SDDC_(KCI)_North_Wharf_Report_2017_Redacted.pdf

WFI-MSU-16-00280

MOTSU North Wharf Routine Inspection Report Facility Number: 00280 Military Ocean Terminal Sunny Point, North Carolina Author: KCI Technologies Inc. / Pennoni Joint Venture Inspection Dates: October 12, 2016 – October 27, 2016 Report Date: February 2017

Distribution authorized to U.S. Government Agencies only. Other requests for this document shall be referred to the Transportation Engineering Agency, Military Surface Deployment and Distribution Command (SDDC, 1 Soldier Way, Scott AFB, IL 62225).

ii

PREFACE

This report presents the findings from a routine inspection of Waterfront Facility Number 00280 (North Wharf) and the attached Floating Dock at Military Ocean Terminal Sunny Point (MOTSU), North Carolina. This report is in accordance with MIL-STD-3007, DEPARTMENT OF DEFENSE, “Standard Practice for Unified Facilities Criteria and Unified Facilities Guide Specifications,” December 2006.

The Military Surface Deployment and Distribution Command (SDDC) provided the funding for this investigation. Please direct all questions to David Bitner, P.E., Senior Engineer, Ports for National Defense Program, SDDC Transportation Engineering Agency/Joint Distribution Process Analysis Center, david.e.bitner.civ@mail.mil.

Contract personnel of the KCI Technologies / Pennoni Joint Venture performed the inspection of above water and underwater elements. The findings and recommendations presented in this report are based on a routine inspection at MOTSU North Wharf. The field inspection was performed from October 12 to October 27, 2016. The inspection team consisted of Amanda Schindhelm, P.E., Team Leader, Kimberly Gravatt, P.E., Team Leader, and Matthew McDorman, Diver of KCI, Nicholas Ward, P.E., Dive Supervisor, John Gaul, P.E., Dive Supervisor, Andrew Fulton, E.I.T., Diver, Joseph Challburg, E.I.T., Diver, Martin Anderson, E.I.T., Diver, Michael Rakowski, P.E., Inspector, and Austin Hollingshead, E.I.T., Inspector of Pennoni, and Dan Kuspit, Dive Supervisor, and Joseph Guthrie, Diver of subconsultant, Marine Solutions, Inc.. Diving operations were overseen by Mr. Craig Newcomb from the USACE Portland District and Mr. Charles Bauer from the USACE Rock Island District. Quality Control for this report was provided by Mr.

Robert Heyman, P.E., of KCI. The Project Manager for the KCI Technologies/Pennoni Joint Venture is Mr. John M. Hudacek, P.E., of KCI.

The installation POC is Mr. Matt Swanson, Director DPW, (910) 457-8291, matthew.c.swanson4.civ@mail.mil.

The numbering convention for reporting purposes is as shown on the drawings in Appendix C. Piles are denoted in the report as such: Bent #:Pile #. All units of measure in this report are in US (English) units, unless otherwise noted.

iii

TABLE OF CONTENTS

PREFACE………………………………………………………………………………..ii

FIGURES………………………………………………………………………………...iv

TABLES …………………………………………………………………………………..v

UNIT CONVERSION FACTORS……………………………………………………..vi

1. EXECUTIVE SUMMARY………………………………………………………….1

2. PROJECT LOCATION……………………………………………………………..5

3. LCU RAMP DESCRIPTION………….………………………………………..…..7

A. GENERAL…………………………………………………………………………7

B. NORTH WHARF.…………………………………………………….…………

C. FLOATING DOCK..………………………………………………….…………..15

4. INSPECTION PROCEDURES……………………………………………………19

5. INSPECTION METRICS AND REPORTING…………………………………..21

A. GENERAL………………………………………………………………………..21

B. FACILITY OPERATIONAL CAPABILITY RATINGS………………………...22

C. TYPICAL DAMAGE DESCRIPTIONS………………………………………….22

D. REPAIR PRIORITY……………………………………………………………...24

E. TYPICAL REPAIR DESCRIPTIONS……………………………………………24

6. INSPECTION SUMMARY………………………………………………………..27

A. GENERAL………………………………………………………………………..27

B. NORTH WHARF.………………….……………………………………………..28

C. FLOATING DOCK..………………………………………………….…………..33

7.

APPENDICES

APPENDIX A - PHOTOGRAPHS

APPENDIX B - FACILITIES INVENTORY AND FUNCTIONALITY REPORT

APPENDIX C - DAMAGE DESCRIPTION DRAWINGS

iv

Figures

Figure 2-1 Location Map Figure 2-2 Vicinity Plan Figure 3-1 North Wharf and Floating Dock Site Plan Figure 3-2 North Wharf Aerial View Figure 3-3 North Wharf – Plan Overview Figure 3-4 North Wharf – Left and Center Cross Section Figure 3-5 North Wharf – North Approach, Looking East Figure 3-6 North Wharf – East Elevation, Looking South Figure 3-7 North Wharf – West Elevation, Looking South Figure 3-8 North Wharf – Typical Bent. NT1, Bents 2 and 3 Shown Figure 3-9 North Wharf – Typical Bent. LCTS, Bents 18 and 19 Shown Figure 3-10 North Wharf – Typical Substructure Figure 3-11 Floating Dock – Aerial View Figure 3-12 Floating Dock – Looking North Figure 3-13 Floating Dock – Looking East Figure 3-14 Floating Dock – Looking Northwest Figure 3-15 Floating Dock – Looking West Figure 3-16 Floating Dock – Looking South Figure 3-17 Floating Dock – Wave Screen, Looking North v

Tables

Table 1-1 Summary of Condition Assessment and Recommended Actions Table 1-2 Summary of Critical Areas and Recommended Actions Table 5-1 Routine Facility Condition Ratings (From ASCE 101) Table 6-1 2016 Inspection List for the North Wharf and Floating Dock at MOTSU, North Carolina Table 6-2 North Wharf – Summary of Overall Condition Rating and Facility Operational

Rating Table 6-3 Damage and Repair Summary for the North Wharf Table 6-4 Floating Dock – Summary of Overall Condition Rating and Facility

Operational Rating Table 6-5 Damage and Repair Summary for the Floating Dock Table 7-1 Recommendations and Cost Estimate for the North Wharf Table 7-2 Recommendations and Cost Estimates for the Floating Dock vi

Unit Conversion Factors

Multiply By To Obtain acres 4,046.873 square meters acre-feet 1,233.5 cubic meters cubic feet 0.02831685 cubic meters cubic feet per second (cfs) 0.02831685 cubic meters per second cubic inches 1.6387064 E-05 cubic meters cubic yards 0.7645549 cubic meters feet 0.3048 meters gallons (U.S. liquid) 3.785412 E-03 cubic meters hectares 1.0 E+04 square meters inches 0.0254 meters miles (U.S. statute) 1,609.347 meters miles per hour 0.44704 meters per second mils 0.0254 millimeters square feet 0.09290304 square meters square inches 6.4516 E-04 square meters square miles 2.589998 E+06 square meters square yards 0.8361274 square meters yards 0.9144 meters

NORTH WHARF AT MOTSU

(MILITARY OCEAN TERMINAL SUNNY POINT, NC)

2016 ROUTINE INSPECTION

1. EXECUTIVE SUMMARY

General Project Description The KCI Technologies / Pennoni Joint Venture performed a visual and tactile inspection of the above-water and underwater features of the North Wharf and the attached Floating Dock at MOTSU, located on the Cape Fear River, Sunny Point, North Carolina from October 12 to October 27, 2016.

