17282 EXAMPLE Study Report_Part1.pdf

MICHIGAN DEPARTMENT OF NATURAL RESOURCES

East Tawas State Harbor Condition Assessment and Concept Improvements Plan

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan i

East Tawas State Harbor Condition Assessment and Concept Improvements Plan

Prepared for Michigan Department of Natural Resources

Lansing, Michigan 48909

January 15, 2013

Prepared by Edgewater Resources LLC 518 Broad Street, Suite 200 Saint Joseph, Michigan 49085

269 932 4502

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan ii

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan iii

TABLE OF CONTENTS

Executive Summary 1

Condition Assessment 7

Marina Market Analysis 23

Boater Survey 31

Future Development Recommendations 35

Concept Improvements Plan 47

Financial Assessment 53

Appendices Dive Survey Market Analysis Data Boater Survey Data Cost Estimates

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan iv

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 1

EXECUTIVE SUMMARY

The purpose of this study is to assess the physical condition of East Tawas State Harbor, assess the current marina market in the region, identify market trends, and collect stakeholder comments and feedback to guide the preparation of recommendations for the future development of East Tawas State Harbor. The goal of this effort is to guide the future development of the harbor to provide modern boating amenities, improve accessibility, respond to boater preferences on the Great Lakes, integrate the harbor with and partner more closely with the community of East Tawas, and create a financially realistic phasing plan to see the vision through to implementation.

Process

The process for completing this study involved significant outreach and interaction with boaters, residents and leaders of the City of East Tawas, and MDNR staff responsible for the operation of East Tawas State Harbor and other harbors across the region. The process began with parallel efforts to perform a detailed condition assessment of the physical facilities, an in-depth market analysis of thirteen marinas across the region, a boater survey that reached more than 220 boaters, and a stakeholder outreach process that included public meetings with local residents.

The results of the efforts outlined above identified a wide range of issues and opportunities, and helped the team establish a basis of design for the future development recommendations. The information gathered was used to shape a series of five concept alternatives that resolved the issues identified in various ways, and these alternatives were reviewed with MDNR operational staff. Based on that feedback, the best elements of each alternative were refined into three concepts, and those concepts were refined further to a single preferred alternative that served as the basis for cost, phasing, and financial assessments.

Condition Assessment

The process began with a thorough condition assessment including a dive survey and evaluation of all docks, facilities, and infrastructure. The harbor facilities include the original main pier timber crib structures, fixed and floating docks, parking, boater services building, fuel dock with pump out facilities, and electrical and water utilities. The outer breakwater is a more recently constructed steel sheet pile crib structure owned and maintained by the US Army Corps of Engineers and was not evaluated in detail for this study.

In general, with the exception of the boater services building, the docks and infrastructure are aging, non-compliant with current accessibility and MDNR standards, and nearing the end of their useful design life.

Specific concerns include:

Timber Main Piers and Fixed Finger Piers

The main pier connecting the beach to the outer breakwater is a stone filled timber crib structure with wood decking, pedestrian lighting, and limited cable railing. The timber crib structure extends to the east where the main pier meets the outer breakwater, and then transitions to an open timber pile structure

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 2 leading to the fuel dock. The submerged portions of the timber piles are generally in good shape, but the tops of the piles above the waterline are rotting and many of the connections are failing. In some areas the cross bracing has failed, most notably at the fuel dock. Localized portions of the crib structures have failed, resulting in a loss of stone fill. The fixed finger piers do not comply with current ADA or MDNR standards, and are in fair to poor condition. The single pile piers should be removed, and the double pile piers should be monitored.

At this point, the useful life of these structures has been met, but could be extended through yearly inspection and repairs. However, due to the ongoing yearly costs, we believe the most viable long term solution would be encapsulation with a steel sheet pile system similar to the outer breakwater.

Floating Docks

The floating docks have reached the end of their useful design life and are functionally obsolete. They do not comply with current ADA or MDNR design standards and exhibit a loss of floatation that is causing some finger piers to lean, creating a potential safety hazard. The dive survey identified issues with the anchorage system and delamination of steel components, and we recommend that significant investment in these docks be limited to safety issues only until they can be replaced.

Utilities

The utilities provided at East Tawas State Harbor are dated and substandard for modern boating demands.

In particular, the electrical system is undersized and the Wi-Fi system does not reach the slips. While the fuel system and pump out facilities are in working order, they too are dated and should be inspected yearly.

Landside Facilities

The landside facilities at East Tawas State Harbor are generally in good to very good condition. The boater services building is well designed and maintained, and the combination of good maintenance and durability of the finishes and materials specified has resulted in a facility that still feels brand new after more than five years of use. The parking areas, entry, walkways and landscape are generally in good condition.

