8753150_Attachment D - Waterfront Inspection Report.pdf

UNITED STATES COAST GUARD

CIVIL ENGINEERING UNIT MIAMI

15608 S.W. 117th AVENUE

MIAMI, FL 33177

Coast Guard Contract No. HSCG50-14-D-PSL005

Project No. 7096737

WATERFRONT STRUCTURAL INSPECTION

AT

UNITED STATES COAST GUARD STATION PONCE DELEON

NEW SMYRNA BEACH, FLORIDA

MAY 2017

PREPARED BY:

TETRA TECH

759 SOUTH FEDERAL HWY, SUITE 314

STUART, FLORIDA 34994

TEL: 772-781-3400

OF THE

IN

MAY 2017

Prepared For:

UNITED STATES COAST GUARD

CIVIL ENGINEERING UNIT MIAMI

Prepared By:

759 SOUTH FEDERAL HWY, SUITE 314

STUART, FLORIDA 34994

TEL: 722-781-3400

TETRA TECH PROJECT NUMBER 194-8844

EXECUTIVE SUMMARY

A routine waterfront structural inspection was performed on the waterfront structures at

Station Ponce DeLeon, FL on October 3rd and October 4th 2016, delayed due to Hurricane

Matthew and then resumed on October 25th and November 7th, 2016. The structures, consisting of the South Bulkhead, the Boat Ramp, the Main Floating Pier, the Small Floating Dock, and the

Groin were inspected both above and below water by a team of engineers and commercial divers.

At the time of the inspection, the South Bulkhead was in poor condition from Station 0+00 to 2+45 and in good condition from Station 2+45 to 4+21. The South Bulkhead featured two different types of construction. The first type of construction (concrete piles, cap and panels), between Station 0+00 and 2+45 was in poor condition due to extensive spalling and cracking in the

T-piles and the cap (with exposed and corroded reinforcing steel). The second type of construction

(concrete cap and sheet pile panels), between Station 2+45 and 4+21, was in good condition. The timber fendering system and timber piles (Station 0+00 to 1+45) were in fair to poor condition with

3 of the 13 piles broken. The timber piles exhibited minor to moderate loss of section and damage due to wood decay and borers.

The Boat Ramp was in overall fair condition. The concrete cap was in satisfactory condition with minor spalls and numerous typical small hairline cracking. The slab was in fair condition with cracking, heavy scaling, and a 10ft x 10ft area of section loss. The south end of the ramp was undermined up to 10in high with +2ft of penetration along the southern edge and at the southeast & southwest corners. There is a 6in wide crack/separation with up to 12in penetration along the entire width of the slab located 2ft from the south end.

The Main Floating Pier was in overall fair to poor condition. The sides of the floats had numerous horizontal corner cracks 1/16in to 1/8in wide (up to 3ft long on each side of the corner) typically located just below the wood wale and numerous vertical hairline cracks along the sides.

The roller frames and connection hardware had moderate to heavy corrosion with metal loss. The framing and hardware for the triangle corner plates have moderate to heavy corrosion with metal loss. The cleat hardware and wood wale connection hardware also had moderate to heavy corrosion.

The timber guide piles were in fair condition with moderate abrasion damage from the rollers.

The Small Floating Dock was in overall fair to poor condition before Hurricane Matthew.

During Hurricane Matthew the dock detached from the rollers and washed ashore, damaged beyond repair. The timber guide piles and brow are all that remain. The timber piles were in good condition with some minor abrasion damage from the rollers. The hinge on the brow has a 2in long crack.

The Groin was in overall fair condition. Typically the top 2 1/2ft of the concrete piles have

10% to 40% damage consisting of cracking, spalling and loss of notch/channel definition. Below the top 2 1/2ft, the concrete piles are in good condition. There are numerous timber boards installed between the piles (number and condition of boards vary, with several boards missing and numerous decaying boards). The concrete platform at the west end of the Groin has vertical cracking on the sides and an impending spall on the south end.

The South Bulkhead has an estimated remaining service life of 5 to 7 years. The Boat

Ramp has an estimated remaining service life of approximately 5 to 7 years. The Main Floating

Pier has an estimated remaining service life of 5 to 7 years. The remaining service life of the

Groin is estimated to be 5 to 10 years. Recurring follow-on inspections are recommended at five year intervals, unless unusual heavy loading or damage occurs in the interim.

Assessment Report

USCG STATION PONCE DELEON

Date of Inspections: October 3, 2016, October 4, 2016, October 25, 2016 & November 7, 2016

SOUTH BULKHEAD

Date of Inspection: October 3rd & 4th, 2016

Condition:

The Bulkhead from Station 0+00 to 2+45 was in poor condition. The pile caps and T-piles had spalling and in certain locations reinforcing steel was exposed and had 100 percent section loss over this section. Cracks up to 1/4in wide were typical on the T-Piles. The pile caps had cracking with rust staining. Several timber piles had borer damage and rot. Fender system hardware had heavy corrosion with significant loss of section. The rail base plates and bolts exhibited moderate to serve corrosion. Note: The cap and sheet pile from 2+43 to 4+25 was in good condition.

Operational Restrictions:

100 psf Uniform Load, Light Duty Vehicles

Recommendations:

Program the bulkhead for replacement from Station 0+00 to 2+45. Replace handrail connection hardware.

RPFN WO1 South Bulkhead

Condition Index Poor: Station 0+00 to 2+45

Condition Index Good: Station 2+45 to 4+21

Operational Index 45 to 60

Service Life 3 to 5 years

Age of Structure Station 0+00 to 2+45: 50 years

Station 2+45 to 4+21: Unknown

Next Inspection 2021

Deferrable Repair Cost $ ---

Near Term Repair Cost $500,000

Immediate Repair Cost $500

BOAT RAMP

Date of Inspection: October 4, 2016

The Boat Ramp was in fair condition. The concrete cap was in satisfactory condition. Spalls and impending spalls up to 6in. wide by 3ft high with 2in. of penetration were also found to be typical in the concrete cap.

There were numerous hairline (1/64in wide) cracks in the concrete cap on both the east and west sides that were spaced approximately every 5ft. The concrete sheet panel wall had several small spalls. The concrete slab was in fair condition. The concrete slab has cracking, heavy scale, and section loss with exposed aggregate with up to 4in penetration in a 10ft x 10ft wide area located 40ft from the northern end of the ramp (in tidal zone). The Boat Ramp slab was undermined up to 10in high with +2ft of penetration along the southern edge and at the SE & SW corners. There is a 6in wide crack/separation with 12in penetration along the entire width of the slab located 2ft from the south end.