The North Wharf is comprised of 14 separate sections, North Trestle Sections 1 and 2, the Left Curved Transition Section, Left Sections 1, 2, and 3, the Center Section, Right Sections 1, 2, and 3, the Right Curved Transition Section, and South Trestle Sections 1, 2 and 3. The Floating Dock is attached to South Trestle Section 1. Detailed descriptions of each area are given in Section 3 of this report. A summary of the Condition Rating, Recommended Action, Quantity and Estimated Cost for each repair is shown in Tables 1-1 and 1-2.

The purpose of this inspection is to provide a routine inspection of the North Wharf which currently follows a 48-month cycle. The last routine inspection was performed in July 2011.

The routine inspection consisted of a 100% Level I inspection (visual / tactile) on all topside and underwater elements, and a Level II inspection (detailed inspection with cleaning) on 10% of the submerged structural elements.

In accordance with the Standard Practice for Unified Facilities Criteria and Unified Facilities Guide Specifications (UFC-4-150-07), defect locations and extents of damage were identified and drawings were produced showing locations and extent of deterioration or damage. Reference drawings from the 2011 Inspection Report were used to develop the drawings provided in this report. These drawings are presented in Appendix C.

Summary of the Inspection Findings Overall, the North Wharf is in fair condition. At the northern abutment of the North Wharf, the previously noted heavy scour and large void has been repaired with a concrete overpour. The concrete piles of the North Wharf typically exhibit marine growth within the tidal zone. The concrete piles typically exhibit cracking up to 3/16” wide, extending from the pile cap to the low water mark. The concrete piles exhibit random areas of delamination and spalling with exposed reinforcing steel with up to 100% section loss within and above the tidal zone. Many concrete piles have been repaired with concrete encasements (concrete-filled bags on plumb piles; concrete forms on battered piles) which are typically in poor condition with extensive cracking and delamination. Piles 12-A in Section R3 and 17-A in the Left Curved Transition Section are broken due to vessel impact damage.

The concrete pile caps, train beams, and deck underside exhibit cracking up to 3/16” wide, and random areas of delamination and spalling with exposed reinforcing steel with up to 100% section loss. The concrete expansion joint closures separating the sections of the wharf are generally cracked, displaced, and/or broken. The train rail system is generally in fair condition overall with areas of minor corrosion and numerous rail joint gaps exceeding the standards set forth in the United Facilities Criteria’s (UFC) Railroad Track Maintenance & Safety Standards UFC 4-860-

03. The timber fender system is generally in good condition.

The floating dock is in good condition overall. The concrete piles exhibit isolated areas of minor spalling near the rollers. The steel sheet pile wall exhibits minor corrosion at the top edge, with rust delamination. There is corrosion with rust delamination along the joints between sheet sections. Several of the fiberglass caps are missing along the sheet pile wall.

Life Expectancy Bag-encased and form-encased jacketed repairs have been installed on random piles; however, the majority of the concrete piles, as well as the repairs, exhibit deterioration. The life expectancy of the wharf is approximately 30 years. This estimate is contingent on recommended repairs being made. Neglect of these repairs will decrease the life of the structure. This is an estimate based on engineering judgement. A more accurate life expectancy would require that Level III inspection and a load rating be performed.

There are no current load restrictions which interfere with the mission requirements for the North Wharf.

Future Inspection The next periodic inspection of the North Wharf should be performed by October 2022 (on 72 month cycle), in accordance with the requirements of UFC 4-150-7 for the appropriate type of infrastructure.

Load Rating Restrictions Load rating analysis has not been performed on the North Wharf.

Conclusions This routine inspection revealed the overall condition of the North Wharf has not changed significantly since the previous inspection. Previous repairs are showing signs of deterioration, namely cracking and delamination. It is recommended that the deteriorated piles be repaired with a fiberglass jacket and grout repair from the cap to below the tidal zone. It is also recommended that various defects in the deck, pile caps, and train beams be repaired, including crack sealing and concrete patches.

MOTSU North Wharf

Owner: Federal Government – MOTSU County: Brunswick County, North Carolina IMCOM Region: Wilmington Structure Name: North Wharf at MOTSU Structure Number: 00280 Location: Sunny Point, North Carolina Latitude: 34°01’15.30" N Longitude: 77°56’54.10" W Installation POC: Matt Swanson, DPW Director Installation POC Phone Number: (910) 457-8291 Date of Previous Inspection: July 2011 (Level I and II) Date of Previous Special Inspection: None Date of Inspection: October 12 – October 27, 2016 Inspected By: Team Leaders: Amanda Schindhelm, P.E.

and Kimberly Gravatt, P.E.

Dive Supervisors: Dan Kuspit, Nicholas

Ward, P.E. and John Gaul, P.E.

Divers/Inspectors: Andrew Fulton, E.I.T., Joseph Challburg, E.I.T., Martin Anderson, E.I.T., Matthew McDorman and Joseph Guthrie

Inspectors: Michael Rakowski, P.E. and Austin Hollingshead, E.I.T.

The North Wharf was built in 1953 and modified in 1986. It is located at the north end of the facility, on the Cape Fear River. It is used as the primary berthing and mooring facility for MOTSU’s fire boat and security boat fleet. The wharf is divided into 14 sections: North Trestle Sections (NT1 and NT2), the Left Curved Transition Section (LCTS), Left Sections (L1, L2, and L3), the Center Section, Right Sections (R1, R2, and R3), the Right Curved Transition Section (RCTS), and South Trestle Sections (ST1, ST2 and ST3). The sections are comprised of varying numbers of pile bents. Bent numbering resets to one at the start of each section with Bent 1 being the bent closest to the center of the wharf. The center section is numbered from north to south. The North and South Trestle Sections are numbered continuously from Bent 1 at the end of the curved transition up to the respective abutments.

The wharf substructure is constructed of octagonal reinforced concrete piles (plumb and battered). Three sizes were used; 18-inch, 20-inch, and 22-inch. The piles support reinforced concrete pile caps, train beams, and the reinforced concrete deck. There are 3,186 piles supporting the North Wharf. In the South Trestle Section (ST1), there is a floating dock attached to the North Wharf with a gangway platform. There is a steel sheet pile wall which functions as a wave screen surrounding the floating dock.

There is a concrete curb along the outboard edge of the North Wharf and a concrete sidewalk and curb with a metal railing along the inboard edge of the North Wharf. A timber fender system is present along the outboard side of the main pier section. The pier has electrical power, water and lighting.

North and South Trestle Sections: The bents in the north and south trestles; sections NT2, NT1, ST3, ST2, and ST1, are comprised of five piles, A to E, lettered from outboard to inboard. Piles A, B, and C support the train beam. Piles A and C are battered towards the outboard direction and inboard direction respectively. The North Sections contain 29 bents and the South Sections contain 57 bents.

Right and Left Curved Transition Sections: The Curved Transition Sections contain 26 bents each, decreasing from 11 plumb piles and 4 battered piles per bent to 4 plumb piles and 2 battered piles per bent. The piles are lettered from A on the outboard face, up to L.

