2014_Condition_Assessment.pdf

CONDITION ASSESSMENT REPORT

AND REPAIR RECOMMENDATIONS

for the

111 WEST MAIN STREET PARKING DECK

for

City of Urbana Urbana, Illinois

Submitted by:

DESMAN INC.

Chicago, Illinois

December 2014

CONDITION ASSESSMENT REPORT

AND REPAIR RECOMMENDATIONS

for the

111 WEST MAIN STREET PARKING DECK

Urbana, Illinois

Table of Contents

1. Introduction.......................................................................…

2. Executive Summary..........................................................…

3. General Information

4. Findings……….................................................................…

5. Repair Options and Opinion of Probable Construction Costs

6. Qualifications

Appendix A Photographic Documentation

ARCHITECTS ENGINEERS PLANNERS PARKING CONSULTANTS RESTORATION ENGINEERS

20 N. CLARK STREET, 4th FLOOR, CHICAGO, IL 60602 www.desman.com PHONE 312.263.8400 FAX 312.263.8406

NEW YORK CHICAGO WASHINGTON D.C. BOSTON CLEVELAND HARTFORD FT. LAUDERDALE DENVER PITTSBURGH

December 17, 2014

Mr. John Collins Operation Manager Public Works Department City of Urbana 706 South Glover Avenue Urbana, Illinois 61802

Re: Condition Assessment Report and Repair Recommendations for 111 West Main Street Parking Deck, Urbana, IL

Dear John:

On September 30 and October 1, 2014, Desman Associates conducted a condition assessment, including visual observations and physical sounding at the above facility.

The work was performed by Mr. Eugene Vlasenko and Mr. Roman Blekhman of Desman

Associates.

This report is intended to summarize our findings on the current condition and recommendations with regard to needed repairs and maintenance of this structure in the immediate term as well as near and longer term repair and maintenance needs designed to extend useful the life of the facility.

1.0 INTRODUCTION

1.1 Authorization

The condition assessment of the 111 West Main Street Parking Deck was performed in accordance with the Proposal for Engineering Services dated July 15, 2014 and accepted by Mr. John Collins on September 4, 2014.

1.2 Objective

The objective of this assessment was to determine the current physical condition of the parking facility and develop an effective repair and preventive maintenance program to assure long-term durability of the facility. Based on the determined condition, appropriate restoration procedures and their associated probable construction costs were to be presented to assist the Owner in preparing budgets for future, expected repairs.

1.3 Scope of Services

Our scope of services for this project provided for the evaluation of the current condition of the structure, selection of appropriate restoration procedures, preparation of probable construction costs, and presentation of our findings to document our observations and recommendations.

The evaluation of the current conditions of the structure was accomplished through several means. Original design drawings were not available leading Desman to utilize

2005 repair drawings from our archives. These drawings/templates were used in the field evaluation.

The field survey consisted of visual observation and photographic documentation of all accessible areas of the parking garage and sounding of the various concrete surfaces to locate delaminated areas.

We have also retrieved from our archives and reviewed our 2004 Condition Assessment

Report for the facility. Some of the data from that report was utilized to gain better understanding of the facility history and is incorporated into this report.

Based on information from the field survey and our experience with the restoration of similar structures, repair programs, along with their associated construction costs and advantages or disadvantages, were considered. The probable construction costs presented are based on current 2014 prices for labor, materials, and equipment in the

Urbana area.

Our review included parking areas, stairwells, and the exterior facade. A review of fire protection, electrical distribution, elevator and revenue control equipment was not included in this scope of services.

1.4 Definitions

Unless noted otherwise, condition appraisals are based, in part, upon visual observations and selective sounding of the floor and other concrete surfaces made at the time of the condition survey. The following terms shall apply in the evaluation of the facility's components:

Excellent Component is in a "like new" state, and is performing its function as intended.

Good Component exhibits little deterioration, and is performing its function as intended.

Fair Component exhibits minor deterioration, and is performing its function as intended, but the component's rate of deterioration has begun to accelerate.

Poor Component has significantly deteriorated and/or is no longer functioning as intended.

Obsolete Component has completely deteriorated, and its state represents a potential hazard to the overall condition of the facility.

2.0 EXECUTIVE SUMMARY

Desman Associates has completed a condition assessment and recommendation report for the 111 West Main Street Parking Deck located in Urbana, Illinois. The garage is about 32 years old and has a capacity of approximately 210 vehicles.

On a scale of “Excellent-good-fair-poor”, 111 West Main Street Parking Deck is currently in ‘good to fair’ condition. Considering the age of the facility, its condition can be attributed to the high level of maintenance performed in the facility over its life span. In our experience, many facilities of similar vintage and construction type with lesser degrees of periodic repairs and preventive maintenance implemented are currently facing extensive repairs or reconstruction.

The 2nd level deck is experiencing some concrete deterioration of its precast concrete elements as well as the cast in place concrete topping driving surface. The primary cause of the existing deterioration is long-term infiltration of chloride contaminated water through the various control joints of the precast construction.

This type of deterioration found in the facility is progressive in its nature and will continue in the presence of moisture and oxygen. We believe a proper restoration and preventive maintenance program can cost effectively restore and protect the structural integrity of the slab system, thus extending the service life of the parking facility.

We have prepared a restoration program presented later in this report for the Owner’s consideration. (Refer to Section 5.0 - Repair Options & Probable Construction Costs.)