100 psf Live Load, Light Duty Vehicles

Patch area of section loss on the boat ramp slab. Monitor cap cracks, spalls, slab crack/separation and undermining of slab for additional deterioration and the need to be stabilized.

RPFN WO3 Boat Ramp

Condition Index Fair

Operational Index 60

Service Life 5 to 7 years

Age of Structure Unknown

Next Inspection 2021

Deferrable Repair Cost $ ---

Near Term Repair Cost $59,000

Immediate Repair Cost $ ---

MAIN FLOATING PIER

Date of Inspection: October 4, 2016, October 25, 2016 & November 7, 2016

The Main Floating Pier was in fair to poor condition. The deck surfaces of the floats were typically in good condition. Horizontal cracks up to 1/8 in. wide (1/32 in. wide, typ.) and vertical hairline cracks were visible on the floats below the water. The roller frames and connection hardware typically exhibited moderate to heavy corrosion and metal loss. The east roller frames had minor surface corrosion and minor pitting. The triangle corner frames and connection hardware typically exhibited moderate to heavy corrosion with metal loss. The cleat hardware and wale connection hardware exhibited moderate to heavy corrosion and metal loss in the splashzone.

Not Applicable

Replace the wood wale connection hardware, the cleat connection hardware, the rollers and the triangle corner framing. Monitor cracking on floats and abrasion of wood guide piles for additional deterioration.

RPFN WO4 Main Floating Pier

Operational Index 60

Service Life 5 to 7 years

Age of Structure 13 years

Next Inspection 2021

Deferrable Repair Cost $ 151,000

Near Term Repair Cost $ ---

Immediate Repair Cost $ 62,000

SMALL FLOATING DOCK

Date of Inspection: October 4, 2016 (Prior to Hurricane Matthew)

Prior to Hurricane Matthew, the Small Floating Dock was in overall fair to poor condition. The timber guide piles had minor abrasion from the rollers. Rollers had heavy corrosion and metal loss, south roller had a loose bolt. The top deck had numerous hairline cracks spanning the width and length of the float sections. There was a 2ft long by 6in. wide edge spall with 3in of penetration with exposed rebar on the top southern edge of the southern float. The sides of the floats had numerous vertical hairline cracks. The south end of the south float had a 3.5ft long horizontal crack (hairline to 1/16in thick) located just below the bottom of the wood wale. Connecting hardware for the east side wood wale exhibited heavy to severe corrosion. East wood wale had wood decay and section loss. The cleat hardware exhibited moderate corrosion. East end of brow hinge plate had a 2in long crack.

Replace Small Dock if needed. Remove brow, repair brow hinge plate and stow brow until needed.

RPFN WO2 Small Floating Dock

Condition Index NA - Fair Condition Prior to

Hurricane Matthew

Operational Index NA

Service Life NA

Age of Structure NA

Next Inspection NA

Deferrable Repair Cost $ ---

Near Term Repair Cost $ 23,000

Immediate Repair Cost $ 500

GROIN

Date of Inspection: November 7, 2016

The Groin was in fair to poor condition. Typically the top 2 1/2ft of the concrete piles have 10% to 40% damage consisting of cracking, spalling and loss of notch/channel definition. Below the top 2 1/2ft, the concrete piles are in good condition. Between the concrete piles, there are typically 1 to 10 timber boards exposed on the north side of the groin. There are numerous boards missing and boards with varying degrees of deterioration and section loss. The concrete platform at the western end of the Groin has numerous vertical hairline cracks, spalls (no metal exposed) and an impending spall. Platform piles are in good condition.

Repair concrete piles and install new timber boards. Monitor cracks and spalling on platform for deterioration and the need to repair.

RPFN Groin

Operational Index 60

Service Life 5 to 10 years

Age of Structure 50 years

Next Inspection 2021

Deferrable Repair Cost $ 0

Near Term Repair Cost $ 225000

Immediate Repair Cost $ ---

USCG STATION PONCE DELEON

Estimated Budgetary Cost Summary

Notes: The costs shown above do not include design phase engineering or testing.

Deferrable: System or element is expected to remain functional until the next scheduled inspection. If failure does occur, it is not likely to result in significant loss of facility operations and / or will not adversely affect the facility's mission, nor is likely to cause significant property damage.

Near Term: System or element is currently functional but has a high probability of failing before the next scheduled inspection. Such failure is likely to result in the significant loss of facility operations and / or will adversely affect the facility's mission, or is likely to cause significant property damage.

Immediate: System or element is in failure or is expected to fail in the next year. Such failure is likely to result in the significant loss of facility operations and / or will adversely affect the facility's mission, or is likely cause significant property damage.

TABLE OF CONTENTS

PAGE

1 INTRODUCTION

1.1 Purpose and Scope

1.2 Description of the Facility

1.3 Units Serviced

2 DESCRIPTION OF THE STRUCTURES EXAMINED

2.1 South Bulkhead

2.2 Boat Ramp

2.3 Main Floating Pier

2.4 Small Floating Dock

2.5 Groin

3 INSPECTION METHODOLOGY

4 OBSERVATIONS AND EVALUATIONS

4.1 South Bulkhead Condition

4.2 Boat Ramp Condition

4.3 Main Floating Pier Condition

4.4 Small Floating Dock Condition

4.5 Groin Condition

5 REVIEW OF LOAD LIMITS

6 RECOMMENDATIONS

6.1 South Bulkhead

6.2 Boat Ramp

6.3 Main Floating Pier

6.4 Small Floating Dock

6.5 Groin

6.6 Remaining Estimated Service Life

6.7 Recommendations for Recurring Follow-On Inspections

APPENDIX A – FIGURES

APPENDIX B – PHOTOGRAPHS

APPENDIX C – COST ESTIMATES

APPENDIX D – LOAD RATING REVIEW

OF THE

IN

1 INTRODUCTION

1.1 Purpose and Scope

The purpose of this assignment was to provide a thorough above water and underwater structural inspection of the waterfront facilities at the United States Coast Guard (USCG) Station

Ponce De Leon in New Smyrna Beach, Florida. The inspection consisted of a Level I visual and tactile inspection of all structures and a Level II inspection of select areas of the structures.