Right Sections: The right sections (R1, R2, and R3) contain 23, 21, and 19 bents, respectively. Each bent consists of 11 plumb piles and 4 battered piles. Section R2, Bents 15-17 have extra piles that support the south smokehouse; 10 piles total. The piles are lettered from A on the outboard face, up to L.

Center Section: The center section consists of 15 bents. All bents consist of the original construction with 11 plumb piles and 4 battered piles. Bents 2 to 15 include 4 extra piles each on the inboard side that support the Administration Building. The original piles are lettered from A on the outboard face, up to L. The piles supporting the Administration Building are lettered M, N, P, R.

Left Sections: The Left Sections (L1, L2, and L3) contain 23, 21, and 19 bents, respectively. Each bent consists of the original construction with 11 plumb and 4 battered piles. The original piles are lettered from A on the outboard face, up to L. Section L2 has an additional 10 piles that support the north smokehouse in Bents 15 to 17.

Figure 3-5 North Wharf – North Approach, Looking East

Figure 3-6 North Wharf – East Elevation, Looking South

MAIN PIER SECTION

NORTH

APPROACH

Figure 3-7 North Wharf – West Elevation, Looking South.

Figure 3-8 North Wharf – Typical Bent. NT1, Bents 2 and 3 Shown.

Figure 3-12 Floating Dock – Looking North.

Figure 3-13 Floating Dock – Looking East.

Figure 3-14 Floating Dock – Looking Northwest.

Figure 3-15 Floating Dock – Looking West.

Figure 3-16 Floating Dock – Looking South.

Figure 3-17 Floating Dock – Wave Screen, Looking North.

4. INSPECTION PROCEDURES

A routine above water and underwater inspection was performed along the entire structure.

The underdeck elements were accessed using a dive boat, a jon boat, and small floating platforms. The water conditions consisted of currents up to one knot, less than one foot of visibility, a tidal change of four to 6 feet, and a water temperature of approximately 68° F.

The mudline was avoided due to the potential for disturbing possible unexploded ordnances

(UXO).

The underwater inspection of the North Wharf and the Floating Dock was performed by a USACE compliant 6-person dive crew that included a registered professional engineer and a dive supervisor. A senior structural engineer (non-diver) was part of the inspection team.

All inspection operations were conducted in accordance with USACE Safety Manual, EM 385-1-1. Where visibility was limited, tactile examinations were used to obtain structural data.

Oversight and compliance of diving operations was provided by Mr. Craig Newcomb from the USACE Portland District and Mr. Charles Bauer from the USACE Rock Island District.

A 100% Level I inspection (visual/tactile) was performed on all topside and underwater elements, and a Level II inspection (detailed inspection with cleaning) was performed on 10% of the underwater structural elements.

ASCE defines three levels of underwater inspection efforts. During the course of this project, the Level I inspection required by the Scope of Work was augmented by the use of Level II efforts to gather information not attainable with visual inspection only. In addition, this level of effort allowed for more accurate development of the existing typical condition of the structure with which to conduct the remainder of the inspection.

Level I Includes a close visual examination above and underwater or a tactile examination using large sweeping motions of the hands where visibility is limited underwater. Although the Level I effort is often referred to as a “swim by” inspection, it is detailed enough to detect obvious major damage or deterioration caused by overstress or other severe deterioration. It should confirm the continuity of the full length of all members and system components and detect undermining or exposure of normally buried elements. A Level I effort may also include limited probing of the substructure and adjacent channel bottom.

Level II A detailed inspection above and underwater that requires wrappings, coatings, corrosion and/or marine growth to be removed from portions of the structure. Underwater marine growth removal is costly, hence, the need to base the inspection on a representative sampling of components. For piles, a 12-in. high band should be cleaned at designated locations, generally near the low waterline, at the mudline, and midway between the low waterline and mudline. On large solid faced elements, such as retaining structures, 1 ft x 1 ft areas should be cleaned at these three elevations. The

Level II effort should also focus on typical areas of weakness such as connections, attachment points, and welds. The Level II effort is intended to detect and identify damaged and deteriorated areas that may be hidden by surface bio-fouling, coating, or corrosion, or that which may not be readily accessible for a Level I inspection effort. The thoroughness of marine growth removal should be governed by what is necessary to discern the condition of the underlying material. Removal of all bio-fouling staining is generally not required.

Level III A detailed inspection above and underwater typically involving nondestructive or partially destructive testing conducted to detect hidden or interior damage, or to evaluate material homogeneity. Typical inspection and testing techniques include the use of ultrasonic, coring or boring, physical material sampling, and in situ hardness testing. Level III testing is generally limited to key structural areas, areas that are suspect or areas that may be representative of the structure or system.

B. FACILITY OPERATIONAL CAPABILITY RATINGS

The Facility Operational Ratings are defined as:

C-1 Facility Operational: These facilities are in good condition, with no limitations on the original live load or berthing capacity. However, routine maintenance repairs may be required.

C-2 Facility Mostly Operational: These facilities typically have moderate deterioration or defects, but the load capacity is unaffected at present. Further deterioration may result in the downgrading of the load capacity in the future, if maintenance repairs are not performed. Facilities that have broken or missing fender systems are also rated as C-2, because vessel berthing is limited.

C-3 Facility Partially Operational: These facilities typically have areas or elements with severe deterioration that have caused load restrictions on the structure.

C-4 Facility Not Operational: These facilities typically have areas or elements with severe deterioration that has dramatically reduced its structural integrity or resulted in localized, partial or total collapse of the structure.

C. TYPICAL DEFECT DESCRIPTIONS

The following defect descriptions are to be used in conjunction with the defect columns of the tables shown in Section 6 and Appendix B of this report.

BRK: Breakage - Broken member.

OSC: Overstressing Cracks – Cracking as a result of crushing or overstressing of the member.

ABS: Abrasion Damage – Damage due to repetitive rubbing or due to impact from vehicles, vessels, debris, or other objects.

SPL: Split – Lengthwise separations along the grain and across the annual growth rings.

This includes major checks wider than ½″ and deeper than 6″.

FUN: Fungal Decay (or Rot) – Deterioration of timber due to decay-producing fungi, characterized by a softening and disintegration of the wood.

MBR: Marine Borer Damage – Teredo (shipworm) or limnoria infestation resulting in the hollowing of the member, leaving just the outer shell. Small holes and grooves along the surface of the member are evidence of marine borer infestation.

FDT: Fastener Deterioration – Section loss on fasteners due to corrosion. Also includes broken fasteners, hardware, and other connections.

UND: Undermining – A support that is not fully bearing due to loss of material below.

FD: Fire Damage – Fire has reduced the cross-section and thus the capacity of an element.

LS: Loose – Member is not connected or fully tightened. Elements may be unstable or not in full contact with each other.

CRP: Pattern Cracking – Block, map or alligator cracking.

SNK: Sinkhole – A cavity below the ground or other surface caused by loss of subgrade material, typically resulting in a depression in the surface.

CRK: Crack – Any crack wider than hairline (1/16″ or wider)

LSC: Loose Connection – Member is not fully connected to another member as intended.

SET: Settlement – Depression in pavement or other surface or element, including differences in elevation between surfaces or elements.

PTH: Pothole – An area where the bituminous/asphaltic pavement (wearing surface) is missing or broken up.

CCS: Closed Corrosion Spall – Delaminated concrete with no exposed reinforcing steel.

OCS: Open Corrosion Spall – Concrete spall with exposed reinforcing steel that exhibits corrosion.