The program address the deterioration present in the structure and offers cost-effective solutions for safety and durability of the facility. The program includes concrete restoration of deteriorated pre cast concrete tees, beams and columns; drainage improvements and maintenance of all waterproofing components of the facility for protection of the original and repaired concrete surfaces from additional exposure to moisture and de-icing salts.

The overall proposed repair and preventive maintenance program is divided into three sub programs based on the timing of implementation of the required repairs. The

Immediate Repairs are primarily concerned with assuring facility safety and minimizing ownerships liability associated with safety and code related issues. The approximate construction cost for this sub program is $175,000.00.

The Near Term Repairs address structural repairs not completed under Immediate

Repairs and preventive maintenance work designed to assure continual safety, long term durability and extend useful life of the structure. The approximate construction cost for this sub program is $430,000.00.

The Long Term Repairs mainly deal with preventive maintenance type work to assure continual protection of supported decks from deleterious effects of moisture and chlorides. This program also includes exterior façade maintenance work. The approximate construction cost for this sub program is $410,000.00.

These figures include a contingency amount for unknown or unanticipated conditions that can occur in this type of work. The Near Term and Long Term repair sub-programs can be phased over several years/construction season to meet budgetary constraints the ownership may have. The overall program is designed to repair all current deterioration and provides surface treatment protection to minimize future deterioration.

We have also developed a life cycle repair and preventive maintenance plan designed for twenty five year service life extension for the purpose of providing the ownership with a longer term outlook on the budgetary needs for facility. That information is contained in section 5. 4 of this report.

3.0 GENERAL INFORMATION

3.1 Description of Facility

The 111 West Main Street Parking Structure is a 2 level facility serving parking needs of the downtown Urbana business patrons and general public. The facility is about 32 years old. It is a self-park facility capable of accommodating approximately 210 vehicles. The facility is located on the northwest corner of Main Street and Broadway Avenue in downtown Urbana and faces Main Street, Broadway Avenue and Elm Street. The vehicular entrances to the facility are located on Main Street and Elm Street while the exit is on Elm Street only. The self-park facility is operated in a one way traffic and angular parking mode. The facility is L-shaped in its footprint with dimensions of 234 feet in the north-south direction by 245 feet in the east-west direction.

The structure consists of a reinforced concrete slab supported continuously on the ground at the lower level and a structurally supported slab on the upper level. For the purposes of this report the lower level will be referred to as the Ground Level and the upper level as the Second Level. The Ground Level is at street elevation while the

Second Level approximately 15-feet above the street elevation. The two levels are connected by a two way vehicular access ramp on the northwest side of the facility. The area of the Ground Level underneath the ramp is utilized for parking office and storage facilities. The northwest corner of the ground level facing Main Street is occupied by

Urbana Business Association.

Pedestrian access to the Second level is facilitated by two sets of stairs and one elevator.

Two pedestrian bridges connect the parking structure with the adjacent commercial properties at the second level. The bridges span the north side alley and are not considered part of the parking structure due to their ownership arrangements.

The structural system of the Second Level is pre-cast, pre-stressed, double tee floor planks. The majority of tees are ‘pre-topped,’ indicating the driving surface is included as part of the pre-cast unit. The pre-topped tees are typically 10 feet wide spanning 52”-

4” between inverted “T” beams and pre-cast spandrels along the exterior.

The floor areas over the occupied spaces and at the north end of the structure feature 8 feet wide tees with cast in place concrete topping. Cast in place concrete topping is also utilized over the inverted “T” beams and in the corners.

The second level features an isolation joint along column line “J” separating the east and the west portions of the structure. The vehicular ramp is also separated from the west portion of the deck with isolation joint at its base. Other isolation/expansion joints are located at the junction of pedestrian bridges and structure as well as along the stair towers at the Second Level.

The building facades consist of columns, spandrel beams and parapet walls that are clad in brick. The stair towers are also clad in brick with concrete masonry wall back up. An aluminum frame glazed with fixed window glass bus shed is featured along the east elevation.

Water run off removal from parking areas is facilitated through several area drains located on each parking level.

The parking garage is an ‘open’ structure without any mechanical ventilation system or automatic sprinkler system.

The facility is illuminated by single bulb metal halide or mercury vapor lighting fixtures wired through surface-mounted electrical conduit.

3.2 Existing Drawings

No existing original design or subsequent repair drawings were available for our use.

3.3 Parking Garage Deterioration & Restoration – an Overview

Concrete is a stone-like material created by placing a carefully proportioned mixture of cement, sand and gravel or other aggregate, and water in forms of the shape and dimensions of the desired structure, and allowing it to harden. Concrete has existed and has been used in various ways for thousands of years, probably beginning in

Egyptian Antiquity and is currently used as a building material in every country. The advantages of this building material include its high fire and weather resistance, local availability at low cost, and high compressive strength. On the other hand, it is a relatively brittle material whose tensile strength is low compared to its compressive strength. Since the late 19th century and throughout the 20th century, steel bars have been used to reinforce concrete members where the low tensile strength would otherwise limit load-carrying capacity. Under normal environmental conditions, steel reinforcing bars embedded in concrete do not corrode. A protective film of iron oxide is formed on the surface of the steel when it is encased in concrete. The natural alkalinity

(pH value of approximately 13.2 or higher) associated with the hydration of the Portland cement in the concrete is usually sufficient to keep this protective film stable.