Photographs were taken to document the typical conditions of the facilities as well as structural defects and deficiencies.

The point of contact for the Coast Guard Station Ponce Deleon was MK1 Brad Forinash

(386) 428-9085. The point of contact for CEU Miami was LT Jon Benvenuto at (305) 278-6703.

1.2 Description of the Facility

The US Coast Guard Station Ponce Deleon is located at the end of North Peninsula Avenue, at the southeast peninsula between Ponce Deleon Inlet and the Atlantic Ocean. The five facilities inspected at the Station included the South Bulkhead, Boat Ramp, Main Floating Pier, Small Floating

Dock, and Groin. Refer to Photographs 1 through 28 in Appendix B for overall views of Coast Guard

Station Ponce Deleon. Detailed descriptions of the structures at Station Ponce Deleon are included in Section 3 of this report. Refer to Figures 1 and 2 in Appendix A for the Site Location Map and

Station Site Plan.

1.3 Units Serviced

Station Ponce Deleon, FL services the Seventh District. At the time of the inspection vessel

45715 was moored at the station.

A routine waterfront structural inspection was performed on the waterfront structures at

Station Ponce De Leon, FL on October 3rd and October 4th 2016, delayed due to Hurricane Matthew and then resumed on October 25th and November 7th, 2016. The structures, consisting of the South

Bulkhead, the Boat Ramp, the Main Floating Pier, the Small Floating Dock, and the Groin were inspected both above and below water by a team of engineers and commercial divers. Refer to

Figure 3 in Appendix A for the Condition Assessment Plan.

At the time of the inspection, the South Bulkhead was in poor condition from Station 0+00 to 2+45 and in good condition from Station 2+45 to 4+21. The South Bulkhead featured two different types of construction. The first type of construction (concrete piles, cap and panels), between Station

0+00 and 2+45 was in poor condition due to extensive spalling and cracking in the T-piles and the cap (with exposed and corroded reinforcing steel). The second type of construction (concrete cap and sheet pile panels), between Station 2+45 and 4+21, was in good condition. The timber fendering system and timber piles (Station 0+00 to 1+45) were in fair to poor condition with 3 of the 13 piles broken. The timber piles exhibited minor to moderate loss of section and damage due to wood decay and borers.

The Boat Ramp was in overall fair condition. The concrete cap was in satisfactory condition with minor spalls and numerous typical small hairline cracking. The slab was in fair condition with cracking, heavy scaling, and a 10ft x 10ft area of section loss. The south end of the ramp was undermined up to 10in high with +2ft of penetration along the southern edge and at the southeast & southwest corners. There is a 6in wide crack/separation with up to 12in penetration along the entire width of the slab located approximately 2ft from the south end of the ramp.

The Main Floating Pier was in overall fair to poor condition. The sides of the floats had numerous horizontal corner cracks 1/16in to 1/8in wide (up to 3ft long on each side of the corner) typically located just below the wood wale and numerous vertical hairline cracks along the sides. The roller frames and connection hardware had moderate to heavy corrosion with metal loss. The framing and hardware for the triangle corner plates have moderate to heavy corrosion with metal loss. The cleat hardware and wood wale connection hardware also had moderate to heavy corrosion. The timber guide piles were in fair condition with moderate abrasion damage from the rollers.

The Small Floating Dock was in overall fair to poor condition before Hurricane Matthew.

During Hurricane Matthew the dock detached from the rollers and washed ashore, damaged beyond repair, and has been removed from the site. The timber guide piles and brow are all that remain. The timber piles were in good condition with some minor abrasion damage from the rollers. The brow has dropped into the water and has a 2in long crack in the hinge.

The Groin was in overall fair condition. Typically the top 2 1/2ft of the concrete piles have

10% to 40% damage consisting of cracking, spalling and loss of notch/channel definition. Below the top 2 1/2ft, the concrete piles are in good condition. There are numerous timber boards installed between the piles (number and condition of boards vary, with several boards missing and numerous decaying boards). The concrete platform at the west end of the Groin has vertical cracking on the sides and an impending spall on the south end.

The South Bulkhead from Station 0+00 to 2+45 has an estimated remaining service life of 5 to 7 years and the estimated service life for the South Bulkhead from Station 2+45 to 4+21 is

+20 years. The Boat Ramp has an estimated remaining service life of approximately 5 to 7 years.

The Main Floating Pier has an estimated remaining service life of 5 to 7 years. The remaining service life of the Groin is estimated to be 5 to 10 years. Recurring follow-on inspections are recommended at five year intervals, unless unusual heavy loading or damage occurs in the interim.

2 DESCRIPTION OF THE STRUCTURES EXAMINED

2.1 South Bulkhead

The South Bulkhead is approximately 421 feet long and has two different types of construction. The first type of construction begins at the west end of the South Bulkhead (Station

0+00), extends to the west wall of the Boat Ramp (Station 1+75) and continues from the east wall of the Boat Ramp (Station 1+96) to Station 2+45. The first type of bulkhead construction utilizes precast T-Piles, precast concrete panels, and a concrete cap. The second type of construction extends from Station 2+45 to the end of the South Bulkhead at Station 4+21. The second type of bulkhead construction is a concrete cap with sheet pile panels. The western section of the South Bulkhead has a timber fender system from Station 0+00 to 1+45 which is constructed of 12 in. to 14 in. butt diameter CCA-treated piles which bore against 10 in. x 10 in. CCA-treated wales and are held four inches off the face of the bulkhead by 4 in. x 10 in. CCA-treated spacer blocks.

Refer to Figures 4A through 4D in Appendix A for the South Bulkhead Inspection Plan.

Refer to Photographs 1 through 11 in Appendix B for overall views of the South Bulkhead.

2.2 Boat Ramp

The Boat Ramp extends north from the South Bulkhead between Station 1+75 and 1+96 for

83ft and extends south between Station 1+75 and 1+96 for 10ft (total length of ramp 93ft). The Boat

Ramp walls are constructed of a concrete cap and precast concrete panels (the anchorage for the wall system is unknown due to the unavailability of as-built drawings) and the ramp is a poured concrete slab.