CRL: Longitudinal Crack – Cracking in the longitudinal direction.

CRH: Horizontal Crack – Cracking in the horizontal direction.

CRV: Vertical Crack – Cracking in a vertical direction.

COR: Corrosion – Rust on a steel member.

MSG: Missing.

MSC: Missing connection.

D. REPAIR PRIORITY

The following Repair Priority descriptions are to be used in conjunction with the Repair Priority columns of the tables shown in Section 6 and Appendix B of this report. Each description below will elaborate on the urgency of the repair listed in the tables.

M – MONITOR:

The damage should be monitored during regularly scheduled future inspections and any repair requirements should be re-assessed then.

L – LOW PRIORITY REPAIR:

The damage should be repaired, but the urgency of this repair is very low. There will not be significant additional deterioration or any further damage to the structure if this repair is not carried out.

H – HIGH PRIORITY REPAIR:

The damage should be repaired in a timelier manner than the low priority repairs, as these damages will continue to deteriorate and may accelerate further damage to the structure until repaired.

There is no safety or structural capacity concerns for these damages.

U – URGENT REPAIR:

The damage should be repaired immediately.

Monitoring of these locations until repairs can be completed is recommended.

There is either safety or structural capacity concerns for these damage locations.

R – REPLACEMENT:

The damage is extensive and is structurally unsound for the intended use.

These structures should be replaced in their entirety before removing load restrictions.

E. TYPICAL REPAIR DESCRIPTIONS

The following repair descriptions are to be used in conjunction with the General Findings and Recommendations and the Repair Description columns of the tables shown in Section 6 of this report.

Remove Existing Deteriorating Bag and Form Repairs:

Sawcut, chisel away, and properly dispose of existing repair.

Repair Piles with Structural Jacket:

Water blast clean existing pile to remove any marine or biological growth from the pile. Install fiberglass jacket and pump with structural concrete. Remove any formwork used after installation is complete.

Replace Pile:

Remove existing piles which exhibit impact damage and remove the surrounding portion of the deck. Drive a new pile of similar design as the original pile. Rebuild the surrounding deck.

Replace Utility Vault Cover:

Replace utility vault covers which are broken or missing in the deck.

Seal Concrete Cracks:

Power-wash the exposed concrete surfaces. Seal cracks with a pressure injected concrete sealer in accordance with the manufacturer’s recommendations.

Evaluate Utilities:

Evaluate the utility system and repair, replace or remove utilities as needed.

Replace Railroad Stop Block:

Replace missing railroad stop block on the deck.

Replace Life Ring:

Replace missing life ring with an approved life ring.

Backfill Erosion:

Repair eroded areas by backfilling with an approved riprap mix. Install additional countermeasures as necessary.

Replace Cleat:

Remove broken cleat and replace with a similar cleat on the deck.

Repair Spalls and Delamination:

Saw-cut a rectangular area (1 inch deep) around the perimeter of the deteriorated concrete, remove with no greater than a 30 lb chipping hammer and properly dispose of all damaged or deteriorated concrete until sound concrete is reached.

Blast clean exposed steel to white metal condition and apply an epoxy coating to any exposed reinforcing steel prior to patching the spall. Replace by doubling or splicing any reinforcing steel exhibiting more than 20% section loss. Concrete spalls shall be repaired with marine grade cast-in-place concrete. Remove all formwork after spalls have been repaired.

Replace Expansion Joint Closures:

Remove the broken concrete expansion joint closures and install new rubber closures similar to those already in place.

Address Train Rail Gaps:

Monitor areas where train rail gap exceeds standards and install additional rail as necessary.

Replace Timber Curb:

Remove rotated timber curb and reset or replace in kind.

Reattach Water Line:

Replace any broken or missing utility hangers and reattach the disconnected and hanging potable water line along the west fascia.

B. NORTH WHARF

CONDITION RATING – 4 (FAIR)

Figure 6-1 Aerial View of the North Wharf

General Findings and Recommendations

The North Wharf is in FAIR condition overall. There are minor to moderate areas of deterioration found throughout the structure and some localized areas of advanced deterioration. The areas of advanced deterioration do not significantly reduce the load-carrying capacity of the structures.

It is recommended that repairs be made in order to extend the useful life of the North Wharf.

Recommended repairs include but are not limited to the following: Install grout-filled fiberglass jackets on deteriorated concrete piles.

A specialized inspection of the utilities should be performed to provide information regarding use and functionality of each utility, as well as any safety concerns.

A summary of the GPS coordinates, Overall Condition Rating, and the Facility Operational Rating for the North Wharf is presented in Table 6-2.

SUPERSTRUCTURE

The concrete pile caps, train beams, and deck underside are typically in fair condition overall. The concrete pile caps, train beams, and deck underside exhibit cracking up to 1/8” wide, and random areas of delamination and spalling with exposed reinforcing steel with up to 100% section loss.

SUBSTRUCTURE

The 3,186 concrete piles are in fair condition overall. The defects are primarily located within 9 feet of the underside of the pile caps. The piles typically exhibit numerous cracks up to 1/8” wide in the tidal zone, extending from the pile cap. There are vertical cracks open to 1/4” and wider at random locations. Many piles exhibit delaminated and spalled concrete above the tidal zone, some with exposed and corroded reinforcing. Many of the piles have been repaired with concrete filled bags or concrete forms; however, these repairs typically exhibit wide cracking and random areas of delamination. Two concrete piles are broken due to impact damage: Pile 12-A in Section R3 and Pile 17-A in the Right Curved Transition Section.

Table 6-3 Damage and Repair Summary for the North Wharf

DRAWING &

PHOTO NO.

REPAIR

PRIORITY

DAMAGE DESCRIPTION

REPAIR

DESCRIPTION

3.1-8 / 1&2 L Deteriorated concrete expansion joint closures.

Replace expansion joint closures

3.1-7 / 3 L Deteriorated concrete rail slot material. Repair spall

3.1-8 / 4 L Deteriorated concrete sidewalk material. Repair spall

N / 5 - Typical cracking in concrete curb. None

3.1-8 / 6-8 L Gaps in train rail exceed standards.

Address train rail gaps

3.1-8 / 9 L Rotated timber curb along east fascia.

Replace timber curb

3.1-8 / 10 L Deteriorated concrete in utility risers. Repair spalls

3.1-8 / 11&12 L Broken and missing utility vault covers on top of deck.

Replace utility vault covers

3.1-9 / 13 H Missing railroad stop block.

Replace railroad stop block

3.1-9 / 14 H Missing life ring Replace life ring

3.1-10 / 15 L Erosion at southwest approach embankment. Backfill erosion

3.1-9 / 16 L Broken cleat. Replace cleat

3.1-11 / 17-19 H Delamination and spalling in the concrete deck underside, pile caps, and train beams.

Repair spalls

3.1-11 / 20 H Broken piles due to vessel impact. Replace piles

3.1-11 / 21 H Cracked, delaminated, and spalled concrete in 18” octagonal piles within the tidal zone.

Repair pile with structural jacket

3.1-11 / N H Cracked, delaminated, and spalled concrete in 20” octagonal piles within the tidal zone.

Repair pile with structural jacket

3.1-11 / 22 H Cracked, delaminated, and spalled concrete in 22” octagonal piles within the tidal zone.

Repair pile with structural jacket

3.1-11 / 23&24 H Cracked, delaminated, and spalled concrete in pile repairs (bags and forms).