The service environment of parking structures is more severe than most other buildings and is more like that of highway bridges. In many cases, these structures are exposed to seasonal and daily ambient temperature variations. The associated thermal volume changes can cause cracking of the slabs, beams, columns, and walls. Moisture and oxygen can enter the concrete through these cracks and initiate the corrosion process.

With time, the volume increase associated with the corrosion formation will generate enough force to delaminate the concrete cover over the reinforcing steel or other embedded metals.

With the widespread use of salt deicing programs for our national highways, the condition of our bridge decks, parking garages and other reinforced concrete structures directly exposed to these elements, began to deteriorate. The relationship between the deterioration and the use of deicing salts was most evident by the extent of deterioration found in the “snow belt” states. With the development of this deterioration, programs were initiated to study the cause and effect of the problem so that repair procedures and preventive maintenance could be instituted.

Research during this period confirmed that corrosion of the embedded metals was the primary cause of the structural deterioration. It was further determined that the presence of chlorides in the concrete, from both external and internal sources, greatly accelerated the development of the corrosion process. External sources of chlorides mainly consist of deicing salts that may be applied directly to the slabs or carried into the garage by vehicles. Internal sources could consist of calcium chloride admixtures to the concrete, used in winter months to speed the temperature sensitive curing of the concrete mix.

Repair programs began to consider that the only method to stop subsequent corrosion process deterioration was one in which all concrete containing threshold values of chlorides was removed, and chlorides and moisture were further prevented from entering the new concrete. However, removal of all concrete containing significant amounts of chlorides is seldom a practical solution.

A normal assumption made during the condition evaluation is that the structure was adequately designed and constructed in accordance with that design. Due to budget constraints and the ongoing operations of the facility, extensive destructive testing to further confirm existing conditions was beyond the scope of this investigation. As stated by the ACI (American Concrete Institute) Committee 362 in their State of the Art

Report on Parking Structures issued in 1985 (and reaffirmed in 1995)… “Repairing an existing deteriorated structure involves many unknowns, uncertainties and risks.

Especially with regard to repair of deicer caused corrosion damage, the process is considered an extension of the useful life of the deteriorated structure. It is not equivalent to building a new structure with current technology.” Therefore, in the development of alternative repair programs within this report, contingency funds have been anticipated and included in the probable construction costs to account for concealed, unknown, or unanticipated conditions that may be encountered.

The successful extension of the service life of the structure will also depend upon the degree of continuing maintenance provided after a major repair program has been completed. In most cases, some continuing deterioration can be expected to occur and funds should be set aside to address this requirement in future years.

4.0 FINDINGS

4.1 Previous Repairs

Review of 2004 Condition Assessment Report as well as our records of 2005 repairs revealed the following information related to the previous repair history. The previous repairs are categorized into what we believe to be pre and post 2005.

Pre-2005 Repairs

Restoration/repairs to the parking facility were undertaken around 1993-1994 and the following work was performed:

Control joint sealant replacement in cast-in-place topping areas of the Second

Level.

Tee to tee joint sealant replacement in pre-topped areas of the Second Level.

Cove joint sealant replacement at the Second Level.

Expansion joint seal replacement along column line “J” and the base of the ramp.

Expansion joint seal replacement around stair towers at the Second Level.

Application of elastomeric deck coating at the Second Level and Ramp.

Installation of the coping cap over the spandrel beams and parapet walls of the

Second Level.

Caulking of façade joints between aluminum and brick and around doorways.

Application of penetrating sealer to façade vertical brick and concrete exterior surfaces.

Application of penetrating concrete sealer to slab on grade surfaces of the ground Level.

2005 and Post 2005 Repairs

Restoration/repairs to the parking facility were undertaken in 2005 with the following work was performed:

Partial depth concrete repairs of deteriorated cast in place concrete topping at the 2nd level and tripping hazards at the Ground level.

Miscellaneous Tee to Tee connector repairs.

Overhead and vertical concrete repairs of deteriorated surfaces at tee flanges, tee stems, column corbels, columns and parapet walls.

Deteriorated tee to tee joint sealant and control joint sealant localized replacement in deteriorated locations of the Second Level.

Expansion joint seal replacement along column line “J” and the base of the ramp.

Expansion joint seal replacement around stair towers at the Second Level.

Expansion joint seal replacement at pedestrian bridges.

Replacement of existing elastomeric deck coating at the Second and Ramp.

Addition of new floor drains in areas of water accumulation on top deck surfaces at Second Level

Re-construction of the west pedestrian bridge.

Repairs and waterproofing of the east pedestrian bridge.

During our field review we noted that areas of tee to tee joint sealants were removed and then replaced along several joints. These areas appeared to coincide with locations of tee to tee connectors and we assume that this work was performed to assess the condition of those connectors. We are not aware of the specifics of this investigation but believe it occurred sometime after 1995 repairs were completed.

4.2 Field Observation Procedures

A visual examination of accessible structural components of the facility was performed, recorded on drawings, and documented with representative photographs. Some of these photographs have been included in Appendix A of this report. The top surfaces of the structurally supported levels were sounded with a chain drag. In addition, selected surfaces of the concrete undersides of the supported level slabs were sounded with a hammer or steel rod where possible. These sounding procedures were used to locate delaminated areas of concrete.

4.3 Conditions Observed

Generally the garage appears to be in good to fair condition. Observed deficiencies appear to be consistent with the type of construction and age of the structure.