Refer to Figure 5 in Appendix A for the Boat Ramp Inspection Plan. Refer to Photographs

12 through 15 in Appendix B for overall views of the Boat Ramp.

2.3 Main Floating Pier

The Main Floating Pier is connected to the South Bulkhead by an access ramp (brow) at

Station 2+87. The fingers of the pier are oriented east to west. The pier is constructed of twenty two

(22) concrete floats (identified as Bellingham-Marine in pervious inspection report) which are configured to provide three finger piers (north, center & south). There are six (6) 7ft wide by 12ft long concrete floats that make up the main pier, which runs perpendicular to the South Bulkhead.

The northern and southern finger piers are constructed of six (6) 8ft wide by 10ft long concrete floats, and the center finger pier is constructed of four (4) 7ft wide by 12ft long floats. The Floating Pier is held in position by eight 12in. diameter CCA-treated timber guide piles.

Refer to Figures 6A & 6B in Appendix A for the Main Floating Pier Inspection Plan. Refer to Photographs 16 through 22 in Appendix B for overall views of the Main Floating Pier.

2.4 Small Floating Dock

The Small Floating Dock was connected to the South Bulkhead by an access ramp (brow) at

Station 1+50 and the dock was oriented so that it runs perpendicular to the South Bulkhead. There were three (3) 8ft wide by 10ft long concrete floats. The dock was held in position by two 12in diameter timber guide piles. Note: The Small Floating Dock was damaged beyond repair during

Hurricane Matthew (October 6th & 7th, 2016) and removed by the USCG.

Refer to Figure 7 in Appendix A for the Small Floating Dock Inspection Plan. Refer to

Photographs 23 through 26 in Appendix B for overall views of the Small Floating Dock pre and post

Hurricane Matthew.

2.5 Groin

The Groin is approximately 115 feet long, oriented east to west, and is connected to the South

Bulkhead at Station 0+00. The Groin is comprised of 15 concrete “H” piles 36in wide x 35in depth with a 4in wide x 6in deep rectangular channel on the east and west side of the piles for installation of timber boards. The spacing of the concrete piles is approximately 8ft on center. At the western end of the Groin, the Groin connects to a concrete platform supported by 3 concrete piles.

Refer to Figure 8 in Appendix A for the Groin Inspection Plan. Refer to Photographs 27 and

28 in Appendix B for overall views of the Groin.

3 INSPECTION METHODOLOGY

A detailed above water and underwater inspection was performed to determine the physical condition of the waterfront structures. The underwater inspection was performed using a 5-person team consisting of one licensed engineer, one dive supervisor, one tender and two commercial divers. The underwater inspections were performed on October 3, 2016, October 4, 2016 and

November 7, 2016. The top side inspection was perform by one licensed engineer on October 3, 2016, October 4, 2016, October 25, 2016 and November 7, 2016. All topside areas of the structures were easily accessed. The underwater inspection consisted of a thorough Level I visual and tactile inspection of all structure surfaces at and below the waterline. A Level II underwater inspection was performed on 10 percent of the elements. Field measurements, notes, and photographs were taken for use in this report.

4 OBSERVATIONS AND EVALUATIONS

The facilities at Coast Guard Station Ponce De Leon were inspected on October 3, 2016, October 4, 2016, (the inspected was halted on October 5, 2015 due to Hurricane Matthew), October

25, 2016 and November 7, 2016. At the time of the inspection, the weather was clear with air temperature of approximately 87 to 90 degrees Fahrenheit. The water temperature at the facility was 76 degrees Fahrenheit. There was typically up to 1ft of visibility. The channel bottom consisted of silt and sand.

4.1 South Bulkhead Condition

The South Bulkhead was in poor condition from Station 0+00 to 2+45, and was in good condition from Station 2+45 to 4+21. The South Bulkhead from Station 0+00 to 2+45 is comprised of precast T-Piles, concrete panels, and a concrete cap. The pile caps and T-piles had extensive spalling and impending spalling, and in numerous locations rust staining was visible and reinforcing steel was exposed. Cracks up to ¼ in wide were typical on the T-Piles. Spalls and impending spalls were typical on the T-piles. The cap had extensive cracking and spalling which has compromised the protection of the reinforcing steel evident by rust staining and exposed rebar. However, the concrete panels were in good condition. The South Bulkhead from Station 2+45 to 4+21 is comprised of sheetpile panels and a concrete cap. The cap and sheetpile panels from Station 2+43 to 4+21 were in good condition with minor typical hairline cracking on the cap.

The timber fender system from Station 0+00 to 1+45 was in fair to poor condition. The timber piles had wood decay borer damage with up to 15% loss of section on several fender piles.

Three (3) piles were broken. The wales had light to moderate checking and weathering damage.

Numerous spacer blocks were cracked, missing or rotated 90 degrees off vertical. All fender system connection hardware has heavy corrosion and metal loss.

The handrail base plate connection hardware on the cap between Stations 2+20 to 3+10 is corroded and or/missing at 6 locations.

Refer to Figures 4A through 4D in Appendix A and Photographs 29 through 48 in Appendix B for the defects observed at the South Bulkhead.

4.2 Boat Ramp Condition

The Boat Ramp was in fair condition. The concrete cap was in satisfactory condition.

Spalls and impending spalls up to 6in wide by 3ft high with 2in penetration were also found to be typical in the concrete cap. There were numerous hairline cracks in the concrete cap on both the east and west sides that were spaced approximately every 5ft. The concrete sheet pile wall also exhibited several small spalls.

The concrete slab was in fair condition. The concrete slab exhibited cracking, heavy scale, and section loss up to 4in deep in a 10ft x 10ft area in the tidal zone. The Boat Ramp slab was undermined up to

10in high with +2ft of penetration along the southern edge and at the southeast and southwest corners.

There is a 6in wide crack/separation with 12in penetration along the entire width of the slab located

4ft south of the east bulkhead.

Refer to Figure 5 in Appendix A and Photographs 49 through 54 in Appendix B for the defects observed at the Boat Ramp.