Geography

East Tawas is a particularly good location for a facility of this type due to its proximity to cruising routes, open waters for local boating, and its relationship to the City of East Tawas. The facility is located at the end of Newman Street, which is the primary business district of East Tawas. This close relationship with downtown means that slips are located within a five to ten minute walk of shops, restaurants and other attractions, which is another primary draw for transient boaters. Regionally, East Tawas is located within a three hour drive of significant populations in Detroit, Lansing, Flint, Saginaw, and Midland.

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 3

Market Analysis

A detailed market analysis including eleven state/municipal marinas and two private marinas was performed to assess the overall condition of the marina market on the Saginaw Bay and across the Lake Huron region ranging from Lexington State Dock in the south to De Tour State Dock to the north. The purpose of the market analysis was to document the current market conditions and identify developing trends in the market that could inform the future development of East Tawas State Harbor.

The market analysis documented current occupancy factors at each marina including seasonal/transient slip breakdown, lease rates, and waiting lists, as well as physical facility factors including quality and availability of amenities, water depths, utilities, and infrastructure. Finally, an assessment of location factors including distance to cruising routes, population centers, and adjacency to landside attractions provided insight into boater preferences.

Overall, occupancy in the marinas surveyed across the region was around 75%, with two marinas approaching 100% occupancy in 2012. In comparison, occupancy at East Tawas State Harbor was 35% in 2012, with only 21 of 60 seasonal slips occupied. Average transient occupancy was 20 boats on a typical day (25% of the 80 slips available), but the marina was filled to capacity during peak holiday periods. The facilities in the region with the lowest occupancy were often impacted by current low water levels, which makes occupancy of some slips impossible. This suggests that some of the softness in the regional occupancy may be caused by slips that are currently unusable, and the occupancy rates of usable slips is somewhat higher than 75%

An assessment of factors affecting occupancy indicate that the primary reasons occupancy was lower at East Tawas than surrounding marinas is based mostly on the relatively poor and dated condition of the facilities and lack of modern utilities and amenities. On the positive side, the challenges with the current facilities can be relatively easily addressed. More importantly, the key elements that draw transient boaters are proximity to cruising routes and the quality of adjacent landside amenities and attractions. These are factors of geography that cannot be changed, and fortunately East Tawas is recognized as an excellent location in the region by transient boaters.

In summary, the market analysis indicates that there is continuing demand in the market for high quality, modern facilities located in desirable destinations. While occupancy across the region is softer than in other parts of the Great Lakes, there is capacity within the current regional demand for significant improvement in the occupancy rates at East Tawas if the facilities are improved to respond to boater expectations. Additionally, East Tawas has deeper water than nearby facilities, and is likely to see increased demand as available water depths in other marinas are further impacted by near historic low water levels on Lake Huron.

The most desired amenities/elements identified in the marina market analysis included deep water, wide floating docks, clean bathrooms in good repair, friendly staff, clean docks and facilities, and a good location with quality local amenities and attractions.

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 4

Boater Survey

In order to solicit feedback directly from the boaters themselves, a ten question online survey was emailed to 438 boaters, and all seasonal boaters at East Tawas received a paper copy. 222 boaters responded to the survey, for a very good response rate of just over 50%. The survey requested information related to the boater’s primary boating activities, type and size of the respondents boat, and their home port and where they live.

Boaters were further asked to rank the factors affecting their selection of a marina or cruising destination, which resulted in the following ranking:

1. Location / Geography

2. Quality of Facilities

3. Amenities

4. Cost

5. Quality / Proximity of Adjacent Activities

6. Staff Hospitality

7. Ship Store

Again, these responses reinforce the potential for increased occupancy at East Tawas, as boaters specifically identified location as the top priority and further identified the City of East Tawas as one of the better destinations on Lake Huron and Saginaw Bay. The remaining elements remain mostly within the control of MDNR and staff within budget constraints.

The final open-ended portion of the survey asked the boaters to identify the most important thing that could be improved at East Tawas State Harbor. By far, receiving more than twice as many comments as any other topic, the biggest challenge for boaters at East Tawas is the location of the bathrooms relative to the slips. At more than 800’ from the nearest slip, the current location is very inconvenient for the boaters no matter how nice the restrooms are. Next on the list included improvement of the facilities across the board, in particular electrical utilities, Wi-Fi, new floating docks, cleanliness, repairs and upgrades of the worn out facilities.

Following the condition of the facilities, the next major issue identified was the atmosphere of the facility and special rules in place necessitated by the public piers. The layout of the existing facility is oriented around the main public piers, which means all dock areas are essentially completely open to boaters and non-boaters alike. Over the years, the response to behavior problems related to noise and alcohol on the main piers – often by non-boaters – resulted in more strict rules at East Tawas that negatively impact the boating experience. Current staff have done a good job handling this balancing act, but a better solution would be to separate the boating areas from the main public areas. Finally, respondents indicated that more flexibility and leasing options would likely increase demand.