Representative photographs have been submitted with this report to document the observed existing conditions. As shown in photographs deteriorated conditions do exist in many locations.

4.3.1 Ground Parking Level

The Ground Parking Level floor is a concrete slab supported on grade. The slab appeared to be in good condition. Some concrete cracking and spalling was observed in isolated areas as illustrated on Photos 1 through 3. Concrete cracking and spalling is most likely due to shrinkage and/or thermal expansion/contraction of concrete and from structural standpoint is not a cause for structural concern. The spalling of concrete, however, represents a potential tripping hazard and needs to be addressed.

Cracking and spalling of concrete curbs was noted in isolated areas as shown on Photo

4. This condition also needs to be addressed as a part of a comprehensive restoration effort designed to extend the useful life of the facility.

4.3.2 Second Parking Level

4.3.2.1 Elastomeric Deck Coating.

The elastomeric deck coating installed in 2005 consists of three layers. The bottom layer is a primer designed to assure adhesion to the concrete. The base coat over the primer is the main waterproofing component of the system designed to waterproof the concrete deck. Typically, the base coat is a thin layer of elastic material designed to expand and contract with the movement of the deck and across moving cracks and joints in concrete. The top coat or wear course over the base coat is designed to protect the base coat from the effects of traffic and the elements. It is a thin layer of polymer material of lesser elasticity and higher toughness than the base coat that contains embedded aggregate to provide for tire traction and abrasion resistance.

The elastomeric deck coating is currently in fair condition and appears to be in need of re-coating in many high wear areas. Signs of wear and coating deterioration are evident throughout the Second Level. As shown on Photos 5 and 6 a majority of coating in the driveways and especially turning areas have worn out due to vehicular traffic abrasion action. Some areas have worn down to the base coat of the system while others have worn down to the underlying concrete surfaces. At some locations the deck coating appeared to be damaged due to snow plowing operations as shown on Photos 7 and 8.

Wear and deterioration of the coating system found in the facility are typical for its age, traffic and environmental exposure. Elastomeric deck coating plays a significant role in protecting the decks from moisture ingress and associated concrete deterioration.

Repairs, replacement and maintenance of existing/new elastomeric deck coating needs to be a major part of any restoration effort designed to extend the useful life of the facility. It is recommended that the existing system be repaired and re-coated in the immediate future.

4.3.2.2 Joint Sealants.

The original control joint sealants were replaced around 1993-1994 with new sealant and subsequently replaced locally in 2005. The current joint sealants are in poor condition as they have exhausted its anticipated service life and permit considerable water leakage to the level below. Photos 9 and 10 show typical conditions of tee to tee joint sealants while photos 11 and 12 illustrate leakage along tee to tee joints resulting from failed or deteriorated joint sealants. These conditions translate into moisture penetration into the floor system. Moisture access into the floor system can cause corrosion and failure of the tee to tee shear connectors and thus negatively affect the integrity of the floor system. It can also can cause corrosion of the embedded metals such as welded wire mesh in cast in place topping and result in deterioration of the surrounding concrete. We recommend that all joint sealants be replaced prior to re-coating of elastomeric deck coating in the immediate future.

4.3.2.3 Cast-In Place Topping Surfaces and Curbs.

Areas of cast in place concrete topping are generally in good condition at this time.

Some concrete deterioration of these areas was detected in isolated locations and constitutes less than 5% of total cast in place topping areas. Typical example of cast in place topping deterioration are shown on Photo 13. Concrete deterioration in the vicinity of a floor drains was observed at numerous locations with examples shown on

Photos 15 and 16. We believe that the majority of cast in place topping deterioration is a result of on-going corrosion of the embedded reinforcing steel and/or freeze thaw action in the areas of breached waterproofing. We suspect that the durability shortcomings of the cast in place concrete at some of those areas was a major contributing cause of concrete deterioration. Although the extent of this deterioration is relatively minor, we suggest that these areas be repaired and waterproofed in order to forestall its spread and associated costly future repairs.

4.3.2.4 Pre-Cast Tee Top Surfaces.

Pre-cast tee top surfaces appear to be in excellent to good condition. Our sounding of these areas did not detect signs of concrete deterioration with exception of the small area shown on Photo 14. We believe spalling of tee top surface in that area is caused by insufficient concrete cover over the reinforcing steel and needs to be repaired prior to re-coating of the deck coating. In general, good condition of pre-cast tee top surfaces can be attributed to the protection of those surfaces afforded by the deck coating in combination with good quality pre-cast concrete.

Water accumulation on the top surfaces of the supported decks was noted in many areas of 2nd Level. Water accumulation/ponding represents concerns from the two vantage points. It allows for creation of slip and fall condition during the winter months and provides a permanent source of moisture that negatively affects the structural elements beneath and in the vicinity the ponded areas. We believe that some of these conditions are caused by clogged existing drains while other locations are low points on the decks requiring addition of new drains. These conditions are illustrated on Photos 17 and 18. We recommend that the floor surface profile be altered for proper drainage slopes to rout water to adjacent drains or new drains be provided in areas of water accumulation on the top surfaces.

4.3.2.5 Expansion Joint Seals.

The expansion joint seals currently in place were installed in 2005 and are in poor condition at this time. The seals are near the end of their anticipated service life of 10 to

12 years and need to be replaced. Moisture leaking through the deteriorated seals can cause damage to the underlying concrete components of the structure and can lead to costly repairs in the future.