4.3 Main Floating Pier Condition

The Main Floating Pier was in fair to poor condition. The deck surfaces of the floats were typically in good condition with isolated minor cracks. The sides of the floats had numerous horizontal cracks 1/16in to 1/8in wide (up to 3ft long on each side of the corner) at the corners of the floats typically located just below the wood wale and numerous vertical hairline cracks along the sides. The roller frames and connection hardware at the western ends of the finger sections exhibited heavy corrosion with metal loss. The roller frames and connection hardware on the eastern side of the dock (attached to the main section) exhibited minor surface corrosion but no loss of section. The cleat hardware exhibited moderate to heavy corrosion on 100% of the surface area exposed in the splashzone and on 10% of the cleat hardware on the deck. The wood wale connection hardware exhibited moderate to heavy corrosion with metal loss on 100% of the surface area exposed in the splashzone. The triangle corner plates have heavy corrosion and metal loss on the framing and connection hardware. The wood piles have moderate abrasion with 1in deep section loss in the tidal zone and up to 10% worm holes below water. The conduit from the bulkhead to the floating dock is disconnected along the east side of the brow, and there is a 10ft long sagging conduit on the north face of the north finger with missing hangers. The western end floats on the southern finger section and the center finger section appear to have a 5 degree list to the south.

Refer to Figures 6A and 6B in Appendix A and Photographs 55 through 67 in Appendix B for the defects observed at the Main Floating Pier.

4.4 Small Floating Dock Condition

Prior to Hurricane Matthew, the Small Floating Dock was in overall fair to poor condition.

The 12in diameter timber guide piles were typically in fair condition and were abraded from the rollers. Rollers had heavy corrosion and metal loss, and the south roller had a loose bolt. The deck of the dock was in satisfactory condition. The top deck had numerous hairline cracks spanning the width and length of the float sections. There was a 2ft long by 6in. wide edge spall with 3in of penetration with exposed rebar on the top southern edge of the southern float. The sides of the floats had numerous vertical hairline cracks. The south end of the south float had a 3.5ft long horizontal crack (hairline to 1/16in thick) located just below the bottom of the wood wale. Connecting hardware for the east side wood wale exhibited heavy to severe corrosion. East wood wale had wood decay and section loss. The cleat hardware exhibited moderate corrosion. The east end of brow hinge plate had a 2in long crack.

During Hurricane Matthew (October 6th & 7th, 2017), the Small Floating Dock became detached from the rollers and the dock floated ashore. The dock was heavily damaged and hauled away by the USCG. The timber guide piles remain and are in good condition with minor abrasion in the tidal zone. The rollers are still around the timber piles and are sitting on the bottom of the channel.

The brow is still attached to the South Bulkhead with the other end that used to rest on the floating dock now sitting on the bottom. The Brow hinge plate attached to the South Bulkhead has a 2in long crack.

Refer to Figures 7 in Appendix A and Photographs 68 through 74 in Appendix B for the defects observed at the Small Floating Dock.

4.5 Groin Condition

The Groin was in fair to poor condition. Typically the top 2 1/2ft of the concrete piles have

10% to 50% damage consisting of cracking, spalling and loss of notch/channel definition. Below the top 2 1/2ft, the concrete piles are in good condition. Between the concrete piles, currently there are typically 1 to 10 timber boards exposed as counted from the on the north side of the groin (the number of exposed boards increases from east to west). There are numerous boards missing and boards with varying degrees of deterioration and section loss. The concrete platform at the western end of the

Groin has numerous vertical hairline cracks, minor spalls (no metal exposed) and an impending spall.

Platform piles are in good condition.

Refer to Figure 8 in Appendix A and Photographs 72 through 82 in Appendix B for the defects observed at the Groin.

5 REVIEW OF LOAD LIMITS

As part of the above and below water inspections of the waterfront facilities of the Station

Ponce Deleon, a load rating review was performed for the following structures – Bulkhead (Station

0+00 to 2+45) and Boat Ramp. Based on the review of available information and the existing condition of these structures, the following operating loads are recommended:

Bulkhead (Station 0+00 to 2+45):

100 psf Uniform Load

Light Duty Vehicles

Boat Ramp:

100 psf Live Load

Light Duty Vehicle

Refer to Appendix D for the Load Rating Review memorandum.

6 RECOMMENDATIONS

6.1 South Bulkhead

6.1.1 Deferrable Recommendations and Cost Estimates

No deferrable recommendations are applicable for the South Bulkhead at this time.

6.1.2 Near Term Recommendations and Cost Estimates

The South Bulkhead T-Piles and cap were in poor condition over much of the length of the bulkhead. The T-Piles and cap exhibited extensive spalling, cracking, impending spalling, rust staining, and exposed reinforcing steel with loss of section. It is recommended to build a new bulkhead wall in front of the old one from Station 0+00 to 2+45. The estimated cost to replace this section of South Bulkhead Wall is $500,000.

6.1.3 Immediate Recommendations and Cost Estimates

Start the program process for the replacement of the South Bulkhead from Station 0+00 to

2+45.

Replace handrail baseplate hardware between Stations 2+220 to 3+10. The estimated cost of repair is $500.

6.2 Boat Ramp

6.2.1 Deferrable Recommendations and Cost Estimates

It is recommended that the cracking and spalls in the concrete cap and sheet pile wall be monitored for deterioration during future inspections. It is also recommended that the crack/separation at the southern end of the slab and the undermining under the slab be monitored for enlargement.

6.2.2 Near Term Recommendations and Cost Estimates

It is recommended that the 10ft x 10ft section loss area on the slab be repaired by saw-cutting and patching the area. The estimated cost of repairing the slab is $59,000.

6.2.3 Immediate Recommendations and Cost Estimates

No immediate recommendations are applicable for the Boat Ramp at this time.

6.3 Main Floating Pier

6.3.1 Deferrable Recommendations and Cost Estimates

It is recommended that the dock be replaced. The estimated cost is $151,000.

6.3.2 Near Term Recommendations and Cost Estimates

It is recommended that the cracking in the floats and the abrasion on the wood guide piles be monitored during future inspections for deterioration and the need for the dock to be replaced.

6.3.3 Immediate Recommendations and Cost Estimates

It is recommended that the wood wale connection hardware and the cleat connection hardware be replaced. The estimated cost of replacing the hardware is $47,500.

It is recommended that the roller frames and the triangle corner framing be replaced due to corrosion, and the conduits be reattached. The estimated cost of replacing these frames and connecting the conduit is $14,500.

6.4 Small Floating Dock

6.4.1 Deferrable Recommendations and Cost Estimates

It is recommended wood guide piles be monitored for additional deterioration and abrasion during future inspections.

