Casco Bay Ferry Terminal Condition Assessment · of the marine structures at the Casco Bay Ferry...

FAY, SPOFFORD & THORNDIKE, INC.

Casco Bay Island Transit District

Ferry Terminal

Condition Assessment – Marine Structures

Portland, Maine

May 24, 2012

Prepared For: Scott Simons Architects, Portland, Maine

Prepared By: Fay, Spofford & Thorndike, Inc., Burlington, Massachusetts


EXECUTIVE SUMMARY

Fay, Spofford & Thorndike, Inc. (FST) was retained through Scott Simons Architects to evaluate elements of the marine structures at the Casco Bay Ferry Terminal. Once evaluated, recommendations are made on which elements need to be repaired or replaced and a budget construction cost estimate for the various options is provided. The findings will be reviewed with the concerned parties and the design advanced on only those elements chosen by Casco Bay Island Transit District (Casco Bay Lines). This report outlines the elements that were inspected, the findings and provides recommendations and estimated costs for each element.

The inspection included the fixed fender system associated with the pier from Gates 1 thru Gates 4 and an overview inspection of the transfer bridge at Gate 5, with a focus on the apron, pontoon and pontoon guide dolphins. Along with the transfer bridge, we inspected all of the dolphins associated with the car ferry slip at Gate 5.

The current facility was upgraded in 1986/87 when Casco Bay Lines relocated their entire operation to this facility. As an old facility associated with the State Pier property, some of it was made new, but much was rehabilitated or upgraded to fit the operation. Most of the key fendering elements and supporting structure is reaching the end of its useful life and will continue to deteriorate without replacement of certain elements and enhancements to the overall system. This report recommends replacing a significant portion of the fixed fender system from Gates 1 thru Gates 4. It also calls for a complete re‐painting of the pontoon supporting the transfer bridge, reconditioning the attachment component and replacing the apron used to transition from the bridge to the ferry. Many of the existing dolphins associated with the car ferry slip have key components of the base structure that are salvageable, but the fender panels all need to be replaced with an enhanced fendering system. As part of this work, Casco Bay Lines will also need to consider whether they would like to make any operational improvements in light of the overall costs associated with the recommended improvements.

Budgetary estimates have been developed for the various elements. While every effort has been made to keep the estimates as realistic as possible, there is very little design effort completed to date that would help quantify the finite aspects of the work. The estimated construction cost of the work is as follows: Sub‐Total A estimated Cost: $654,000 Contingency Amount (Approximately 20%): $131,000 Total: $785,000

Should Casco Bay Lines agree with the recommended base elements, the construction budget amount set aside for these improvements should be approximately $785,000. If any of the alternatives are desired, then the amount shown in the estimates would be used to increase this amount.


TABLE OF CONTENTS

Executive Summary

Existing Conditions

‐ Fixed Fender System ‐ Dolphin Structures ‐ Transfer Bridge ‐ Pontoon

Recommendations

Estimated Costs

Appendix 1 – Childs Engineering Corp., Dive Inspection Report

Appendix 2 – Cost Breakdown for Elements

Appendix 3 – Sketches of Options to Consider

Appendix 4 – Photographs of Facility Elements


EXISTING CONDITIONS

On Wednesday, April 4, 2012, a team from Fay, Spofford & Thorndike, Inc. (FST) with support from a dive team from Childs Engineering Corporation (CEC) did a condition assessment focused on the various dolphins associated with the car ferry slip, the condition of the pontoon structure for the transfer bridge, the bridge and apron, and the fixed fender system that runs along the pier from Gate 1 to Gate 4.

More specifically, with the dolphins, we looked at the overall condition of the structure, connections, dimensional timbers and pilings. For the transfer bridge and pontoon, we looked at the condition of the structural members, grating, abutment connections, apron and moving components. With the fixed fender system, we focused on the piles, wales and chocks, both above and below water.

This report presents the conditions present at the time of inspection and will provide options for repair, rehabilitation or replacement with associated costs. CEC also has provided an assessment report in letter format that is made part of this report as Appendix 1.