Expansion joint seals along the stair tower, elevator tower and at pedestrian bridges have undergone localized failures of their nosings as shown on Photos 19, 20 and 22.

These types of factory pre-molded joints lend themselves well to splicing and repairs. In the case of pedestrian bridge seals, we believe that repair versus replacement of those joints is a long term and cost effective solution. We recommend that expansion joint seals in those areas be replaced in the immediate future.

The seals along column line “J” featured on Photo 21 have nosing portion damaged and/or altogether missing and can no longer perform their function of waterproofing the isolation joint. This condition also represents a potential tripping hazard. We recommend replacement of this joint seal with a new watertight joint sealing system in the immediate future. The expansion joint seals along the base of the ramp as shown on

Photo 23 is leaking allowing moisture access to the storage/office area. Moisture leaking through these seals into the storage area and can cause mold and mildew formation in that room. It can also cause concrete deterioration of the structural elements supporting the deck in that area. As in the case of the expansion joint seal along the column line “J”, these expansion joint seals need to be replaced.

4.3.2.6 Underside Surfaces.

Condition of the underside deck surfaces reflects failure of the waterproofing components above. Evidence of moisture leakage through isolated control joints, expansion joint seals and tee to tee joints was detected during our survey.

We have observed some damage to the concrete components of the floor system as result of moisture leakage which is documented on Photos 24 through 30. Photo 24 illustrates spalling of column corbel due to corrosion of embedded metals, while Photo

25 depicts spalling of tee flange around a tee to tee connector. Other types of soffit surface deterioration observed include tee flange spalling at tee end shown on Photo

26, concrete spalling around drain body depicted on Photo 27 and minor spalling along the bottom of inverted tee beam shown on Photo 28. We believe that such spalling and/or concrete deterioration will increase at an accelerated rate if moisture leakage is permitted to persist. These areas need to be repaired along with other structural components of the supported level and steps need to be taken to prevent moisture access to structural components of the deck.

4.3.3 Drainage System

Drainage system appeared to be in poor condition with several areas of water accumulation on top slab surfaces due to inadequate slopes to floor drains as well as corroded, clogged and cracked drains and drainage lines. Typical examples of drainage system deterioration are shown on Photos 31 through 34. The existing drain bodies are severely corroded with some of them causing spalling of the surrounding concrete on the top as well as underside deck surfaces. The existing drains also lack sediment buckets allowing debris access into the piping system. Several piping elbows were observed to be cracked and leaking as illustrated on Photo 31.

We recommend that the existing drains and elbows be replaced with new assemblies as part of a comprehensive restoration effort designed to extend the useful life of the facility.

4.3.4 Stairs/Elevator Towers

The condition of the elevator/stair tower and stair only tower generally appears to be good to fair. The handrails do not meet the current code requirements with respect to handrail component spacing not exceeding 4-inches and are corroded at many locations. Photos 35 and 37 show current configuration of stair handrails with Photos 37 and 40 illustrating corrosion of their metal components.

Concrete deterioration of interior stairwell and elevator tower components is present in several locations as depicted on Photos 35, 36 and 37. Stair nosing cracking and deterioration was noted in several areas as illustrated on Photo38.

Some of the doors and door frames exhibited corrosion as depicted on Photo 39.

Window and door sealants on the exterior of the stair and elevator towers were found to be in poor condition, have exhausted their anticipated service lives and need to be replaced. These conditions are documented on Photos 41 and 42.

The main door to the northeast stair tower at the ground level appears to be out of position and is not operating properly. Phot 43 shows this door not being able to be completely closed.

Safe pedestrian access between parking level is paramount to successful operation of a parking facility. We therefore recommend that deterioration of various components of stair and elevator tower be addressed on the first priority basis.

4.3.5 Exterior Surfaces

The exterior surfaces are generally in good condition requiring only minor repairs to areas of concrete spalling and face brick deterioration. Concrete spalling of precast concrete ledger shown on Photo 44 is caused by corrosion of embedded reinforcing steel with insufficient cover. These conditions need to be repaired by removal of spallied concrete, cleaning of embedded reinforcing of rust and placement of a good quality repair material to restore the ledge to its original shape. Considering the age of the facility and signs of concrete deterioration on the exterior we recommend that the city considers application of a breathable waterproofing coating system to the exposed concrete ledges along the façade exterior. This measure will not only protect concrete from moisture and future deterioration but will enhance the overall appearance of the garage exterior.

Photo 45 illustrates cracking of the exterior brick face. We observed these condition at several exterior corner columns. We are uncertain of causes of such cracking but do not believe it has serious detrimental effect on the integrity of the face brick in general. We therefore recommend that these conditions be monitored by an engineering professional on annual basis.

Spalling of face brick was noted in several areas mainly on the south elevation. This condition is shown on Photo 46. We believe that brick spalling is due to freeze thaw cycles and are indicative of moisture presence within a cavity between the face brick and pre-cast concrete parapet wall. We recommend that spalled brick be replaced with new units matching the existing to the best possible extent. We also recommend that weep holes be installed in the brick in an attempt to route moisture out of the cavity.

Close examination and repairs of metal parapet wall caps and seems between cap sections would also need to be undertaken to prevent moisture access into the wall.

Minor corrosion of metal lintels was noted along the north elevations as illustrated on

Photo 47. We recommend that metal lintels be cleaned off rust and painted with rust inhibiting coating.