6.4.2 Near Term Recommendations and Cost Estimates

Replace the Small Floating Dock if the dock is still needed. The estimated cost of replacing small dock is $23,000.

6.4.3 Immediate Recommendations and Cost Estimates

Remove brow, repair crack on brow hinge plate and stow brow until needed. The estimated cost of repair is $500.

6.5 Groin

6.5.1 Deferrable Recommendations and Cost Estimates

It is recommended to monitor cracks and spalling on platform for deterioration and the need to repair.

6.5.2 Near Term Recommendations and Cost Estimates

It is recommended to repair 14 concrete piles. Estimated cost of repair is $177,000. It is recommended that the deteriorated timber boards be removed and new timber boards installed as needed. Estimated cost of repair is $48,000.

6.5.3 Immediate Recommendations and Cost Estimates

No immediate recommendations are applicable for the Groin at this time.

6.6 Remaining Estimated Service Life

The South Bulkhead from Station 0+00 to 2+45 has an estimated remaining service life of 5 to 7 years and should be scheduled for replacement. The South Bulkhead from Station 2+45 to 4+21 has an estimated remaining service life of +20 years.

The Boat Ramp has an estimated remaining service life of approximately 5 to 7 years if the recommended repairs are performed.

The Main Floating Pier has an estimated remaining service life of 5 to 7 years if the recommended repairs are performed.

The Groin has an estimated remaining service life of 5 to 10 years if the recommended repairs are performed.

6.7 Recommendations for Recurring Follow-On Inspections

Given the condition of the site it is recommended that the next inspection of Coast Guard

Station Ponce Deleon be performed within 5 years, unless unusual heavy loading or damage occurs in the interim.

Respectfully Submitted, Rebecca S. Serra, P.E.

Team Leader

A - 1

APPENDIX A

FIGURES

A - 2

A - 3

A - 4

A - 5

A - 6

A - 7

A - 8

A - 9

A - 10

A - 11

A - 12

A - 13

B - 1

APPENDIX B

PHOTOGRAPHS

APPENDIX B – PHOTOGRAPHS

Photograph 1. Overall View of South Bulkhead, Looking Northwest

Photograph 2. View of South Bulkhead, Looking Northwest

Photograph 3. Overall View of South Bulkhead, Looking North

Photograph 4. View of South Bulkhead, Looking Northeast

Photograph 5. View of West Section of South Bulkhead Cap, Looking East

Photograph 6. View of West Section of South Bulkhead Cap near Boat Ramp, Looking East

Photograph 7. View of West Section of South Bulkhead Cap, Looking West

Photograph 8. View of East Section of South Bulkhead Cap, Looking West

Photograph 9. View of East Section of South Bulkhead Cap, Looking Northeast

Photograph 10. View of East Section of South Bulkhead Cap, Looking East

Photograph 11. View of East Section of South Bulkhead Cap, Looking West

Photograph 12. View of Boat Ramp, Looking North

Photograph 13. View of Boat Ramp, Looking South

Photograph 14. View of East Wall of Boat Ramp, Looking Southeast

Photograph 15. View of West Wall Cap of Boat Ramp, Looking Southwest

Photograph 16. View of Main Floating Pier, Looking Southwest

Photograph 17. View of Main Floating Pier, Looking South

Photograph 18. View of Main Floating Pier North Finger, Looking Northwest

Photograph 19. View of Main Floating Pier Center Finger, Looking Northwest

Photograph 20. View of Main Floating Pier South Finger, Looking Southwest

Photograph 21. View of Main Floating Pier Main Section, Looking North

Photograph 22. View of Main Floating Pier Brow, Looking South

Photograph 23. View of Small Floating Dock, Looking Southeast pre Hurricane Matthew

Photograph 24. View of Small Floating Dock, Looking Southwest post Hurricane Matthew

Photograph 25. View of Small Floating Dock Brow, Looking South pre Hurricane Matthew

Photograph 26. View Small Floating Dock Brow, Looking Southwest post Hurricane Matthew

Photograph 27. View of Groin, Looking Southwest

Photograph 28. View of Groin, Looking West

Photograph 29. Typical View of Cracking & Spalling South Bulkhead Concrete Cap, Station 0+05

Photograph 30. Typical View of Cracking and Spalling South Bulkhead Concrete Cap, Station 0+90

Photograph 31. View of Cracking & Section Loss South Bulkhead Concrete Cap, Station 1+97

Photograph 32. Spall with Exposed Rebar South Bulkhead Concrete Cap, Station 1+75

Photograph 33. View of Spall, Exposed Rebar & Cracking South Bulkhead Concrete Cap, Station 2+00

B - 3

Photograph 34. View of Parallel Horizontal Cracks South Bulkhead Concrete Cap, Station 2+20 to 2+35

Photograph 35. Typical View of Spall & Cracking with Rust Staining South Bulkhead Concrete

Cap, Station 0+85

Photograph 36. Typical View of Spall with Exposed Rebar South Bulkhead Concrete Cap, Station 1+00

Photograph 37. Typical View of Exposed 1in Diameter Metal on Cap, South Bulkhead, Station 0+75

Photograph 38. Typical View of Unplugged Form Hole South Bulkhead Concrete Cap, Station 4+07

Photograph 39. Typical View of Vertical Cracking on T Piles South Bulkhead, Station 0+05

Photograph 40. Typical View of Cracking & Spalling on T Piles, South Bulkhead, Station 0+90

Photograph 41. Typical View of Vertical Cracking & Spalling on T Piles South Bulkhead, Station 1+00.

Photograph 42. Typical View of Vertical Cracking with Rust Staining & Spalling on T Piles, South Bulkhead Station 1+15

Photograph 43. View of Broken Timber Pile #1 & Corroded Connection Hardware South Bulkhead, Station 0+05

Photograph 44. View of Section Loss and Corroded Connection Hardware on Timber Pile #3 South

Bulkhead, Station 0+30.

Photograph 45. View of Broken Timber Pile #11 along the South Bulkhead, Station 1+25.