The final part of the survey and stakeholder outreach process was public meetings with leadership from the City of East Tawas, and a public meeting on site. Meetings with City leadership identified strong support for improving the connections between the City and the marina, with a special focus on improving pedestrian connections between the waterfront and downtown. Additionally, support for community amenities geared towards boaters included shuttles and loaner bikes sponsored by local businesses were

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 5 suggested. Strong support for continued fishing access from the main piers exists, along with support for more public boating programs and Rec 101 style boating classes geared towards introducing non-boaters to boating, sailing, kayaking, and other similar activities.

The public meeting was well attended by 50-60 members of the public. Approximately 25% were from the general public, and 75% were seasonal or transient boaters. The comments received closely paralleled the responses to the boater survey and many attendees recognized the value of the facility to the City.

Furthermore, many attendees recognized the local MDNR staff for their efforts in maintaining the waterfront and for their support of local programs.

Key Strategies Identified

The analysis of the information gathered through the boater survey and marina market analysis was reviewed and discussed with a number of harbormasters from East Tawas and other MDNR Harbors in the region, and the following key strategies were identified to make the most of the opportunities at East Tawas State Harbor. These strategies included:

Move the docks closer to shore to improve the relationship of the slips to the landside amenities and bathroom facilities Separate the slips and boater areas from the main public piers Create more amenities out on the docks and near the shoreline where the docks meet the land Create boater gathering areas on the docks Foster a more collaborative relationship with the City of East Tawas and local businesses Pursue a phased implementation based on existing demand and expand in future phases as demand increases.

Future Development Recommendations

The goal of the second phase of this study is to translate the information gathered through the condition assessment, market analysis, and boater survey into conceptual improvement plans that address the issues identified and chart a phased, achievable path forward. The following design and cost assumptions were established as the basis of a series of concept alternatives:

Cost comparison assumptions would be based on replacing the 140 existing slips, but the initial phase of improvements is to be based on meeting current daily demand of 20 seasonal slips and 20 transient slips Existing timber main pier to be encapsulated with steel sheet pile Existing fixed pier, fuel dock, and floating docks to be replaced with floating dock systems compliant with

ADA and upcoming MDNR standards Future preliminary engineering efforts are required to confirm the following assumptions:

o All assumptions require validation through bathymetric survey, wind, wave, and ice studies o Dredging volumes were estimated by zones, with disposal costs estimated at $20 cy for adjacent beach nourishment of open lake disposal o Extension of the existing breakwater to enclose the basin is included

A series of initial concepts was prepared that were based on three primary approaches. These included primary access to the slips from an improved shoreline, primary access through a single connection point

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 6 along the main public pier closer to the shoreline, and finally, an upgraded variation of the existing configuration for comparison purposes. Comparative conceptual cost estimates were prepared, which indicated that the cost variations between the preferred concepts were within 10% of one another.

Assessment of the alternatives with MDNR operational staff identified the improved shoreline approach as the most effective way to achieve the strategies identified in the market analysis and boater survey. Three alternate phasing plans were prepared to identify the most cost effective way to implement the plan by providing the most benefit possible within a reasonably scaled initial phase while minimizing the impact to ongoing boater activities and existing facilities.

Immediate 2013 Improvements

Given that implementation of significant recommendations of this plan are unlikely to be implemented in 2013, we recommend the following immediate improvements:

Repair/replace timber pile cross bracing at the fuel dock Remove unsafe single pile fixed docks Inspect fuel pump system Inspect electrical utilities

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 7

CONDITION ASSESSMENT

Figure 1

Introduction

East Tawas State Harbor is aging and many of its components are either reaching or past their design lives.

Although some components may have several years of useful life remaining, the risk of failure exists and they do not meet current design standards and/or codes.

Utility systems are in various states of deterioration and do not meet current MDNR Standards. Power pedestals do not provide the connections required by today’s modern vessels. Water systems do not appear to contain components such as atmospheric breakers and backflow preventers, and in many cases no longer connect through dock utility pedestals. The electrical system should be inspected by a licensed electrician with marina utility experience. Minimal repairs should be completed to achieve code compliance, but no significant improvements should be planned until the system can be replaced.

Floating docks are reaching the end of their design life. In some locations, anchorage is not intact, which creates a significant risk for movement and damage to docks, utilities, and to moored boats. Many of the floating docks are severely leaning to one side, indicating damage from ice forces. Although finger piers appear to have been retrofitted with new floatation units, the head pier floatation is in poor condition, with styrene float material left exposed. Floating docks are not compliant with 2010 ADA Standards and dock spacing does not meet current MDNR Standards. Beyond minor repairs and immediate repairs to address safety issues, improvements to the existing floating dock system should be limited until it can be replaced.