Remove existing deteriorating bag and form repairs

DRAWING &

PHOTO NO.

REPAIR

PRIORITY

DAMAGE DESCRIPTION

REPAIR

DESCRIPTION

3.1-11 / 25&26 H Cracking 1/4” wide and greater in the piles, deck underside, pile caps, and train beams.

Seal concrete cracks

3.1-13 / 27 L Disconnected potable water line along the west fascia in the RCTS.

Reattach potable water line

3.1-11 / 28&29 L Disconnected utility conduits below the deck. Evaluate utilities

N= Not applicable, not available, or defect is typical throughout.

Appendix A

Photographs

Photo No. Date:

1 10/26/2016

Photo No. Date:

2 10/26/2016

Direction Photo Taken:

East

Description:

DWG NO.: 3.1‐8

PHOTOGRAPHIC LOG

Client Name:

MOTSU, North Carolina

Site Location:

North Wharf

Contract No.

W912EE‐11‐D‐0011

Defect ID No.: 1

DWG NO.: 3.1‐8

Defect ID No.: 1

Typical deteriorated concrete at expansion joint closure.

Typical deteriorated concrete at expansion joint closure.

Description:

Direction Photo Taken:

East

A‐1

7 10/26/2016

Photo No. Date:

8 10/26/2016

Direction Photo Taken:

East

Description:

Direction Photo Taken:

East

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: 3.1‐8

Defect ID No.: 4

DWG NO.: 3.1‐8

Defect ID No.: 4

Settled train rail.

Vertical misalignment in train rails.

A‐4

11 10/26/2016

Photo No. Date:

12 10/26/2016

Direction Photo Taken:

East

Description:

Direction Photo Taken:

South

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: 3.1‐8

Defect ID No.: 7

DWG NO.: 3.1‐8

Defect ID No.: 7

Broken/misaligned utility vault cover.

Missing utility vault cover.

A‐6

13 10/26/2016

Photo No. Date:

14 10/26/2016

Description:

Missing life ring.

DWG NO.: 3.1‐9

Defect ID No.: 9

Direction Photo Taken:

South

Description:

Missing railroad stop block.

DWG NO.: 3.1‐9

Defect ID No.: 8

Direction Photo Taken:

West

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

A‐7

15 10/26/2016

Photo No. Date:

16 10/26/2016

Direction Photo Taken:

Southwest

Description:

Direction Photo Taken:

East

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: 3.1‐9

Defect ID No.: 11

DWG NO.: 3.1‐10

Defect ID No.: 10

Erosion at southwest approach embankment.

Broken cleat.

A‐8

17 10/23/2016

Photo No. Date:

18 10/23/2016

Direction Photo Taken:

East

Description:

Direction Photo Taken:

Northeast

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: 3.1‐11

Defect ID No.: 12

DWG NO.: 3.1‐11

Defect ID No.: 12

Typical delamination and spalling with exposed reinforcement in concrete deck underside.

Typical delamination and spalling with exposed reinforcement in concrete pile cap.

A‐9

19 10/27/2016

Photo No. Date:

20 10/24/2016

Direction Photo Taken:

West

Description:

Direction Photo Taken:

North

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: 3.1‐11

Defect ID No.: 13

DWG NO.: 3.1‐11

Defect ID No.: 12

Typical delamination and spalling with exposed reinforcement in concrete train beam.

Broken pile at Bent 17.

A‐10

21 10/21/2016

Photo No. Date:

22 10/23/2016

Direction Photo Taken:

Southeast

Description:

Direction Photo Taken:

Southwest

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: 3.1‐11

Defect ID No.: 16

DWG NO.: 3.1‐11

Defect ID No.: 14

Typical deteriorated concrete at pile, with exposed reinforcement.

Typical deteriorated concrete at pile, with exposed reinforcement.

A‐11

23 10/23/2016

Photo No. Date:

24 10/21/2016

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

Description:

Typical cracking with delamination in bag repair on pile.

DWG NO.: 3.1‐11

Defect ID No.: 17

Direction Photo Taken:

Northeast

Description:

Typical cracking and delamination in concrete form repair on pile.

DWG NO.: 3.1‐11

Defect ID No.: 17

Direction Photo Taken:

Southwest

A‐12

27 10/23/2016

Photo No. Date:

28 10/21/2016

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

Description:

Typical disconnected utility conduits.

DWG NO.: 3.1‐11

Defect ID No.: 20

Direction Photo Taken:

Northeast

Description:

Disconnected potable water line along the west fascia.

DWG NO.: 3.1‐13

Defect ID No.: 19

Direction Photo Taken:

Southwest

A‐14

29 10/23/2016

Photo No. Date:

30 10/26/2016

Direction Photo Taken:

East

Description:

Direction Photo Taken:

South

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: 3.1‐10

Defect ID No.: 21

DWG NO.: 3.1‐11

Defect ID No.: 20

Typical missing utility junction box cover.

Loose railing hardware at boat dock.

A‐15

31 10/26/2016

Photo No. Date:

32 10/26/2016

Direction Photo Taken:

North

Description:

Direction Photo Taken:

East

Description:

PHOTOGRAPHIC LOG

Client Name: Site Location: Contract No.

MOTSU, North Carolina North Wharf W912EE‐11‐D‐0011

DWG NO.: N/A

Defect ID No.: N/A

DWG NO.: 3.1‐10

Defect ID No.: 22

Missing fiberglass caps on steel pipe piles at wave screen.

Typical broken wire at steel wave screen.

A‐16

Appendix B

Facilities Inventory and Functionality Report

FACILITY: MOTSU North Wharf STRUCTURAL DATA INSPECTION DATE: October 2016

INSPECTORS: KCI Technologies Inc., Pennoni JV

See Inventory Plan for specific locations of each Asset Type

Asset Types:

P - Pile CFS - Concrete Fender Standoff TEL - Telephone

PB - Batter Pile FRP - Fender Rub Panel L - Light Pole

B - Bag Encasement Repair FFF - Foam Filled Fender LP - Light Pole Pedestal

F - Form Repair CFU - Cell Fender Unit HML - High Mast Light Pole

J - Fiberglass Jacket Repair BL - Bollard HMB - High Mast Light Pole Base

ABT - Abutment DB - Double Bollard GW - Ground Wire

PC - Pile Cap CL - Cleat FHY - Fire Hydrant

FP - Fender Pile HR - Hand Rail FHO - Fire Hose

EB - Edge Beam SL - Safety Ladder FP - Fire Pipe

CB - Crane Beam RL - Ramp Ladder FPC - Security Camera Tower

TB - Train Beam LR - Life Ring WT - Wale Top

UE - Utilities Enclosure HC - Hatch Cover CT - Chock Top

V - Utility Vault H50 - Waterfront Utilities CM - Camel

D - Deck PW - Potable Water (Pipe) CMC - Camel Chain

RD - Ramp Deck PWC - Potable Water (Pipe) Connection SLV - Sleeve

SD - Smoker Deck PHG - Potable Water Hanger HC - Hatch Cover

DA - Deck Above PWV - Potable Water Valve WW - Wingwall

DU - Deck Under PWI - Potable Water Insulation

SW - Sidewalk SS - Sanitary Sewer (Pipe)