Photograph 46. Typical View of Corroded Connection Hardware on Timber Wale System South

Bulkhead Cap, Station 0+05

Photograph 47. Typical View of Corroded Handrail Base Plate Hardware South Bulkhead Cap, Station 2+30 to 2+35

Photograph 48. Typical View of Corroded & Missing Handrail Base Plate Hardware South Bulkhead

Cap, Station 3+10

Photograph 49. View of Large Area of Section loss in Tidal Zone on Boat Ramp Slab

Photograph 50. Typical View of Cracking and Scaling on Boat Ramp Slab

Photograph 51. View of Typical Hairline Cracking on West Wall Boat Ramp Concrete

Photograph 52. View of Cracking, & Spalling on West Wall and Section Loss on Slab, Boat Ramp

Photograph 53. View of Approximate Location of Crack/Separation in Boat Ramp Slab

Photograph 54. View of Crack/Separation on Slab, Boat Ramp

Photograph 55. View of Typical Horizontal Cracking on Float Section Sides of the Main Floating Pier, Float Sections 1 & 2.

Photograph 56. View of Typical Horizontal Cracking on Float Section Sides of the Main Floating Pier, Float Section 4.

Photograph 57. View of Typical Horizontal & Vertical Cracking on Float Section Sides of the Main

Floating Pier, Float Section 7.

Photograph 58. View of Listing at Southwest Corner of Center Finger of Main Floating Pier.

Photograph 59. View of Typical Heavy Corrosion and Metal Loss on Center Finger Dock Rollers, Framing & Connection Hardware on Main Floating Pier.

B - 4

Photograph 60. View of Typical Heavy Corrosion and Metal Loss on Center Finger Dock Rollers, Framing & Connection Hardware on Main Floating Pier.

Photograph 61. View of Typical Heavy Corrosion and Metal Loss on North Finger Dock Rollers, Framing

& Connection Hardware on Main Floating Pier.

Photograph 62. View of Typical Abrasion on Timber Guide Pile on North Finger Dock of the Main

Floating Pier.

Photograph 63. View of Typical Heavy Corrosion and Metal Loss on Triangle Corner Framing &

Connection Hardware on Main Floating Pier.

Photograph 64. View of Typical Heavy Corrosion & Metal Loss on Wale Connection Hardware on the

Main Floating Pier.

Photograph 65. View of Typical Corrosion and Metal Loss on Cleat Connection Hardware on Deck

Surface of Main Floating Pier.

Photograph 66. View of Typical Heavy Corrosion & Metal Loss on Wale Connection Hardware in the

Splashzone on the Main Floating Pier.

Photograph 67. View of Disconnected Conduit to Brow of Main Floating Pier.

Photograph 68. View of Typical Cracking on Deck Surface on the Small Floating Dock Prior to Hurricane

Matthew.

Photograph 69. View of Typical Horizontal & Vertical Cracking on Sides of Floats on Small Floating

Dock Prior to Hurricane Matthew.

Photograph 70. View of Spall with Exposed Rebar on the Deck at South End the Small Floating Dock

Prior to Hurricane Matthew.

Photograph 71. View of Heavy Corrosion & Metal Loss and Loose Hardware on Small Floating Dock

Roller Prior to Hurricane Matthew.

Photograph 72. View of Location of the Small Floating Dock Post Hurricane Matthew.

Photograph 73. View of Location of Crack on Brow Hinge Plate on Small Floating Dock Post Hurricane

Matthew.

Photograph 74. View of Crack on Brow Hinge Plate on Small Floating Dock Post Hurricane Matthew.

Photograph 75. View of Typical Cracking, Spalling & Loss of Channel Definition, Concrete Groin Piles

Photograph 76. View of Cracking, Impending Spalling & Loss of Channel Definition, Concrete Groin Pile #2

Photograph 77. View of Typical Cracking, Spalling and Loss of Channel Definition, Concrete Groin

Piles #8 to #14

Photograph 78. Typical View of Decayed &/or Missing Wood Boards between Concrete Groin

Piles #6 & #14

Photograph 79. View of Typical Cracking & Spalling on Concrete Piles and Decayed &/or Missing Wood

Boards between Concrete Groin Piles, Piles #4 to #7

Photograph 80. Typical View of Decaying Wood Boards Underwater between Concrete Groin

Piles #13 & #14

Photograph 81. View of Typical Vertical Cracking on West Side of Platform at West End of Groin

Photograph 82. View of Cracking & Impending Spalling on South End of Platform at West End of Groin

B - 5

Photograph 1. Overall View of South Bulkhead, Looking Northwest.

Photograph 2. View of South Bulkhead, Looking Northwest.

B - 6

Photograph 3. Overall View of South Bulkhead, Looking North.

Photograph 4. View of South Bulkhead, Looking Northeast.

B - 7

Photograph 5. View of West Section of South Bulkhead Cap, Looking East.

Photograph 6. View of West Section of South Bulkhead Cap, Looking East.

B - 8

Photograph 7. View of West Section of South Bulkhead Cap, Looking West.

Photograph 8. View of East Section of South Bulkhead Cap, Looking West.

B - 9

Photograph 9. View of East Section of South Bulkhead Cap, Looking Northeast.

Photograph 10. View of East Section of South Bulkhead Cap, Looking East.

B - 10

Photograph 11. View of East Section of South Bulkhead Cap, Looking West.

Photograph 12. View of Boat Ramp, Looking North.

B - 11

Photograph 13. View of Boat Ramp, Looking South.

Photograph 14. View of East Wall of Boat Ramp, Looking Southeast.

B - 12

Photograph 15. View of West Wall Cap of Boat Ramp, Looking Southwest.

Photograph 16. View of Main Floating Pier, Looking Southwest.

B - 13

Photograph 17. View of Main Floating Pier, Looking South.

Photograph 18. View of Main Floating Pier North Finger, Looking Northwest.

B - 14

Photograph 19. View of Main Floating Pier Center Finger, Looking Northwest.

Photograph 20. View of Main Floating Pier South Finger, Looking Southwest.

B - 15

Photograph 21. View of Main Floating Pier Main Section, Looking North.

Photograph 22. View of Main Floating Pier Brow, Looking South.

B - 16

Photograph 23. View of Small Floating Dock, Looking Southeast pre Hurricane Matthew.

Photograph 24. View of Small Floating Dock, Looking Southwest post Hurricane Matthew.

B - 17

Photograph 25. View of Small Floating Dock Brow, Looking South pre Hurricane Matthew.