4.3.6 Miscellaneous Deterioration

Some miscellaneous deterioration in the forms of graffiti on the exterior brick surfaces, broken barrier cable along the ramp and grease contamination of ramp driving surfaces from adjacent restaurant exhaust fan was noted and is depicted on Photos 48 through

50. These issues also need to be addressed as a part of a comprehensive restoration effort designed to restore the facility and extend its useful life.

The distribution and spacing of barrier cables along the ramp do not comply with the current code requirements related to fall protection and should be considered for upgrading.

5.0 REPAIR OPTIONS AND OPINION OF PROBABLE CONSTRUCTION COSTS

5.1 Repair Considerations and Discussion

Many factors must be considered before an appropriate repair program can be developed. Although basic restoration concepts will apply to any project, several specific factors will be unique for a particular project. In addition to the scope of actual repairs, consideration must be given to construction sequencing and facility operation during construction.

With the data on the physical condition of the garage in hand, it quickly becomes apparent that preservation and maintenance of the garage’s safety and long-term durability would be the main focus of a repair program.

Several repair approaches were briefly reviewed but considered inappropriate for various reasons. They include:

A. Do nothing and let the structure exhaust its useful life - This program does not facilitate the safe, continued use of the garage. As areas of the garage continue to deteriorate, they may need to be closed to traffic or temporarily shored. Eventually, the loss of the use of the closed and/or shored up areas may render the garage inoperable.

This program does not address the Owner’s desire to be proactive in the approach to the repair and preventive maintenance of the structure.

B. Concrete repairs, no surface treatments – It has been our experience that this repair program does little to minimize the potential need for re-replacement of structural repairs in as little as 5 to 8 years due to continual floor exposure to moisture and chlorides.

C. Complete replacement of floor slab – This program offers the longest life span

(40 years or more) but is also typically cost prohibitive in a 15 to 20 year life cycle analysis. Implementation of such an approach could cost upwards of $4,000,000 and all parking may be lost for a period of five to seven months. We do not believe that this option represents a feasible approach due to its cost and its disruptive nature with respect to parking operations.

With the above in mind, the following repair approach was developed.

Ground Parking Level

This floor is primarily a concrete slab continuously supported on grade. The slab is currently in good condition considering its age. Since the condition of this slab has minimal effect on the overall structural integrity of the facility, we do not believe that any significant slab repairs are needed at this time. Minor repairs of several slab areas representing potential tripping hazards using partial depth concrete repairs are recommended.

Second Parking Level

These areas exhibit deterioration of its concrete components and will require repairs to assure structural safety and long term durability of its components. The main type of deterioration of the slab system is deterioration of its cast in place topping in the form of concrete delamination (cracking and/or separation of the structural concrete at the level of reinforcing steel) or spalling (‘potholes’ or completely missing concrete exposing the embedded metals) at top and/or underside surfaces of the structure. Although the extent of such deterioration is limited, partial depth concrete repairs of severely spalled areas need to be instituted on the first priority basis. The remainder of the observed concrete deterioration can be repaired in the near future in conjunction with waterproofing systems repairs/replacement.

Waterproofing components of the second level including joint sealants, elastomeric deck coating and expansion joint seals are worn, deteriorated and or approaching their expected service lives. Deteriorated condition of these elements permits water penetration into concrete deck components causing their deterioration. Considering the age of the facility and its continual exposure to chloride contamination it is essential that moisture access to concrete is minimized or prevented in order to minimize future deterioration. Preventive maintenance measures to minimize moisture access to the concrete slab surfaces (such as deck coating application and re-coating, and joint sealant replacement) should be implemented in the near future.

Drainage System

Drainage system appeared to be in poor condition. There were several areas of water accumulation on the top deck surfaces noted during our survey. These areas may develop ice lenses in the winter and become a potential slipping hazard to the public and liability to the owner. We recommend that additional drains be added in those areas to eliminate water ponding in the immediate future.

The existing drain bodies are severely corroded with some of them causing spalling of the surrounding concrete on the top as well as underside deck surfaces. The existing drains also lack sediment buckets allowing debris access into the piping system. Several piping elbows were observed to be cracked and leaking. It is recommended that the existing drains and elbows be replaced with new assemblies as part of a comprehensive restoration effort designed to extend the useful life of the facility.

Stairs/Elevator Towers

The elevator/stair tower and stair only tower is in good to fair condition requiring repairs. The handrails do not meet the current code requirements with respect to handrail component spacing not exceeding 4-inches and are corroded at many locations. We recommend that handrails be modified to conform to current code requirements and cleaned and painted to protect from future corrosion. We believe that this work needs to occur in the immediate future. Corroded or non functioning stair doors noted at several locations also need to be repaired or replaced in the immediate future.

Concrete deterioration of interior stairwell and elevator tower components is present in several locations and needs to be addressed as part of a comprehensive restoration effort to be instituted in the near future. Replacement of deteriorated window sealants is also recommended for inclusion as part of the same restoration program.

Exterior Surfaces

The exterior surfaces are generally in good condition requiring only minor repairs to areas of concrete spalling and face brick deterioration. We believe that repairs of exterior surfaces can be performed in the in 3 to 10 years from now. We also recommend that the city considers application of a breathable waterproofing coating system to the exposed concrete ledges along the façade exterior. This measure will not only protect concrete from moisture and future deterioration but will enhance the overall appearance of the garage exterior.