C - Curb SHG - Sanitary Water Hanger

EJ - Expansion Joint SWV - Sanitary Water Valve

EJC - Expansion Joint Closure SSP - Sanitary Sewer Pump Control Panel

EJS - Expansion Joint (Steel) TNS - Transformer

EJK - Expansion Joint Korbel SPB - Circuit Breaker

KEY - Expansion Joint Key ER - Electrical Receptacle

RS - Rail Slot EC - Electrical Conduit

CRS - Crane Rail EHG - Electrical Conduit Hanger

TR - Train Rail UR - Utility Riser (Along edge of deck)

CTD - Crane Stowage Pin & Tie Down ET - Emergency Telephone

BC - Crane Bumper TCH - Telephone Connection with Hood

B-1

INSPECTORS: KCI Technologies Inc., Pennoni JV

Defect Types:

BRK - Breakage CRC - Corner Crack Repair Priority:

CCS - Closed Corrosion Spall CRD - Diagonal Crack M - Monitor

OCS - Open Corrosion Spall CRT - Transverse Crack L - Low Priority Repair

OSC - Overstressing cracks GAP - Gap in Rail H - High Priority Repair

HON - Honeycombing REP - Repair U - Urgent Repair

ABS - Abrasion Damage ERO - Erosion R - Replacement

SPL - Split

FUN - Fungal Decay

MBR - Marine Borers Timber

FDT - Fastener Deterioration

UND - Undermining

FD - Fire Damage

LS - Loose

CRP - Pattern Cracks

MSG - Missing

MSC - Missing Connection

COR - Corrosion

SNK - Sinkhole

LSC - Loose Connection

CHK - Check

SET - Settlement

PTH - Pothole

NBR - Non Bearing

XL - Section Loss

IMP - Impact

DEB - Debris

OMS - Open Mechanical Spall

CRL - Longitudinal crack

CRH - Horizontal crack

CRV- Vertical crack

CRK - General Crack

B-2

INSPECTORS: KCI Technologies / Pennoni JV

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

1 ALL D Throughout Random CRK 1/16

2 017 NT1 D 16.8 : C.8 3.1‐7 CCS L F5 2 4 24

3 012 NT1 KEY 21.2 : C.0 3.1‐7 OCS L F5 1 0.666667 8 3

4 002 NT1 RS

5 ft from

NT1/LCTS

Outer

Track, Inner Rail

3.1‐7 BRK

L

5 001 NT1 RS

5 ft from

NT2/NT1

: 0 3.1‐7 BRK

L

6 LCTS D 1‐12 :

Btwn

Tracks

3.1‐7 CRK L 200 1/4

7 007 LCTS RS

3 ft from

L3/LCTS

Middle

Track &

Outer

Track

3.1‐8 BRK L 7 12 6

8 006 LCTS RS

6 ft from

LCTS/NT1

Outer

Track over rail

3.1‐7 BRK L 13 12

9 005 L3 RS

3 ft from

L3/LCTS

M ddle

Track &

Outer

Track

3.1‐7 BRK L 7 12 6

10 L2 SW 21.5 : L 3.1‐8 OCS L 0.75 6 6 1

11 012 L2/L3 RS EJ :

Inner

Track, Inner Rail

3.1‐8 BRK L 3 15 8

12 008 L2/L3 TR EJ :

Inner

Track, Outer Rail

3.1‐8 GAP H 2 1/4

13 009 L2/L3 TR EJ :

Middle

Track, Inner Rail

3.1‐8 GAP H 2 1/4

14 010 L2/L3 TR EJ :

Middle

Track, Outer Rail

3.1‐8 GAP H 1 3/4

BEAM2016

Defect

I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

Pile repairs typically exhibit delamination in the top 1'.

Piles typically exhibit up to 1/8" wide cracks with efflorescence on multiple faces.

TYPICAL DEFECTS:

B‐3

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

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I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

15 011 L2/L3 TR EJ :

Outer

Track, Inner Rail

3.1‐8 GAP H 1 1/2

16 L1 TR 1 :

Outer

Rail, Outer

Track

3.1‐8 SET H 3 2

17 L1 C 2.7 : A 3.1‐8 LS H

18 L1 UR 15 : 3.1‐8 OCS L 1 12 1 2

19 L1 & L2 UR Throughout : 3.1‐8 MSG L

20 L1 & L2 UR Throughout : 3.1‐8 OCS L 1.5 12 8

21 017 L1/L2 RS EJ :

Inner

Track

3.1‐8 BRK L 5 16 8 1

22 014 L1/L2 TR EJ :

Middle

Track, Inner Rail

3.1‐8 GAP H 1 1/4

23 015 L1/L2 TR EJ :

Middle

Track, Outer Rail

3.1‐8 GAP H 1 1/4

24 C V 1 : A 3.1‐8 BRK L

25 C D 4‐12 : J‐L 3.1‐8 ABS L 25 24 3/4

27 020 C/L1 EJC EJ :

B/N Inner

Track &

Middle

Track

3.1‐8 BRK L 6 15 6 1

28 021 C/L1 RS EJ :

All rails at this EJ

3.1‐8 BRK L 2 4 6

29 024 R1/R2 EJC EJ :

B/N

Middle

Track &

Inner

Track

3.1‐9 BRK L 6 16 6

30 023 R1/R2 RS EJ :

Inner

Track

3.1‐9 BRK L 5 15 8

31 025 R1/R2 TR EJ :

Outer

Track, Inner Rail

3.1‐9 GAP H 1 3/4

B‐4

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

BEAM2016

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I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

32 026 R1/R2 TR EJ :

Middle

Track, Inner Rail

3.1‐9 GAP H 1 1/2

33 027 R1/R2 TR EJ :

Outer

Track, Outer Rail

3.1‐9 GAP H 1 3/4

34 028 R1/R2 TR EJ :

Middle

Track, Outer Rail

3.1‐9 GAP H 2 1/2

35 033 R2 RS

12 ft from

R2/R3

Middle

Track, Inner Rail

3.1‐9 BRK L 2 15 8

36 031 R2 RS

2 ft from

R1/R2

Middle

Track, Inner Rail

3.1‐9 BRK L 5 15 8

37 035 R2 RS

2 ft from

R2/R3

Outer

Track, Inner Rail

3.1‐9 BRK L 15 15 8

38 030 R2 RS

5 ft from

R1/R2

Inner

Track, Outer Rail

3.1‐9 BRK L 10 15 8

39 032 R2 RS

5 ft from

R1/R2

Middle

Track, Outer Rail

3.1‐9 BRK L 10 15 8

40 029 R2 RS

7 ft from

R1/R2

Inner

Track, Inner Rail

3.1‐9 BRK L 15 15 8

41 036 R2 TR Near R2/R3 :

Middle

Track, Outer Rail

3.1‐9 GAP H 1 1/4

42 043 R2/R3 EJC EJ :

B/N Inner

Track &

Sidewalk

3.1‐9 BRK L 12 16 1.5

B‐5

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

BEAM2016

Defect

I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

43 034 R2/R3 TR EJ :

Inner

Track, Outer Rail

3.1‐9 GAP H 1 1/4

44 039 R2/R3 TR EJ :

Inner

Track, Inner Rail

3.1‐9 GAP H 1 1/2

45 040 R2/R3 TR EJ :

Middle

Track, Inner Rail

3.1‐9 GAP H 1 3/4

46 041 R2/R3 TR EJ :