Fixed Fender (Along Gates 1 through 4):

The fender system runs the full length of the fixed pier and the inspection only focused on those piles that make up the berths from Gates 1 through 4 and did not cover the fender system associated with the City of Portland’s fireboat operation north of Gate 1, as it was not in the scope of work. This system is comprised of untreated oak piles, approximately 12” in diameter that are tied together with 6x12 pressure treated wales and 8x8 chocks near Elevation +13.6’ MLW (Upper Wale) and +8.0’ MLW (Lower Wale). There was a single creosote treated pile that had been installed in the fender system, but due to the nature of the soft wood, it had significant delamination occurring. At the southerly corner, there is a six pile cluster made up of creosote treated soft wood piles, and while this portion of the system appears to see minimal use, the outer piles all had significant delamination.

Table # 1.1 has been developed indicating whether there were conditions present that would call for the replacement of the fender piles. This chart describes the condition of the top of the piles, whether marine borer activity was evident in the lower portions of the pile and the amount of damage present and recommends replacement or not. For the pile tops, a poor rating would indicate that the pile had significant decay, was excessively worn, split and or broken and the remaining useful life was minimal. A fair rating would indicate that rot or wear was present and that there should still be several years of expected life remaining. A good rating would indicate that there was little or no significant damage or wear and that the pile should still have most of its expected life remaining. With the Marine borer column, there is a notation “Not Checked” which indicates that the pile was not looked at due to the poor condition of the top and was done to minimize diver time in the water and interruptions to any ferries needing to come or go.


TABLE 1.1 – Fender Pile Condition

Pile# Top of Pile Condition Borer Activity Loss Due to Borers Replace 1 Poor Not Checked ‐‐‐ YES 2 Poor Not Checked ‐‐‐ YES 3 Poor Not Checked ‐‐‐ YES 4 Poor Not Checked ‐‐‐ YES 5 Poor Not Checked ‐‐‐ YES 6 Fair Heavy 80‐90% YES 7 Good Moderate/Heavy 60‐70% YES 8 Poor Not Checked ‐‐‐ YES 9 Poor Not Checked ‐‐‐ YES 10 Good Moderate/Heavy 60‐70% YES 11 Good Heavy 80‐90% YES 12 Poor Not Checked ‐‐‐ YES 13 Good Light 20‐30% NO 14 Good Light 20‐30& NO 15 Poor Not Checked ‐‐‐ YES 16 Poor Not Checked ‐‐‐ YES 17 Good Minimal ‐‐‐ NO 18 Poor Not Checked ‐‐‐ YES 19 Fair Moderate 45‐55% YES 20 Good Moderate 55‐65% YES 21 Good Minimal ‐‐‐ NO 22 Good Minimal ‐‐‐ NO 23 Good Minimal ‐‐‐ NO 24 Poor Not Checked ‐‐‐ YES 25 Good Light 20‐30% NO 26 Good Light 20‐30% NO 27 Poor Not Checked ‐‐‐ YES 28 Poor Not Checked ‐‐‐ YES 29 Fair Moderate 55‐65% YES 30 Poor Not Checked ‐‐‐ YES 31 Good Light 20‐30% NO 32 Good Moderate/Heavy 65‐75% YES 33 Good Moderate/Heavy 65‐75% YES 34 Good Moderate/Heavy 65‐75% YES 35 Poor Not Checked ‐‐‐ YES 36 Good Light 30‐40% NO 37 Good Light 30‐40% NO 38 Good Light 30‐40% NO 39 Good Light 30‐40% NO 40 Good Light 30‐40% NO

41 – corner cluster – 7 piles

Creosote piles, outer 4 ones delaminating

Not Checked ‐‐‐ 4 Yes 3 No


Most of the upper wale and chock system appears to be from when the facility was upgraded in 1987. The lower system appears to be much older and based on the design plans was existing and not replaced in 1987. In general, the upper wale system is still in good condition. There was one location where a wale was split and will need to be replaced, but the remaining portion of the upper wale system can remain. The lower wales and chocks were in much worse condition, many showing signs of decay and wear, several being split or broken and some of the chocks missing. These wales cover several piles and are spliced between fender piles with splice blocks. Multiple splices may undermine the integrity of the fender system and should be avoided. Full length wales are recommended. Table 1.2 has been developed to show approximate location of where wales will need to be replaced.