Fixed finger piers are not compliant with 2010 ADA Standards and do not meet current MDNR Standards for spacing. Some fixed finger piers have failed, and are currently barricaded to prevent access. The five fixed finger piers that are supported by only one row of piles should be taken out of use and removed.

Fixed finger piers supported by pile pairs are in fair condition and should be continuously monitored to detect any early failure signs.

The timber crib/timber main dock structures are deteriorating. While piling is generally in fair condition, other structural members are failing. Rotting connections are failing and stone crib material is escaping the crib structure in several locations. The life of these structures can be extended with repairs to the stone crib, reinforcement of connections, pile protection, and continuous monitoring and ongoing repair. It is

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 8 likely that repairs will be needed on an annual basis. As an alternative, the structure could be encased with steel sheet piling and filled to extend the expected life of the structure and eliminate maintenance needs.

The open pile fuel dock structure is in poor condition because many of the structural members that provide horizontal stability are either loose or have failed. The dock’s lack of stability is particularly concerning because the fuel system is located here. If use of this dock continues, repairs to connections and lateral bracing elements should be completed immediately. Piling is generally in fair condition.

With the exception of the fuel pumps, the fuel system was replaced in 1996/1997 and appears to be in good condition. The primary concern is the lack of stability in the existing open pile structure the fuel dock is located on. Fuel pumps should be inspected by a fuel system inspector or by the pump manufacturer to ensure they are functioning properly.

Figure 2

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 9

CONDITIONS ASSESSMENT

Field inspection of the East Tawas State Harbor Facility was completed in July, 2012. Edgewater Resources, United Design Associates, and divers from Underwater Construction Company (Stevensville, Michigan) visited the harbor and completed data collection and field observations on July 26, 2012.

FLOATING DOCKS

The floating dock system was installed in 1989 and is displaying signs that it has reached the end of its useful life. Typically, floating docks have a design life of twenty-five to thirty years, so replacement will be required in the immediate future. Many of the floating finger piers are significantly twisted, indicating loss of floatation and/or damage from moving ice (Figure 3). The rotation is likely due to ice forces that have been exerted on the finger piers and transferred to the floating head pier.

The existing floating pier system does not have an ice suppression system to help minimize horizontal and vertical ice forces on the floating system. Ice suppression systems are recommended for all floating dock systems located in cold weather climates. Ice suppression motors are typically connected 50 amp 240v power receptacles, but the existing power supply does not contain 50 amp breakers.

Some of the floating units have vegetation growing from cracks and crevices, indicating the wood dock frames are holding moisture. Increased moisture content is typical for wood that has been exposed to a marine environment for more than twenty years.

Spud piles that anchor the floating dock system are located along the head pier and at the ends of eight finger piers at slips 53-68. Underwater observations indicate that some spud piles are not in contact with the lake bottom. In these locations, the lowest section of the spud piles may have been disconnected from the upper sections and fallen to the lake bottom. The spud piles are critical components of the floating dock system because they provide anchorage. Wave and wind forces act on moored boats and the dock system itself during the boating season. During the winter, ice also acts on the dock system. If the anchorage system is not fully intact, the docks will be subject to movement, resulting in severe damage to docks, boats, and utility systems.

The ends of several finger piers and the end of the head pier have lost freeboard, further indicating the loss of floatation. Over time floatation units absorb water, reducing buoyancy. Modern dock floats typically incorporate molded, watertight shells around the expanded polystyrene float material to prevent water absorption. These modern dock floats are used in the floating finger piers. However, the floatation units for the head pier are covered with a steel lamination, which is not watertight and leaves the units exposed to water absorption. Underwater observations indicate that the steel lamination is corroded and peeling away. The loss of the steel lamination significantly reduces the strength, stability, and life expectancy of the floating system.

Figure 3

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 10

Figure 4: Typical exposed polystyrene on head pier Figure 5: Steel delaminating on head pier

Figure 6: Typical underside of finger piers Figure 7: Typical underside of finger piers

The head pier is exhibiting variable freeboard across its width, in either direction from the head pier bend.

This is again indicative of loss of floatation and twisting caused by forces such as ice, waves, and wind.

In general, the floating pier slip clear distances should be three to five feet wider than the current configuration in order to meet the 2003 Michigan Department of Natural Resources Harbor Development Standards for floating piers. Finger pier widths are also substandard. The existing 45-foot finger piers are 3 feet wide and the 60 foot finger piers are 4 feet wide The current MDNR Standards require a minimum width of 4 feet for 45 foot finger piers and 5 feet for 60 foot finger piers.

