MAR
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DOCK
SCH
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A1
Feet
0 50 100
PHOTOGRAPH REFERENCE TABLEPHOTOGRAPH
NUMBERPHOTOGRAPH
LOCATION16 4B
17 10A
18 9C
19 29D
20 3C
21 30D
22 30D
23 11D
24 15A
25 31A
26 24C
27 11D
ENGI
NEE
RIN
G GR
OU
P30
6 CO
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ERCI
AL D
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, SU
ITE
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