5.2 Proposed Restoration Program

Based on the ownership desire the proposed restoration program was developed based on three different time spans. These are Immediate Repairs required to be instituted in

0 to 1 year, Near Term Repairs required to be implemented within 1 to 3 years and Long

Term Repairs designed to be performed within 3 to 10 years from now. The proposed program breakdown between the time spans is organized on the following priority basis:

Immediate Repairs concentrate on public safety and liability related issues including code compliance issues.

Near Term Repairs address main structural repairs and waterproofing issues including preventive maintenance type work

Long Term Repairs deal with exterior repair and maintenance work, on-going minor structural repairs and preventive maintenance work of the waterproofing components of the facility.

These program breakdowns with associated preliminary opinions of probable construction costs are listed in Tables 1, 2 and 3 below. The cost contained in those tables are expressed in 2014 dollars and are based on the typical current rates for labor, materials and equipment in the Urbana area.

The program cost also include:

General conditions and supervision, dust protection, temporary signage, temporary electrical services.

Maintenance of mechanical/electrical systems during construction.

Temporary and permanent striping as required.

On-going and final clean-up

The following costs are not included:

Replacement of main conduit feeder runs, electrical panels, or electrical switchgear equipment.

Costs for replacement of gates and card reader system, lost parking revenue or the cost to obtain alternative parking for an expected duration of the project.

Any elevator repairs or upgrades.

Fire Suppression System Repairs and/or Upgrades

Security System Repairs and/or Upgrades

Any remediation of hazardous materials.

Painting of existing or new surfaces unless specifically noted.

Signage improvements.

TABLE No. 1

PROPOSED IMMEDIATE REPAIRS (0 TO 1 YEAR)

ITEM

ITEM EST. QTY. UNIT PRICE COST

1 MOBILIZATION, BONDS, PERMITS & FEES Lump Sum $15,000.00

2 PUBLIC SAFETY AND LIABILITY RELATED WORK

2a REPAIR AND MODIFY BARRIER CABLES ALONG RAMP TO CONFIRM

TO CURRENT CODES

Lump Sum $15,000.00

2b REPAIR, CLEAN OF RUST, MODIFY AND PAINT EXISTING STAIR

HANDRAILS TO CONFIRM TO CURRENT CODES

200 LF $175.00 $35,000.00

2c REPALCE MAIN EXPANSION JOINT SEAL ALONG COLUMN LINE J 100 LF $200.00 $20,000.00

2d REPLACE CORRODED STAIRWELL AND ELEVATOR DOORS AND

REPAIR NON FUNCTIONING DOOR AT GROUND LEVEL

2 EA $5,000.00 $10,000.00

2e REPAIR TRIPPING HAZARDS AT GROUND LEVEL Lump Sum $5,000.00

2f REPAIR SPALLED CAST IN PLACE TOPPING AT CROSSOVER ON 2ND

LEVEL, SEAL JOINTS IN NEW TOPPING AND APPLY PENETRATING

SEALER TO REPAIRED AREA

250 SF $60.00 $15,000.00

2g REMOVE LOOSE OVERHEAD/VERTICAL SURFACE CONCRETE Lump Sum $5,000.00

2h ADD NEW DRAINS AT AREAS OF WATER ACCUMULATION ON 2ND

LEVEL

5 EA $3,000.00 $15,000.00

3 MISCELLANEOUS ITEMS AND GENERAL CONDITIONS Lump Sum $25,000.00

SUBTOTAL OF DIRECT WORK ITEMS Lump Sum $160,000.00

CONTINGENCY FOR UNKNOWN CONDITIONS (APPROX 10%) Lump Sum $15,000.00

GRAND TOTAL Lump Sum $175,000.00

TABLE No. 2

PROPOSED NEAR TERM REPAIRS (1 TO 3 YEARS)

ITEM EST. QTY. UNIT

PRICE

COST

1 MOBILIZATION, BONDS, PERMITS & FEES Lump Sum $25,000.00

2 STRUCTURAL REPAIR WORK

2a PARTIAL DEPTH REPAIRS OF DETERIORATED CAST IN PLACE

TOPPING AND PRECAST TEES

500 SF $40.00 $20,000.00

2b FULL DEPTH CONCRETE REPAIRS OF DETERIORTED FLANGES 400 SF $75.00 $30,000.00

2c TEE TO TEE CONNECTOR REPAIRS 100 EA $500.00 $50,000.00

2d OVERHEAD AND VERTICAL CONCRETE SURFACE REPAIRS 50 SF $60.00 $30,000.00

3 WATERPROOFING

3a REPLACE EXISTING TEE TO TEE JOINT SEALANTS 4,000 LF $5.00 $20,000.00

3b REPLACE EXISTING CONTROL JOINT SEALANTS IN CAST INPLACE

TOPPING AREAS

1,500 LF $4.00 $6,000.00

3c REPLACE EXPANSION JOINT SEAL AT THE RAMP 50 LF $200.00 $10,000.00

3d REPLACE EXPANSION JOINT SEALS AT STAIR AND ELEVATOR

TOWERS AND PEDESTRIAN BRIDGES

100 LF $100.00 $10,000.00

3e INSTALL NEW ELASTOMERIC DECK COATING -FULL SYSTEM 1,000 SF $5.00 $5,000.00

3f RE-COAT EXISTING ELASTOMERIC DECK COATING 40,000 SF $2.50 $100,000.00

4 DRAINAGE SYSTEM REPAIRS AND IMPROVEMENTS

4a REPLACE ORIGINAL EXISTING DRAINS 5 EA $3,000.00 $15,000.00

4b REPLACE DETERIORATING DRAINAGE PIPING 50 LF $200.00 $10,000.00

5 MISCELLANEOUS ITEMS AND GENERAL CONDITIONS Lump Sum $59,000.00

SUBTOTAL OF DIRECT WORK ITEMS Lump Sum $390,000,00

CONTINGENCY FOR UNKNOWN CONDITIONS (APPROX 10%) Lump Sum $40,000.00

GRAND TOTAL Lump Sum $430,000.00

TABLE No. 3

PROPOSED LONG TERM REPAIRS (3 TO 10 YEARS)