Table 1.2 – Wale & Chock Condition

Pile # Location Lower Wale & Chock Upper Wale & Chock

Piles #1 to #16 Poor – Replace Okay – Keep

Pile #16 to #23 Okay – Keep Okay – Keep

Pile # 23 to #25 Poor – Replace Okay – Keep

Pile #25 to #28 Okay – Keep Okay – Keep


Pile # 30 to #33 Okay – Keep Okay – Keep

Pile # 33 to #34 Poor – Replace Poor – Replace

Pile # 35 to #38 Okay – Keep Okay – Keep


Bottom soundings were also taken at several locations along the fixed pier and we found at the southerly end, the bottom was near ‐15.6’ MLW (based on deck elevation of +16.35’) and towards the northerly end, bottom was near ‐12.6’ MLW. With many of the piles needing to extend above the deck to an elevation of +20’ +/‐ MLW and with a minimum of 15 feet of penetration into the ground, new fender piles will need to be 50’ to 55’ long. For the purposes of estimating, it is planned on the replacement piles being 55’ long and from a hardwood species like Oak or Greenheart.

Dolphin Structures:

The car ferry berth (Gate 5) is made up of 6 timber dolphin structures. There are two (2) berthing (head) dolphins on either side of the transfer bridge to help hold the ferry in proper position from the bridge. There are two (2) side (alignment) dolphins located along the eastern side of the berth and two (2)


turning dolphins with multiple fender panels. Each dolphin is comprised of several vertical and batter piles, tied together with structural timbers. To protect the structural piles and timbers, timber fender panels are hung using chain, turnbuckles and 6x6 D shaped elastomeric units to help dissipate energy from the ferry while berthing.

In general, the timber piles appear to be soft wood and treated with creosote. Creosote retention is good and there is little evidence of serious decay due to rot or marine borers. There is one side dolphin (outer) that has been constructed of CCA treated Southern Yellow Pine, with similar structural timbers. All of the hanging panels are 12x12 timbers tied together with 4” wales and have a fair amount of wear and damage. Many of the panels are sagging below their original positioning and blocking has been added to the top in an attempt to keep the ferry from over‐riding the system. With the amount of rot, wear and general damage, all of the panels should be replaced.

While the piles are not deteriorated due to decay, many of the batter piles are split out at the top, especially on the turning dolphins. In order to strengthen these dolphins, new batter piles will be necessary. The same is true for much of the structural timber. The amount of movement in the dolphins over time has slowly damaged much of the existing structural members and loosened connections. Some timbers may be salvageable, but most of the members should be replaced with new timbers and hardware.

Many of the turnbuckles, shoulder eye bolts and bolts have significant rust, are bent or damaged and need to be replaced. There were several sheared bolts in the outer most turning dolphin and some bolts could be pulled out by hand (or were missing) due to shearing or lack of nuts to hold them in place. All hardware appears to have been hot‐dipped galvanized when installed, but much of that protective coating has broken down and there will now be accelerated deterioration of the steel.

In discussions with the Operations Manager and some crew members, it would appear that the outer dolphin stands off too far from the ferry, making it more difficult to safely handle lines. The two berthing dolphins have enough movement, which allows the ferry to come in contact with the transfer bridge. There was also concern expressed that the inner turning dolphin was more of a berthing dolphin and did little to assist in aligning the ferry during its approach and did not allow the ferry to turn on it when pulling out. It was felt that if it needed to be rebuilt, that it would better serve the operation if it could be placed closer to mid ship, than at its current location, inside the quarter point.

The condition of all of the fender panels is poor, with all exhibiting signs of advanced decay, excessive wear and damage from the operation and system failures. Trying to recondition these would tend to be very expensive and the useful life would be relatively short. There are several options that can be used to improve the system and provide the desired extended life. In general, all of the timber fender panels should be replaced with a new timber or steel panel or with a fender pile and wale system (see sketches).

The East (outer) turning dolphin needs to be replaced, and it may be possible to salvage the vertical piles if a new timber dolphin arrangement is the most cost effective system. The West (inner) turning dolphin needs to be partially re‐built in order to strengthen and tighten up the connections. Cutting the tops of


several of the batter piles and pulling them in and re‐connecting may allow the cost for the repair to be lessened. There may also be a desire to re‐locate this dolphin so that it is operationally more effective, should funding allow. The two side dolphins will need minimal work, mainly focused on replacing the fender panels and elastomeric units and updating some of the hardware. The two berthing dolphins would benefit from partial reconstruction. The work would include improving the fender panel system, more effective elastomeric units, tightening connections and improving the stand‐off distance of the ferry to the transfer bridge, thereby, helping to avoid the contact that currently occurs.