None of the floating pier widths are in compliance with 2010 ADA Standards for Accessible Design. A minimum of five feet of clear space is required for ADA-accessible slips.

The gangway landing unit is exhibiting significant loss of floatation. The top of the floatation unit is close to or slightly below the water line. Such a significant floatation issue could be affecting utilities, most critically the electric system. If the floating dock is going to remain in use, the connection should be inspected to ensure the safety of all who use the docks.

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 11

The landing end of the ramp appears to be a slide type connection. Usually these types of connections of recent construction incorporate a chain restraint connection between the ramp and unit to help restrict excessive travel of the floating system in the outward direction. In addition, the slope is not compliant with current ADA requirements. The maximum gangway slope allowed by the 2010 ADA is 1:12 at the design water level, with a maximum required gangway length of 80 feet. In other words, the slope can exceed 1:12 if the gangway is at least 80 feet long. If the design water level is the all-time low Lake Huron water level, a vertical transition of approximately five to six feet would exist and the required gangway length for that transition would be 60 feet to 72 feet. The current gangway is 32 feet long and has an additional transition plate that extends approximately five feet from its end.

FIXED PIERS AT FEDERAL BREAKWATER

The fixed piers at slips 103-112 are supported by only a single row of piles. These piers are all in poor condition and some are dangerous/closed-off (Figure 8). Wood member connections have failed in some locations and others could fail without warning or upon impact from a vessel.

Figure 8

Freeboard from the water to the finger pier decks is very high, especially in the current low water condition of Lake Huron. High freeboard makes the transition from boat to dock difficult for boaters. If Lake Huron water levels drop further, fenders may need to be extended to prevent boats from being caught underneath the fenders.

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 12

The Fixed Piers at slips 113-140 are supported by two rows of piles and appear to be in fair condition (Figure 9). These piers have adjustable heights, but ramps are created as the docks are adjusted lower. The ramped frame section of the finger pier off of the sheet piling bulkhead is 15 feet long and slopes approximately 3 feet over that distance, which is operationally steep.

All of the existing fixed piers are 3’ wide, which is the minimum width required by the 2003 MDNR Specifications. Like the floating piers, the clear distance between finger piers needs to be three feet to five feet wider than the current configuration to comply with

MDNR Specifications. These fixed piers do not meet 2010 ADA Standards, nor are they protected by ice suppression systems.

FIXED MAIN PIER FROM LAND TO FEDERAL BREAKWATER

The fixed pier extending from land to the federal breakwater is a timber crib and pile supported deck structure (Figure 10). It appears that it was originally constructed as a crib structure that supported a deck. Over time, it appears the crib deteriorated and could no longer support a deck. Vertical pilings were then driven outside of the crib timbers and cross beams installed with a new frame and walkway decking.

Figure 10

The timber crib includes both horizontal members and vertical “backer boards”. Many of the vertical “backers” are either gone or deteriorated, leaving gaps and resulting in loss of stone in some places.

Underwater observations discovered end decay and separation at the seams where the horizontal crib timbers meet behind the outside vertical piling. A few broken horizontal members (primarily on the

Figure 9

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 13 eastern side) were also observed. Some of the seam separations witnessed were approximately 2’ wide with voids up to 3’ deep. At the seam separation areas, varying amounts of ballast material were observed spilling out of the voids. The piles seem to be in good condition below the waterline, based on visual inspection and by prodding with a knife.

Figure 11: Typical timber pile Figure 12: Timber crib at water line

Figure 13: Horizontal void in crib structure Figure 14: Loose connections in crib structure

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 14

Figure 15: Typical crib structure Figure 16: Typical seam separation in crib structure

Figure 17: Large seam void Figure 18: Typical timber pile

The tops of the piles that support the walkway structure at the outer face of the crib are beginning to exhibit rotting and splitting (Figure 19). The deterioration to the tops of these piles is exposing the through bolts, in some cases completely, that connect the cross beams which support the deck structure.

Figure 19

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 15

FIXED PIER TO FUEL DOCK

A timber crib structure with finger piers along its north side connects the timber crib main pier to the open pile fuel dock (Figure 20). This structure appears to be of the same construction as the main pier. It exhibits the same issues present in the main pier, including seam separation, loose connections, and missing backer boards.

The timber pile-supported finger piers are of the same construction and in the same general condition as the finger piers located at slips 113-140 along the federal breakwater, as discussed above.

Dense vegetation was observed underwater on the north side of the timber crib structure near its intersection with the timber main pier.

OPEN PILE FUEL DOCK

The fuel dock consists of a timber structure supported by a series of open timber piles. The piles are oriented in rows of three piles with the southernmost pile having an additional batter pile for horizontal support. The slips on the north side of the open pile dock utilize adjustable, pile-supported finger piers with timber access ramps. Only broadside mooring is available along the south side of the open pile dock.