ITEM EST. QTY. UNIT

PRICE

COST

1 MOBILIZATION, BONDS, PERMITS & FEES Lump Sum $25,000.00

2 STRUCTURAL REPAIR WORK

2a MISCELLENEOUS CONCRETE REPAIRS AT 2ND LEVEL DECK AND

STAIRS INCLUDING TEE TO TEE CONNECTOR REPAIRS

Lump Sum $75,000.00

3 WATERPROOFING

3a REPLACE MAIN EXPANSION JOINT SEAL ALONG COLUMN

LINE J

100 LF $200.00 $20,000.00

3b REPLACE EXPANSION JOINT SEAL AT THE RAMP 50 LF $200.00 $10,000.00

3c REPLACE EXPANSION JOINT SEALS AT STAIR AND ELEVATOR

TOWERS AND PEDESTRIAN BRIDGES

100 LF $100.00 $10,000.00

3d INSTALL NEW ELASTOMERIC DECK COATING -FULL SYSTEM

AT CONCRETE REPAIR AREAS AND STAIR TOP SURFACES

4,000 SF $5.00 $20,000.00

3e RE-COAT EXISTING ELASTOMERIC DECK COATING IN HIGH

TRAFFIC AND TURNING AREAS

20,000 SF $2.50 $50,000.00

3f NEW ROOFING/WATERPROOFING AT STAIR AND ELEVATOR

TOWERS

Lump Sum $20,000.00

4 EXTERIOR FAÇADE REPAIRS

4a MISC. CONCRETE REPAIRS Lump Sum $10,000.00

4b EXTERIOR COATING OF EXPOSED CONCRETE SURFACES 1,000 SF $10.00 $10,000.00

4b SPALLED BRICK REPLACEMENT Lump Sum $10,000.00

4c CRACK REPAIRS AND TUCKPOINTING Lump Sum $20,000.00

4d WINDOW SURROUND SEALANTS AND WET GLAZING Lump Sum $10,000.00

5 MISCELLENEOUS PAINTING/TOUCH UP OF METALS Lump Sum $20,000.00

6 MISCELLANEOUS ITEMS AND GENERAL CONDITIONS Lump Sum $60,000.00

SUBTOTAL OF DIRECT WORK ITEMS Lump Sum $370,000.00

CONTINGENCY FOR UNKNOWN CONDITIONS (APPROX 10%) Lump Sum $40,000.00

GRAND TOTAL Lump Sum $410,000.00

5.3 Construction Phasing & Facility Operation

In developing our opinion of probable construction costs we have assumed that an area equivalent of 25 parking spaces would be available to the contractor during the work recommended under the Immediate Repairs while about 100 parking spaces or approximately 50% of the garage capacity would be taken during the repairs to the parking floors under Near Term and Long Term repair proposed repair scope. During the repair of the floor slabs, the ground level below the area being repaired need to be closed for safety and shoring purposes. The area allocated for repairs during a single phase should be large enough to permit efficient construction operations, but not so large as to unnecessarily restrict garage operations. Due to noise levels generated during demolition work, daytime hours area assumed.

For the Immediate Repairs, we anticipate the total project construction period of about one month, assuming all work is done under one contract.

For the Near Term Repairs and Long Term Repairs, we would anticipate that the work is completed in two phases in six to eight weeks per phase, resulting in a total project construction period of about three to four months, assuming all work is done under one contract.

During each phase, vehicular traffic must be maintained in areas not under construction and pedestrian access maintained to stairs and elevators. Construction dust and noise must also be controlled. Safety barriers and temporary signage would be required to control traffic during construction. Temporary ventilation systems and barriers would also be required to minimize construction dust.

5.4 Life Cycle Plan and Costs

Based on the current condition of the facility and our experience with structures of similar construction and vintage and typical anticipated life of proposed repair and/or component replacement we have developed a life cycle plan for the facility to aid the ownership with budgeting for the future maintenance needs of the structure. In developing the plan with associated costs we assumed a 25 year anticipated useful life span of the facility, believing that beyond that point it would be more cost effective to replace the facility as opposed to repairing it and/or a better use of the site may occur.

The plan includes work associated with repairs of ongoing concrete member/element deterioration as well as periodic replacement of decks waterproofing components and is presented in Table 4 below. The costs are expressed in 2014 dollars and can be adjusted for inflation and escalation as required by the City of Urbana based on interest rates adopted by the City for this type of analysis.

Engineering and testing fees associated with the proposed work are also excluded from the cost estimates but typically range from 8 to 12 percent of total construction budgets for a given time period.

TABLE No. 4

PRELIMINARY…