Transfer Bridge:

Overall, the condition of the transfer bridge was very good. The two primary girders are made from Cor‐Ten steel (weathering steel) and have only minor rust (as expected), with the exception of the ends closest to the ferry. It appears that these ends may be subject to more splash and wash, resulting in accelerated decay. This can be monitored to see how it progresses, or the end of the beams could be coated to preserve their expected life. The floor beams and needle beams that make up the remainder of the superstructure are galvanized and appear to be relatively new. There is no breakdown of the galvanizing and all of the bolt connections are in very good condition. On top of the beams there is galvanized grating with concrete infill making up the deck of the bridge. This also looks relatively new and there are no issues with its condition.

The rocker bearings for the bridge are comprised of two pieces of 8” diameter round bar, welded to the underside of the main girder and sitting on a piece of steel base plate bolted to the concrete abutment seat. The bar is kept in position by the weight of the bridge and with steel angles welded to the base plate, forming a cradle which allows the bar to rotate as the bridge rises and falls with the tide. There is also a steel frame that surrounds this connection to keep the bridge from being pulled out of the cradle seat. This frame has more rust build‐up than the rest of the bridge, but relatively minor for the role it plays. This can be monitored and with corrective steps being taken as needed over time with normal maintenance. There are two block rubber units between the bridge and the concrete abutment that helps dampen any impact loads should the ferry hit the bridge.

At the apron connection the W14x34 has been extensively damaged by contact from the ferry. It appears that the dolphin structures do not stand the ferry far enough off the bridge to avoid contact. The bottom of the beam has been bent and torn in multiple locations and the web of the beam has a tear in it. This beam needs to be replaced and the dolphins enhanced to prevent further contact. Minor work may be necessary to the needle beams that connect to the floor beams and support the deck.

The apron has significant rust pitting on the plating and several of the steel tubes that make up the aprons structural system have total section loss and/or broken welds. The apron should be replaced with a new one or the existing one removed and re‐built. While re‐conditioning of the existing apron is possible, the amount of work may not make it cost effective and the life of the re‐conditioned apron would be much less than that of a new one.

The bridge also has a counter weight enclosure box on both sides, but there is only one counter weight (westerly side). The counter weight enclosure and guide plates have seen damage over time and minor


repairs are necessary. A question was raised whether a counter weight could be added to the easterly side, if desired. While possible, this addition would not necessarily help the operation of the apron, unless there is binding that occurs now due to the off centered loading. There were no indicators that this binding is occurring and none of the crew mentioned this as an issue.

The bridge to pontoon connection is done at four (4) points using double HP 12x53. The bottom one is 3’ long and is welded to the top of the pontoon. The upper one is 2’ long and is welded to the bottom of the bridge girder. The two HP sections are then bolted together to make the connection. These sections have extensive rust and need to be cleaned and repainted. There may also be a need for some reconditioning once the pieces have been separated and blasted clean.

An area not in our scope of services, but observed while on site was the abutment for the bridge. During low tide, we were able to observe large voids under the abutment footing. Utilizing a folding ruler, we were able to insert the ruler as much as 24 inches and run it along the length of the abutment. There was solid material right under the actual bridge seat areas, leading one to believe that there may be piles located on both ends of the abutment, beneath the bridge seat areas. This should be investigated further by Casco Bay Lines and they may want to consider filling the void with concrete grout.

Pontoon Float:

The inspection of the pontoon shows that it appears to be in good condition. All of the exposed surfaces on the top and sides of the pontoon have lost the majority of the coating and there are areas where heavy sheet rust is evident. There are also several areas where it appears the top of the pontoon has been repaired, with small plate patches having been welded on. Upon spot cleaning, the pitting in the sheet steel is fairly minimal and it would appear that if well cleaned and coated, the life of the float could be maintained and extended. The bottom of the float has extensive marine growth, but in the areas where it was cleaned to get thickness readings, the original paint system was still fairly well intact (see Childs Engineering Corp. inspection report in Appendix 1). This was also confirmed by Divers Down, the firm that Casco Bay Lines has retained to replace the anodes on the pontoon. Divers Down is currently in the process of changing out the anodes on the outside and they have indicated the original coating is still in fair condition. The thickness readings taken by CEC, indicate there is from 0.225 inches to 0.250 inches in plate thickness remaining. The original drawings indicate the hull plating was built with 0.250 (1/4”) steel plate, indicating there is minimal section loss at this time.