The piles are connected with timber cross-bracing both parallel (west/east) and perpendicular (north/south) to the dock to aid in horizontal support. Visual inspection and underwater observations indicated that the piles are in good structural condition with no obvious signs decay; however the bracing has split and is separated from piles in some locations (Figures 21-24).

In other locations the bracing is completely missing leaving empty hardware connected to the piles. The batter piles connecting to the southern row of piles commonly show end splitting, resulting in a loose connection to the vertical dock piles and limiting horizontal stability. These deficiencies reduce horizontal support and account for the instability felt by harbor staff when vessels land at the fuel dock.

Figure 20

Figure 21

Figure 22

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 16

Figure 23: Split and broken cross-bracing Figure 24: Split and broken cross bracing

The floating work area adjacent to the fixed fuel pier is accessed by stairs resting on the floating unit. Per harbor staff, this floating dock experiences movement issues from ice forces during the winter. It is connected to the fixed piers by only cable ties, which do not provide sufficient anchorage.

The timber pile-supported finger piers are of the same construction and in the same general condition as the finger piers located at slips 113-140 along the federal breakwater, as discussed above.

PUMPOUT

The age of the “Johnny Trap” pumpout unit is not known, but corrosion is evident on its enclosure (Figure 25). A water line is connected to the pumpout and back flow prevention was not evident, although it is required by code to prevent potential mixing of sewage and potable water. Back flow prevention should also be incorporated into both the wash down stanchion and the potable water supply, although none was observed. In fact, the wash down water labeled “unsafe water”, the potable water labeled “safe water”, and the pumpout unit water line are all connected to the same supply with no backflow prevention.

The pumpout is connected to the power supply via a 20 amp duplex GFI/GFCI receptacle. The receptacle appears to be rated for outdoor use but should have a “while-in-use” cover that protects the receptacle while the pumpout is connected.

Figure 25

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 17

DEPTHS/BASIN

The latest available hydrographic survey data was collected in 2009. According to this data, depths near the fuel dock were approximately 9 feet and increase to over 10 feet towards the marina entrance.

Depths within the marina near the slip areas are not available. Typically, designs require certain dredge depths for various slip lengths, vessel types, fueling areas, or entrance areas. Fueling area dredge depths must accommodate the deepest drafting vessels in the mooring basin or traversing the surrounding areas, should these vessels need fuel.

DECKING

Decking throughout the harbor is at least twenty years old, but appears to be in fair condition (Figure 26). The edges of some boards are raised, which could create trip hazards as the boards continue to age. Harbor staff has indicated that fasteners are replaced on an as-needed basis. During rainfall, the decking appeared to absorb water and some ponding was observed.

MARINA UTILITIES

Floating Piers

The floating system utilities appear to be in various deteriorated conditions. This field review did not include removing deck boards and did not physically determine the condition of electrical junction boxes, flexible utility connections between units, etc.

The water hose bibs appear to be different types at various service centers where some water piping and hose bibs go through the service centers and some are attached separately to the floating unit side wall. A significant number of the hose bibs appear to be lacking atmospheric breakers which should be screwed into the discharge end of the hose bib. These are required by code. It was noticed that the flexible water connections between the floating units appear to be rubber hose. More recent projects typically specify braided steel flexible pipe between the floating units.

Figure 26

Figure 27

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 18

Further review of the condition of the wiring and connections inside of the existing junction boxes below the deck, and the condition of the junction boxes is recommended. Corrections should then subsequently be made to the electrical system. Current electrical code does not allow electrical junction boxes under the deck of floating systems.

It appears that the existing service centers do not have the required number and sizes of 30amp, 120v and 50amp, 240v receptacles for the various sizes of craft/slips to meet the current MDNR Specifications for floating piers. There are no 50 amp receptacles on the floating pier system. Slips 45’ long should have one 30 amp, 120v, and two 50 amp, 240v receptacles per slip; and 60’ slips should have two each 30 amp, and two each 50 amp receptacles. To upgrade to the number of receptacles specified would also require more circuits with larger wire sizes; more breakers; and electrical panels to feed the slips.

The utility connections to land are attached to the side of the existing bulkhead and steel sheet piling (Figures 29-30). It is preferable for utility lines to be concealed under the deck or concealed above the deck to meet current electrical codes and eliminate the potential damage from boat impact. Concealed lines offer security and reduce any tampering.