Outer

Track, Inner Rail

3.1‐9 GAP H 1 1/4

47 042 R2/R3 TR EJ :

Outer

Track, Outer Rail

3.1‐9 GAP H 1 1/2

48 R3 RS 19.5 :

Outer

Track, Outer Rail

3.1‐9 OCS L 3 0.75 6 3/4 3

49 045 R3/RCTS RS EJ :

Inner

Track, Inner Rail

3.1‐9 BRK L 2 6 2

50 046 R3/RCTS RS EJ :

B/N

Middle

Track &

Outer

Track

3.1‐9 BRK L 4 36

51 RCTS SW 2 : L.5 3.1‐9 OCS L 1.5 1.25 10 1.5 1

52 RCTS BC 3 : D 3.1‐9 MSG L

53 RCTS LR 12 : L 3.1‐9 MSG L

54 RCTS RS 26.5 : A 3.1‐9 CCS L 0.75 12 9 0

55 RCTS EJC 26.5 : A‐E 3.1‐9 CRK L 7 1/16

56 RCTS D 1‐8 :

Btwn

Tracks

3.1‐9 CRK L 200 1/2

57 ST1/2 EJC 21.5 : A‐E 3.1‐10 OCS L 0.75 6 2

B‐6

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

BEAM2016

Defect

I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

58 048 ST1/ST2 EJC EJ :

B/N SW &

Track

3.1‐10 CRK L 2 1/2

59 ST3

SW

APPR.

EMBKMT

‐‐ : ‐‐ 3.1‐10 EROSION H 10 120 18

60 049 ST3/ST2 EJC EJ :

B/N SW &

Track

3.1‐10 BRK L 10 10 16 12 1

61 050 ST3/ST2 EJC EJ : B/N Rails 3.1‐10 BRK L 2

62 051 ST3/ST2 RS EJ : Both Rails 3.1‐10 BRK L 4 15 6

63 BD

PILE

GUIDE

HDWR

‐‐ : ‐‐ 3.1‐10 COR L

64 BD D Throughout : Random 3.1‐10 CRK L <1/16

65 BD

RAILING

HDWR

At second pile from gangway

: ‐‐ 3.1‐10 LS L

66 BD

PILE

GUIDE

HDWR

‐‐ : ‐‐ 3.1‐10 LS L

67 BD

DOCK

PILE

GUIDE

At third pile from SW corner

One cover plank

3.1‐10 MSG L

68 BD

DOCK

PILE

GUIDE

At pile closest to

SW corner

: ‐‐ 3.1‐10

IMPACT

DAMAGE

L

69 BD P CP : 2 3.1‐10 OCS L top 1.5 12 1.5

70 BD D Throughout :

Vert faces of floats

3.1‐10 CRK L < 1/16

71 BD D CP 13‐14 : North face 3.1‐10 OCS L 0.75 9 1

72 WS CAPS Throughout : 50% 3.1‐10 MSG L

73 WS WIRES Throughout : 50% 3.1‐10 BRK L

74 WS P Above HWL : Mod XL 3.1‐10 COR L

75 WS SHT Above HWL : Mod XL 3.1‐10 COR L

76 WS SHT

20% of joints

Move with waves

3.1‐10 LS L

B‐7

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

BEAM2016

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I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

77 ST1 EJ 15‐17 : 0.1A 3.1‐10 CCS L 5.5 2.5 2

78 1 NT2 P1 28 : B 3.1‐7 OCS H 3‐6 3 3 6.00 24 2

79 5 NT2 P1 28 : D 3.1‐7 OCS H 2‐4 1 3 6.00 24 2

80 NT2 PB1 26 : A 3.1‐7 CCS H 1‐2 0 4 6.00 18

81 NT2 PB1 26 : A 3.1‐7 CRV L 1‐2 0 4 1/4

82 8 NT2 F 25 : A 3.1‐7 CRV L 4 0 6 1/4

83 10 NT2 P1 25 : D 3.1‐7 CCS H FC 1 6 30.00 60

84 NT2 P1 25 : E 3.1‐7 CCS H 56 1 3 2.00 8

85 2 NT2 PC1 24.9 : D 3.1‐7 CCS H 4 2 1.67 10

86 11 NT2 F 24 : A 3.1‐7 CCS H 4 0 5 10.00 24

87 12 NT2 P1 24 : B 3.1‐7 OCS H 2‐4 0 5 9.17 22 3

88 NT2 P1 24 : D 3.1‐7 CCS H ALL 1 5 25.00 60

89 3 NT2 PC1 24 : D.0 3.1‐7 OCS H 35 12 20 60.00 36 2.5 M

90 NT2 P1 24 : E 3.1‐7 CCS H ALL 0 7 35.00 60

91 4 NT2 TB2 23.9 : A.0 3.1‐7 CCS H 5 2 2.00 12

92 7 NT2 PC1 23 : C.2 3.1‐7 OCS H 25 12 2 6.00 36 2 3

93 NT2 PC1 23 : C.5 3.1‐7 OCS H 2‐5 2.5 2.50 12 2

94 16 NT2 P1 23 : D 3.1‐7 OCS H 2‐4 0 4 4.67 14 3

95 NT2 P1 23 : E 3.1‐7 OCS H 6 2 1 0.33 4 1 1

96 NT2 TB2 22.8‐23.2 : A 3.1‐7 CRK L 3 8 1/4

97 8 NT2 TB2 22.9 : A 3.1‐7 CCS H 5 2 2.00 12

98 9 NT2 TB2 22.8 : C.1 3.1‐7 CCS H 3‐5 3 3.00 12

99 18 NT2 PB1 22 : C 3.1‐7 CCS H 2‐4 0 3 3.00 12

100 NT2 PC 22 : D.5 3.1‐7 OCS H 2‐5 4 4.00 12 2

101 19 NT2 P1 22 : E 3.1‐7 OCS H 1‐2 0.5 2 2.00 12 3 4

102 NT1 PC1 21 : A‐C 3.1‐7 CCS H 2 6 3.00 6

103 NT1 B 21 : B 3.1‐7 CRV L 1/2 4 2 3/8

104 NT1 PC1 21 : C 3.1‐7 CCS H 2 4 3.33 10

105 NT1 DU 20.9 : D 3.1‐7 CCS H 3 3 9.00

106 NT1 PB1 20 : A 3.1‐7 CRV L 2 0 6 1/4

107 21 NT1 F 20 : C 3.1‐7 CCS H 3 3 3 0.25 1

108 13 NT1 PC1 20 : C.75 3.1‐7 CCS H 5 4 12.00 36

109 22 NT1 F 19 : A 3.1‐7 CRV L 4 0 6 1/2

110 NT1 P1 19 : B 3.1‐7 OCS H 3/4 0 1 0.67 8 1

111 NT1 PB1 19 : C 3.1‐7 CCS H 7/8 0 2 1.67 10

B‐8

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

BEAM2016

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I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