As for the inside of the pontoon, we had Bruce from Casco Bay Lines pull two of the access covers so that we could look inside to see how the coating system was performing and if there were any apparent areas that would cause concern. From the visual inspection, approximately 50% of the original coating was still intact and the areas where there was breakdown had two distinct conditions. In the flat areas, away from corners or where the scantlings were welded on, there was blistering of the paint coating. In the corners and weldment areas, there was more severe rust occurring, which had already started forming thicker layers. Again, in discussions with Divers Down, they had replaced the inside anodes approximately two years ago and found most of the anodes on the inside with about 40% of the original


section remaining, but felt it was best to change out all of the anodes. The anodes today appear to have very little loss and will not need to be changed out at this time.

After our inspection, we were notified by Roki Horr from Casco Bay Lines that Divers Down was doing some work on the pontoon’s pumping system and that when they tried to access a portion of the pontoon that was not made available for inspection, they found the access hatch needed to be cut away and there was significant rust to the framing around the hatch. This will require that some remedial repairs be made to portions of the pontoon once it has been thoroughly been cleaned and can be completely inspected.

RECOMMENDATIONS

Fixed Fender System (along Gates 1 thru 4)

‐ Replace 30 fender piles with new Greenheart piles (see table 1.1 for location). ‐ Replace approximately 400 lineal feet of wale and chock system. With new 2.5 CCA treated

wales and chocks.

Transfer bridge:

‐ Replace W14x34 with new W14x34, hot dipped galvanized to match existing. ‐ Repair bent plates in counter weight box. ‐ Clean and paint outer ten (10) feet of main girders. ‐ Replace existing steel apron with a new one of similar design.

Pontoon:

‐ Remove from water, clean and paint all surfaces inside and out. ‐ Repair structurally deficient plating and steel members. ‐ Re‐condition attachment to transfer bridge. ‐ Re‐condition internal piping as necessary.

Berthing Dolphins:

‐ Replace existing panels with three (3) – sixty (60) foot long Greenheart piles. ‐ Replace existing elastomeric D units with new elastomeric cone units. ‐ Replace portions of structural timber system, with new 2.5 CCA treated timber.


‐ Replace some bolts and hardware and tighten that which is to remain.

Side (alignment) Dolphins:

‐ Replace existing panels with three (3) – sixty (60) foot long Greenheart piles. ‐ Replace existing elastomeric D units with new and slightly larger elastomeric D units. ‐ Replace portions of structural timber system, with new 2.5 CCA treated timber. ‐ Replace some bolts and hardware and tighten that which is to remain.

East (Outer) Turning Dolphin:

‐ Demolish and re‐construct a new timber dolphin utilizing existing plumb piles. ‐ Utilize new Greenheart fender pile system in place of a hanging panel system. ‐ Use new elastomeric cone fenders in place of the existing elastomeric D units. ‐ Use all new 2.5 CCA treated structural timber and galvanized bolts and hardware. ‐ Re‐install all cleats and line handling devices on new structure ‐ Re‐position new structure to bring closer to the final ferry alignment when at berth.

West (Inner) Turning Dolphin:

‐ Do limited demolition and re‐construct a new timber dolphin utilizing existing plumb piles and many of the batter piles. Batter piles will need to be cut shorter to remove damaged tops and several additional batter piles will be necessary.

‐ Utilize new Greenheart fender pile system in place of a hanging panel system. ‐ Use new elastomeric cone fenders in place of the existing elastomeric D units. ‐ Use all new 2.5 CCA treated structural timber and galvanized bolts and hardware. ‐ Re‐install all cleats and line handling devices on new structure.

Pontoon Guide Dolphins:

‐ Replace structural guide timbers with new 2.5 CCA treated timber. ‐ Use UHMW facing on guide timbers to minimize wear. ‐ Replace bolts associated with structural timber replacement.