Figure 29 Figure 30

Fixed Piers

It appears that the existing service centers do not have the current required number and sizes of 30amp, 120v and 50amp, 240v receptacles for the various sizes of craft/slips to meet the current MDNR Specifications. There are only five 50 amp pedestals (10 receptacles) on this fixed pier system. The 50 amp pedestals were installed in 1996/1997 along the fixed timber crib pier broadside dockage. It was noticed that the 45 foot boat currently moored at a fixed pier along the federal breakwater is using Y-plug wiring to connect to the 30 amp service, and thus there are no receptacles left for the adjacent boats. The existing boxes are older style mid west units which would need to be completely replaced to meet the number of plugs required per slip for current requirements.

Figure 28

EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 19

A significant number of the hose bibs appear to be lacking atmospheric beakers which should be screwed into the discharge end of the hose bib.

These are required by code.

SHEET PILING

190 linear feet of sheet piling has been driven along a portion of the west side of the main pier that connects the land to the federal breakwater structure (Figure 32). The year this sheet piling was driven is unknown and the reason for its construction is unknown. The sheet piling may have been constructed as a barrier to prevent drifting sand and/or wave action from entering the basin. The sheet piling appears to be in fair condition.

Figure 32

TIMBER PILING

The timber piling appears to be of varying age with the timber crib piles being the oldest and various fender piles being the youngest. The piling all appeared to be in good condition underwater, with no rot or soft spots observed or detected by prodding with a knife. Above water and in the splash zone, the piling is showing minor wear from ice. The ends of older piling exhibited decay and splitting, leaving hardware partially or fully exposed. Due to silt, the lakebed penetration of the fender piles could not be observed to verify stability.

Figure 31

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FUEL SYSTEM

The fuel system was replaced in 1996/1997. Diesel and unleaded fuel tanks were replaced with double wall tanks and dock fuel supply lines were replaced with triple wall lines. According to the 1996 plans, the fuel pumps were not replaced at the time of the renovations. No apparent issues were observed, however harbor staff indicated that pumps are constantly running. We recommend the pumps be inspected by a fuel system inspector or representative of the pump manufacturer, Bennett Pump Company, to ensure they are functioning properly.

The fuel pumps are located on the open pile fixed pier, which has stability issues (Figure 33). Depending on the timetable for any improvements, the pier should be stabilized as soon as possible to ensure that fuel lines are not at risk.

Figure 33

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ADDITIONAL CONSIDERATIONS

ICE & WAVE STUDY

Before advancing the design process beyond the scope of this study, wave and ice studies are strongly recommended within the basin to determine the need for additional break water protection on the open side of the basin. These studies would also help determine if floating systems are practical with or without any additional breakwater protection, and to what extent towards shore additional mooring could be placed within the basin with or without the breakwater. Typically, mooring basins are designed with properly orientated small entrance openings. Thus, the mooring basin is protected from exposure and potential wave and ice forces, especially on the Great Lakes. This is done to increase the life expectancy of mooring structures and boater comfort within the basin.

SOIL BORINGS

Soil Borings and dredge sample testing are important in determining dredge conditions and costs. Dredge sample testing as required by the MDEQ and other permitting agencies is recommended to determine if contamination is present in the bottom to be dredged, thus affecting project costs and feasibility of the project.

BATHYMETRY

Current soundings are recommended with a preliminary layout design to help determine feasibility and costs of any potential breakwater construction, and any potential required dredging.

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EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 23

MARKET ANALYSIS

As municipal funding sources for maintenance, construction, and operations have diminished, the importance of establishing budget priorities in municipal operations is more important than ever. There are few recreational facilities provided by municipalities that are revenue positive, meaning that the facility provides high quality amenities that can both pay for the revenue generating elements and on-going maintenance and operation of those elements. Properly designed marinas can be revenue positive facilities, and in some cases, marinas can generate funding for adjacent non-revenue producing elements.

Additionally, they also create measurable direct and indirect economic impacts on the larger community.

Understanding the market is the most important element in designing a successful marina.

The goal of this marina market analysis is to create a set of findings and criteria to enable East Tawas State Harbor to make well informed decisions for any future planning and marina improvement projects.

Focusing on what features or management practices are most influential on the success of a marina, the market analysis provides details on:

Availability Factors, Location & Convenience Factors, Marina Infrastructure Elements, Services & Amenities

The data cited in this report was collected by Edgewater Resources in the summer and fall of 2012.

Sources of the data include direct conversations with Harbor Masters and/or responsible staff, publicly available data, and marina websites.

Study Area

Saginaw Bay is the primary market study area for East Tawas however the study included marinas located along the east coast of Michigan from the southern end of Lake Huron up to the Straits of Mackinac.