112 14 NT1 PC1 19 : C.75 3.1‐7 OCS H 25 4 12.00 36 6

113 25 NT1 P1 19 : E 3.1‐7 CCS H 6‐1 0 3 7.50 30

114 15 NT1 PC1 18.9 : E 3.1‐7 CCS H 2‐5 3 4.50 18 8

115 26 NT1 PB1 18 : A 3.1‐7 CCS H 2‐5 0 2 3.00 18

116 NT1 PB1 18 : C 3.1‐7 CRV L 2 1.5 6 1/4

117 16 NT1 PC1 17.1 : C.8 3.1‐7 OCS H 45 4 8.00 24 2.5 4

118 NT1 PB1 17 : C 3.1‐7 CCS H 1 0 1 0.67 8

119 NT1 PC1 16 : C.7 3.1‐7 OCS H 5 1.25 3.75 36 1.5 1

120 NT1 B 16 : D 3.1‐7 CCS H 34 1 1.5 3.00 24

121 NT1 TB2 15.7 : A 3.1‐7 CCS H 5 1.5 0.13 1

122 37 NT1 P1 15 : B 3.1‐7 OCS H 7‐1 0 3.5 5.25 18

123 NT1 TB2 15 : C 3.1‐7 CCS H 5 1 1.00 12

124 NT1 PC1 15 : C.6 3.1‐7 OCS H 4 3 3.00 12 2

125 NT1 P1 15 : D 3.1‐7 CRV L 7 2.5 4 1/4

126 40 NT1 P1 15 : E 3.1‐7 CCS H 8/1 0 2.5 3.33 16

127 NT1 F 14 : C 3.1‐7 CCS H 1‐4 2.5 2 6.00 36

128 NT1 PC1 14 : C.5 3.1‐7 CCS H 2 4 2.00 6

129 NT1 PB1 13 : C 3.1‐7 CRV L 6 3 4 1/4

130 NT1 EHG 13 : C.5 3.1‐7 BRK L

131 18 NT1 PC1 13 : C.8 3.1‐7 OCS H 4 0.5 0.50 12

132 NT1 TB2 12.7 : A 3.1‐7 OCS H 5 1 1.00 12 3

133 48 NT1 P1 12 : B 3.1‐7 CCS H 4/5 1 3 3.00 12

134 19 NT1 PC1 12 : C.5 3.1‐7 CCS H 2‐5 8 8.00 12

135 19 NT1 PC1 12 : D.5 3.1‐7 CCS H 2‐5 8 8.00 12

136 NT1 P 12 : E 3.1‐7 CCS H 1 0 2.5 1.25 6

137 20 NT1 TB2 11.2 : B.5 3.1‐7 CCS H 5 2 6.00 36

138 NT1 PB1 11 : A 3.1‐7 CCS H 3 0 1.5 3.00 24

139 21 NT1 PC1 11 : C.8 3.1‐7 CCS H 5 2 2.00 12

140 NT1 EHG 10.9 : D.5 3.1‐7 BRK L

141 NT1 TB2 10.5 : A 3.1‐7 OCS H 5 1 0.25 3

142 54 NT1 PB1 10 : A 3.1‐7 OCS H 3/4 2 2 2.00 12

143 NT1 P1 10 : B 3.1‐7 CRV L 6 2.5 4 1/4

144 NT1 P1 10 : E 3.1‐7 CRV L 3 1 5 1/4

145 57 NT1 TB2 10 : E 3.1‐7 CRV L 3 6 1/4

146 NT1 F 9 : A 3.1‐7 CCS H 14 1 2.5 10.00 48

147 59 NT1 P1 9 : B 3.1‐7 OCS H 2‐4 0 4 8.00 24 3 M

148 60 NT1 PB1 9 : C 3.1‐7 CCS H 23 2 1 0.50 6

149 61 NT1 P1 9 : D 3.1‐7 OCS H 2‐4 0 3.5 5.25 18 3 7

B‐9

Sides P (ft) H (in.) V (in.) X (ft) Y (ft)

BEAM2016

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I.D. No.

Defect

I.D. No.

Fac.

Sec.

Defect Center

(Bent #: Row #) Dwg. No.

Asset

Type

Defect

Type

Check if

Repaired

Repair

Priority

PILE Length

L (ft)

DECK Area

SF or %

Width

W (in.)

Depth

D (in.)

Exp

Bars

N (#)

150 62 NT1 P1 9 : E 3.1‐7 CCS H 2‐4 & 6/7 3 3 6.00 24

151 NT1 F 8 : A 3.1‐7 CCS H 3 1.5 1.5 3.00 24

152 64 NT1 P1 8 : D 3.1‐7 CCS H 6/7 3 1 0.83 10

153 65 NT1 PB1 7 : A 3.1‐7 OCS H 5/6 0 2.5 2.08 10

154 NT1 EHG 7 : C.5 3.1‐7 BRK L

155 67 NT1 P1 6 : B 3.1‐7 OCS H 1/2 2.5 3 0.38 1.5

156 NT1 P1 6 : E 3.1‐7 CCS H 81 0.5 1 0.83 10

157 22 NT1 TB2 5.8 : A.0 3.1‐7 OCS H 5 1 0.83 10 2 2

158 NT1 PB1 5 : A 3.1‐7 OCS H 23 0 1 1.00 12 24

159 70 NT1 F 5 : A 3.1‐7 CRV L 14 1 6 3/4

160 23 NT1 PC1 5 : C.9 3.1‐7 OCS H 4 1 1.00 12 1 1

161 73 NT1 PB1 4 : A 3.1‐7 CCS H 2‐4 0 3 4.50 18

162 74 NT1 PB1 4 : C 3.1‐7 CCS H 34 1.5 4 3.67 11

163 24 NT1 TB2 3.7 : C 3.1‐7 OCS H 5 1 0.83 10 2 1

164 1 NT1 EHG 3 : C.5 3.1‐7 BRK L

165 NT1 P1 3 : D 3.1‐7 CCS H 1‐2 3.5 2.33 8

166 NT1 EHG 3 : D.5 3.1‐7 BRK L

167 NT1 P1 2 : B 3.1‐7 CCS H 7/8 2.5 2 2.00 12

168 NT1 PB1 2 : C 3.1‐7 CCS H 7‐1 0 4 8.00 24

169 25 NT1 PC1 2 : C.8 3.1‐7 OCS H 5 1.5 1.50 12 1 1

170 NT1 P 2 : D 3.1‐7 CCS H 7/8 0 3 3.00 12

171 NT1 P1 2 : E 3.1‐7 OCS H 8‐2 0 4 6.00 18 3

172 19 NT1 PB1 1 : A 3.1‐7 CCS H 7 0 2 1.67 10

173 85 NT1 PB1 1 : C 3.1‐7 OCS H 8/1 0 2 2.00 12 2 1

174 NT1 EC 0.9 : Tr12345 3.1‐7 BRK L

175 26 LCTS EJK 26.5 : A.5 3.1‐7 BRK L 2 3

176 27 LCTS EJK 26.5 : A.5 3.1‐7 BRK L 3

177 28 LCTS EJK 26.5 : 0A.7 3.1‐7 OCS H 4 2 2.00 12 4

178 LCTS PB2 26 : B' 3.1‐7 CCS H 34 1 3 6.00 24

179 LCTS P1 26 : C 3.1‐7 CCS H 1‐2 0 4 6.00 18

180 90 LCTS P2 25 : B 3.1‐7 CCS H 1‐2 1 3 2.50 10

181 92 LCTS P1 25 : D 3.1‐7 OCS H 8/1 0 3 0.25 1 2.5 9

182 LCTS PB3 24 : A' 3.1‐7 CCS H 7 0 2.5 2.08 10

183 LCTS P1 24 : C 3.1‐7 OCS H 7‐3 0 5 12.50 30 3 3

184 LCTS…