Photograph 26.View Small Floating Dock Brow, Looking Southwest post Hurricane Matthew.

B - 18

Photograph 27. View of Groin, Looking Southwest.

Photograph 28. View of Groin, Looking West.

B - 19

Photograph 29. Typical View of Cracking and Spalling in the South Bulkhead Concrete Cap, Station 0+05.

Photograph 30. Typical View of Cracking and Spalling in the South Bulkhead Concrete Cap, Station 0+90.

Cracks

Spall

B - 20

Photograph 31. View of Cracking & Section Loss in Damage Section in the South Bulkhead

Concrete Cap, Station 1+97.

Photograph 32. Spall with Exposed Rebar South Bulkhead Concrete Cap, Station 1+75.

Section Loss

Spalls with Exposed Rebar

Cracking

B - 21

Photograph 33. View of Spall, Exposed Rebar and Cracking in the South Bulkhead Concrete

Cap, Station 2+00.

Photograph 34. View of Parallel Horizontal Cracks South Bulkhead Concrete Cap, Station

2+20 to 2+35.

Spall with Exposed Rebar

Horizontal Cracking

B - 22

Photograph 35. Typical View of Spall and Cracking with Rust Staining in the South Bulkhead

Concrete Cap, Station 0+85.

Photograph 36. Typical View of Spall with Exposed Rebar in the South Bulkhead Concrete

Cap, Station 1+00.

Spall with Rust Staining Horizontal Cracking with Rust Staining on Bottom of Cap

B - 23

Photograph 37. Typical View of Exposed 1in Diameter Metal on Cap in the South Bulkhead

Concrete Cap, Station 0+75.

Photograph 38. Typical View of Unplugged Form Hole in the South Bulkhead Concrete Cap, Station 4+07.

Exposed Metal 1in Diameter

Unplugged 1in Diameter Hole

B - 24

Photograph 39. Typical View of Vertical Cracking on T Piles in the South Bulkhead, Station

0+05.

Photograph 40. Typical View of Vertical Cracking & Spalling on T Piles in the South

Bulkhead, Station 0+90.

Vertical Cracking on T Pile

Crack with Rust Staining

Spall with Crack

Crack

B - 25

Photograph 41. Typical View of Vertical Cracking & Spalling on T Piles in the South

Bulkhead, Station 1+00.

Photograph 42. Typical View of Vertical Cracking with Rust Staining & Spalling on T Piles in the South Bulkhead, Station 1+15.

Vertical Cracking & Spalling on T Pile

Cracks with Rust Staining

B - 26

Photograph 43. View of Broken Timber Pile #1 and Corroded Connection Hardware along the South Bulkhead, Station 0+05.

Photograph 44. View of Section Loss and Corroded Connection Hardware on Timber Pile

#3 along the South Bulkhead, Station 0+30.

Broken Pile

Corroded Hardware

B - 27

Photograph 45. View of Broken Timber Pile #11 along the South Bulkhead, Station 1+25.

Photograph 46. Typical View of Corroded Connection Hardware on Timber Wale System attached to the South Bulkhead Cap, Station 0+05.

Break in Pile

B - 28

Photograph 47. Typical View of Corroded Handrail Base Plate Hardware attached to the

South Bulkhead Cap, Station 2+30 to 2+35.

Photograph 48. Typical View of Corroded & Missing Handrail Base Plate Hardware attached to the South Bulkhead Cap, Station 3+10.

Corroded Handrail

Base Plate Connection

Hardware

Missing Hardware

B - 29

Photograph 49. View of Large Area of Section loss in Tidal Zone on Boat Ramp Slab.

Photograph 50. Typical View of Cracking and Scaling on Boat Ramp Slab.

Scaling

B - 30

Photograph 51. View of Typical Hairline Cracking on West Wall Boat Ramp Concrete Cap.

Photograph 52. View of Cracking, & Spalling on West Wall and Section Loss on Slab of Boat

Ramp, Located 45ft & 51ft from North End of Ramp.

Crack & Spalling

Spalling

Section Loss on Slab

Minor Edge Spall

B - 31

Photograph 53. View of Approximate Location of Crack/Separation in Boat Ramp Slab.

Photograph 54. View of Crack/Separation on Slab of Boat Ramp, Located Approximately 4ft

South of the South End of the East Wall.

Crack/Separation

Approximate Location of Crack in Slab

B - 32

Photograph 55. View of Typical Horizontal Cracking on Float Section Sides of the Main

Floating Pier, Float Sections 1 & 2.

Photograph 56. View of Typical Horizontal Cracking on Float Section Sides of the Main

Floating Pier, Float Section 4.

B - 33

Photograph 57. View of Typical Horizontal & Vertical Cracking on Float Section Sides of the

Main Floating Pier, Float Section 7.

Photograph 58. View of Listing at Southwest Corner of Center Finger of Main Floating Pier.

List at Southwest Corner of Dock

Horizontal Crack

Vertical Crack

B - 34

Photograph 59. View of Typical Heavy Corrosion and Metal Loss on Center Finger Dock

Rollers, Framing & Connection Hardware on Main Floating Pier.

Photograph 60. View of Typical Heavy Corrosion and Metal Loss on Center Finger Dock

Heavy Corrosion & Metal Loss

B - 35

Photograph 61. View of Typical Heavy Corrosion and Metal Loss on North Finger Dock

Photograph 62. View of Typical Abrasion on Timber Guide Pile on North Finger Dock of the

Main Floating Pier.

Abrasion “Squaring Off” Pile

B - 36

Photograph 63. View of Typical Heavy Corrosion and Metal Loss on Triangle Corner Framing

& Connection Hardware on Main Floating Pier.

Photograph 64. View of Typical Heavy Corrosion & Metal Loss on Wale Connection Hardware on the Main Floating Pier.

B - 37

Photograph 65. View of Typical Corrosion and Metal Loss on Cleat Connection Hardware on

Deck Surface of Main Floating Pier.

Photograph 66. View of Typical Heavy Corrosion & Metal Loss on Wale Connection Hardware in the Splashzone on the Main Floating Pier.

B - 38

Photograph 67. View of Disconnected Conduit to Brow of Main Floating Pier.

Photograph 68. View of Typical Cracking on Deck Surface on the Small Floating Dock Prior to

Hurricane Matthew.

Disconnected Conduit

B - 39

Photograph 69.