ESTIMATED COSTS

Summary costs are provided in appendix 2 for the various components of the system. Casco Bay Lines should plan on $750,000 to $800,000 to do the minimum amount of work required to bring the system back to a more satisfactory condition. Much of this work will require that the car ferry operation be suspended for a period of time. They should anticipate at least two month for the removal, cleaning, painting and re‐installation of the pontoon. This will be somewhat dependent on weather conditions and whether a contractor has a facility to work on the pontoon under cover or in the open. This work will be best performed by a contractor experienced in this type of construction, like a shipyard.

Summary of Costs

Facility Area of Work Estimated Costs Fixed Fender System $131,200 Transfer Bridge $19,000 Transfer Bridge Apron (new) $50,000 Re‐condition Transfer Bridge Pontoon $97,000 Repair/Re‐condition Berthing Dolphins $54,400 Inner Side (alignment) Dolphin $29,000 Outer Side (alignment) Dolphin $30,000 Re‐condition Pontoon Guide Dolphins $9,200 East (outer) Turning Dolphin $99,000 Re‐Condition West (inner) Turning Dolphin $85,000 Mobilization $50,000 Sub‐Total A $653,800 Contingency (20% for rough estimate) $130,760 Estimate Total $784,560 Alternative Options Re‐Locate West (inner) Turning Dolphin (insert in place of west turning above) $125,000 Timber Fender Panels in Place of Piles (add to dolphin number, double for turning) $6,000 Steel Fender Panels in Place of Piles (add to dolphin number, double for turning) $45,000 Build Concrete Turning Dolphin (insert in place of turning dolphin) $175,000 New Pontoon (insert in place of re‐condition pontoon) $260,000


APPENDIX 1

Childs Engineering Corp

Dive Inspection Report


APPENDIX 2

Cost Breakdown for Elements


Casco Bay Island Transit District Condition Assessment of Ferry Terminal

Summary of Costs Facility Area of Work Estimated Costs Fixed Fender System $131,200 Transfer Bridge $19,000 Transfer Bridge Apron (new) $50,000 Re‐condition Transfer Bridge Pontoon $97,000 Repair/Re‐condition Berthing Dolphins $54,400 Inner Side (alignment) Dolphin $29,000 Outer Side (alignment) Dolphin $30,000 Re‐condition Pontoon Guide Dolphins $9,200 East (outer) Turning Dolphin $99,000 Re‐Condition West (inner) Turning Dolphin $85,000 Mobilization $50,000 Sub‐Total A $653,800 Contingency (20% for rough estimate) $130,760 Estimate Total $784,560 Alternative Options Re‐Locate West (inner) Turning Dolphin (insert in place of west turning above) $125,000 Timber Fender Panels in Place of Piles (add to dolphin number, double for turning) $6,000 Steel Fender Panels in Place of Piles (add to dolphin number, double for turning) $45,000 Build Concrete Turning Dolphin (insert in place of turning dolphin) $175,000 New Pontoon (insert in place of re‐condition pontoon) $260,000

Component Breakdown Fixed Fender System Est. Costs

30 ‐ 60 Foot Long Greenheart Fender Piles at $25/LF $45,000 6x12 SYP, 2.5 CCA timbers ‐ 400 LF $3,000 6"x8" SYP, 2.5 CCA timbers ‐ 400 LF $2,000


1" and 3/4" Bolts $2,200 Special Transportation (piles) $15,000 Labor & Equipment $44,000 Demolition/Disposal $15,000 Misc. Hardware and Work Items $5,000 Total $131,200 Transfer Bridge Replace W14x34 $5,000 Clean and Paint Main girder Ends $4,000 Misc. Hardware $1,000 Misc. Repairs to Counter Weight System $4,000 Labor & Equipment $5,000 Total $19,000 Transfer Bridge Apron Structural Members ‐ 2,636# at $9/# $23,700 Structural Plate ‐ 2,100# at $8/# $16,800 Misc. Pieces, Hinges, etc.. ‐ 500# at $9/# $4,500 Labor & Equipment (remove and install) $5,000 Total $50,000 Re‐Condition Pontoon Remove and Re‐install ‐ 3 days effort $13,000 Tow to Repair Location $4,000 Re‐Condition Steel plating/Members ‐ 150 SF at $100/SF $15,000 Sand Blast & Paint (inside and out) ** $60,000 Misc. Piping Repair/re‐furbish $5,000 Total $97,000 ** Based on information provided by Rockland Marine Shipyard