Marinas included:

Lexington State Dock* Harbor Beach Marina Caseville Marina Sebewaing Marina Bay City Liberty Harbor* Au Gres State Dock East Tawas State Dock Jerry’s Marina Harrisville Municipal Marina* Alpena Municipal Marina* Straits State Dock De Tour State Dock

* Municipal Marinas

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EAST TAWAS STATE HARBOR Condition Assessment and Concept Improvements Plan 25

Despite the recent economic downturn, recreational boating popularity remains fairly strong. Market analyses performed over the last twelve months throughout the Great Lakes have identified a number of key trends that directly relate to the ongoing success of marinas, while also highlighting the source of challenges faced by marinas that are struggling. For each marina surveyed for the Market Analysis, information was organized into a few categories: Availability Factors, Location & Convenience Factors, Marina Infrastructure Elements, and Services & Amenities.

Findings are summarized here in General Trends and Initial Conclusions. For more detailed information, individual information sheets for each marina surveyed are also provided in the appendices.

Availability Factors

These include a breakdown of wet slips between transient and seasonal slips; slip size; lease rates;

occupancy for transient and seasonal slips; and existence of a waiting list with supporting data as available.

Of the twelve marinas surveyed, ten offered seasonal slips and two were exclusively transient. Combined, the ten marinas had 479 slips available and 356 were leased for seasonal use. This equals a 74.3% occupancy rate over the study group. East Tawas had 21 of 60 slips leased, equaling a 35% occupancy rate.

Two marinas in the study group were 100% leased in seasonal slips. All 33 seasonal slips at Caseville marina were filled in the 2012 season. Marina operators attribute this success to the marina’s location close to the destination town and popular cruising routes, good facilities with wide floating docks and two clean and well-functioning bathhouses, popular local festivals and knowledgeable and well trained staff.

Although Bay City Liberty Harbor’s location prohibits sailboat use, all 50 seasonal slips were leased in 2012. Bay City Liberty Harbor benefits from its location adjacent to a popular destination town, updated docks as well as management that is notably friendly and helpful.

Those marinas that saw a large decrease in seasonal leases struggled with water depth problems, major facility problems, fuel costs reducing boater numbers, and trends toward more local boats using trailer boat launch facilities.

Most marinas in study use the Michigan Waterways Commission Rate Schedule for both seasonal and transient boaters. Sebewaing and Jerry’s Marina use independent rate schedules. Sebewaing is below market average rates, yet has extremely low occupancy rates, generally due to drastically low water levels and the need for facilities renovations. Jerry’s Marina, located nearby East Tawas State Harbor, has higher occupancy numbers while charging rates higher than East Tawas State Dock.

Alternative boat storage, such as buoy mooring and dry racks, are generally not offered and not determined to be in demand in this market. On-site winter storage options are offered by few facilities and do not add much to the overall marina revenue. The availability of winter storage on-site is not a primary factor when boaters are deciding on marinas for seasonal slips.

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General Trends Where water levels are consistently low, shorter slip lengths are more in demand.

Where water levels are 6' or greater consistently, more slips 35' and greater are in demand.

Only a few marinas are fully leased for the season, with no waiting lists for 2013 season.

Most marinas averaging 40-60% occupancy rates, with some at or near 100%, overall regional occupancy is around 75% Power boats are generally 70% of transients.

No marinas surveyed offer Buoy Moorings or Dry Rack Storage.

Few offer on-site winter storage

Initial Conclusions Marinas adjacent to active downtowns have advantage, especially if there are popular festivals scheduled for the season. Can often have waiting lists for transient slips.

Trends for dock renovations focus on increased slip size flexibility, therefore additional longer slips are being built.

Wide floating docks are the most requested and most popular with boaters.

Offering new rate options in response to changing boater user trends, such as increase day use, could increase overall marina use and revenue.

Location & Convenience Factors

This section evaluates the marina's location in relation to large population centers and proximity to local downtown/commercial service and to primary boater cruising routes. Marinas were evaluated on Proximity to a Major Population Center (Detroit and Lansing), Proximity to Downtown/Commercial Services and to Regional Boater Transit Routes.

Generally, proximity to an active and attractive downtown district is far more important to boaters than the distance to a major population center. Nearby recreation opportunities are also important to boaters.

Transient boaters take advantage of hospitality bikes and vans some marinas provide and mention the service as a draw to certain marinas.

General Trends Marinas closer to both primary cruising routes and within a two hour drive on large population centers generally lease more seasonal slips Unless the marina is one of the few options in a section of the primary cruising route, the marina benefits from being close to a downtown.

Courtesy vans and bicycles are very popular with boaters.

Initial Conclusions Transient boaters especially appreciate a destination that includes convenient entertainment or sightseeing.

Transient boaters will go off the primary cruising route for popular tourist destinations and for marinas with a great reputation.

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Marina Infrastructure Elements

Marina Infrastructure Elements are those related to the quality of the facilities, as well as the type of facilities offered. Successful marinas are judged by the size and quality of their docks, the type and capacity of utilities provided, and landside amenities including the quality of the landscape, parking…