Berthing Dolphins (Cost associated with one dolphin, need to double) Est. Costs4 ‐ 60 Foot Long Greenheart Piles at $25/LF $6,000 2 ‐ 400 mm Cones $700 Structural Timber ‐ 320 BF at $1.20/BF $400 Bolts/Hardware $1,500 Chain $1,000 Demolition of Existing $4,400


Labor & Equipment $13,200 Total $27,200 Inner Side (alignment) Dolphin 3 ‐ 60 foot Long greenheart Piles at $25/LF $4,500 Structural Timber ‐ 500 BF at $1.20/BF $600 18 Feet of 8" diameter D Fenders at $100/LF $1,800 Bolts and Hardware $1,000 Chain $1,500 Misc. Items $1,500 Demolition/Disposal $4,000 Labor & Equipment $13,200 Total $28,100 Outer Side (Alignment) Dolphin Same as Inner Side Dolphin, increase pile length by 10 feet, each $1,000 Total $29,100 East (Outer) Turning Dolphin 13 ‐ 90 Foot Long SYP, 2.5 CCA Piles at $20/LF $23,400 8 ‐ 70 Foot Long Greenheart Fender Piles at $30/LF $16,800 Structural Timber ‐ 2,000 BF at $1.20/BF $2,400 4 ‐ 400 mm Cone Fenders $1,400 Bolts and Hardware $4,000 Chain $1,000 Misc. Items $5,000 Demolition and Disposal of Existing $9,000 Labor & Equipment $36,000 Total $99,000 West (Inner) Turning Dolphin If stay in current location, will be able to use some of vertical and batter piles, so will be able to reduce the cost of the East Turning Dolphin by $14,000 Total $85,000

Pontoon Guide Dolphins Est. Costs

Structural Timber ‐ 500 BF at $1.20/BF $600 UHMW Facing as a wear surface $600


Hardware/Bolts $1,000 Labor & Equipment $7,000 Total $9,200 Additional Options that can be exchanged with above: Re‐Locate West (Inner) Turning Dolphin to a more mid ship location ‐ remove price from above and insert this number. $125,000 Use Timber Fender Panels with UHMW Facing in Place of Greenheart Piles: * Add the following to each Berthing Dolphin $6,000 * Add the following to each Side(alignment) Dolphin $4,000 * Add the following to each Turning Dolphin $4,000 Use Steel Fender Panels with UHMW Facing in Place of Greenheart Piles * Add the following to each Berthing Dolphin $45,000 * Add the following to each Side (alignment) Dolphin $42,000 * Add the following to each Turning Dolphin $80,000 If the preference is for a steel pipe pile/concrete dolphin with panels, remove price from above and insert this number. $175,000 If would prefer to replace the existing pontoon with a new one, remove the price for the Re‐conditioned one and insert this number. $260,000


APPENDIX 3

Sketches for Options


APPENDIX 4

Photographs of Facility Elements

Transfer Bridge at Gate 5


Low Wale, Poor Chock Condition (Typ.)


Low Wale, Missing Chock (note damage to wale)


Low Wale, Hanging Chock & Poor Wale Condition


Pile Loss Due To Marine Borer

Creosote Treated Pile in Fender System (Delaminating)

Creosote Pile – Note Top Damage


Creosote Treated Cluster Piles on Corner (Delaminating)

Broken Pile Top


Berthing Dolphin – East (Typ.)

Wales & Turnbuckles at Berthing Panel


Pontoon Guide Dolphin – East (Typ.)

Pontoon w/Patches on Top, Bridge Connection Below Conduit


Pontoon/Bridge Attachment

Outer Side (Alignment) Dolphin – CCA Treated


East Turning, Berthing and Inner Side Dolphins w/Bridge Apron

Damaged W14x34 at Transfer Bridge/Apron Connection


Damaged W14x34

Damaged W14x34, Tear in Web of Beam


Apron Rust and Structural Tube Damage

Top of Pontoon, South End


Blistering of Coating Inside Pontoon

Heavier Rust Inside Pontoon at Scantlings and Weldments


East Turning Dolphin

Timber & Pile Condition at East Turning Dolphin


Sheared Bolts – Timber Damage @ East Turning Dolphin

Deteriorated Turnbuckle and Shackle


Deteriorated Turnbuckle and Shackle

Void Area Under Bridge Abutment

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