Dinner Key Marina Assessment Report - FINAL

Hurricane Irma Assessment Report

Dinner Key Marina

Prepared for City of Miami 3500 Pan American Drive Miami, Florida 33133

September 2018 Final

Prepared by:

2937 SW 27th Ave, Suite 101A Miami, FL 33133 Tel: (305) 230-1924 www.moffattnichol.com

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Document Verification

Client City of Miami – Capital Improvements Project name Hurricane Irma Assessment – Dinner Key Marina Document title Report Document sub-title N/A Status Final Date October 15, 2018 Project number 9450-07 File reference Q:/TA/Reports/2018-10-15 9450-07 Dinner Key Marina Assessment Report - FINAL

Revision Description Issued by Date Checked

00 Draft Report ZS/RC 7/16/18 TB

Produced by: Moffatt & Nichol 2937 SW 27th Avenue, Suite 101A Coconut Grove, Florida 33133 (305) 239-1324 www.moffattnichol.com

ii Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Document Verification ...... ii List of Tables ...... v Glossary ...... vi 1. Executive Summary ...... 1 1.1 Structures ...... 1 1.2 Utilities ...... 2 2. Introduction ...... 4 2.1. Hurricane Irma – 2017 ...... 8 2.2. Scope of Work ...... 9 2.3. Reference Documents ...... 11 2.4. Assessment Methodology ...... 11 3. T-Piers 1-7 ...... 15 3.1. Facility Description ...... 15 3.2. Observations ...... 16 3.2.1. Structural ...... 16 3.2.2. Water & Sewer Utilities ...... 20 4. Bulkhead Piers – 8 and 9 ...... 25 4.1. Facility Description ...... 25 4.2. Observations and Recommendations ...... 25 4.2.1. Structural ...... 25 4.2.2. Utilities ...... 25 5. Conclusions and Recommendations ...... 27 5.1. Condition Assessment of Marina Facility ...... 27 5.2. Marina Restoration Recommendations and Costs ...... 30 5.3. Inspection Cycle Times ...... 31 5.4. Mitigation Options ...... 31 Appendix A - Photos ...... A Appendix B - Marina Specific Purpose Survey ...... B Appendix C – Piling Underwater Inspection Summary ...... C Appendix D – Standard Concrete Repair Procedure ...... D Appendix E – ASCE Rating Guide ...... E

iii Hurricane Irma Assessment – Dinner Key Marina | City of Miami

List of Figures

Figure 2-1 Vicinity Map of Dinner Key Marina in Miami-Dade County, Florida (courtesy Google Earth) ..... 4 Figure 2-2 Aerial Photo looking west of Dinner Key Marina in the 1950’s (courtesy flashbackmiami.com) 5 Figure 2-3 Aerial Photo looking east of Dinner Key Marina in the 1950’s (courtesy flashbackmiami.com) . 5 Figure 2-4 Dinner Key Marina under construction late in the 1980’s (courtesy Orion Marine Group) ...... 6 Figure 2-5 Hurricane Andrew Damage 1992 (courtesy Scott B. Smith Photography) ...... 7 Figure 2-6 Hurricane Andrew Damage 1992 (courtesy Scott B. Smith Photography) ...... 7 Figure 2-7 Aerial Photo of Dinner Key Marina (March 2017 – courtesy Google Earth) ...... 8 Figure 2-8 Dinner Key Marina during Hurricane Irma September 10, 2017 ...... 9 Figure 2-9 Dinner Key Marina during Hurricane Irma September 10, 2017 ...... 9 Figure 5-1 – FEMA Flood Zone ...... 32 Figure 5-2 - Artificial Islands protecting Ft. Pierce City Marina (courtesy of FortPierceMagazine.com) ..... 33 Figure 5-3 - Pier 66 Marina with Marinetek Pontoons, Ft. Lauderdale ...... 34 Figure 5-4 - Bahia Mar Yachting Center with Bellingham Floating Docks, Ft. Lauderdale, FL ...... 34

iv Hurricane Irma Assessment – Dinner Key Marina | City of Miami

List of Tables

Table 2-1 ASCE Condition Assessment Ratings ...... 13 Table 2-2 Anticipated Life Span Condition Assessment Ratings ...... 14 Table 3-1 Piers 1 – 9 Utility Components ...... 16 Table 3-2 Piers 1 – 4 Condition Assessment ...... 17 Table 3-3 Piers 5-7 Condition Assessment ...... 17 Table 3-4 Overall Structural Condition Assessment ...... 17 Table 3-5 Schedule of Finger Pier Damage ...... 18 Table 3-6 Schedule of Replacement Components ...... 18 Table 3-7 Sewer hydrant damage locations ...... 21 Table 3-8 Piers 1 – 9 Condition Assessment ...... 24

v Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Glossary

CATV Cable Television CCTV Closed Captioned Television FT Feet FBC Florida Building Code FDC Fire Department Connection FEMA Federal Emergency Management Agency FPL Florida Power & Light GPM Gallons per Minute LOA Length Overall NEC National Electrical Code NEMA National Electrical Manufacturers Association NFPA National Fire Protection Association NGVD National Geodetic Vertical Datum OPCC Opinion of Probable Construction Cost PVC Polyvinyl Chloride PSI Pounds per Square Inch US$ United States Dollar(s) VE Coastal areas with a 1% or greater chance of flooding and an additional hazard associated with storm waves. These areas have a 26% chance of flooding over the life of a 30‐year mortgage YTD Year to Date

vi Hurricane Irma Assessment – Dinner Key Marina | City of Miami

1. Executive Summary

Dinner Key Marina (Project) is located at 3400 Pan American Drive in Miami, Florida. The marina consists of nine (9) piers constructed of fixed concrete and timber docks with approximately 582 wet slips. Piers 1-7 are fixed docks that are generally in an easterly orientation from the western shoreline of Biscayne Bay. Piers 8 and 9 are along the bulkheads, at the southern third of the marina area. The marina in its current configuration was constructed in the late 1980’s, and it was extensively damaged by Hurricane Andrew in 1992. The marina was repaired/restored after that hurricane, and the marina was again damaged by Hurricane Wilma in 2005. The eastern end of Pier 3 was reconstructed along with the gates/locks and fiberglass grating (throughout the marina),

Hurricane Irma impacted the southeast Florida area on September 10, 2017. Approximately 32 boats sank in Dinner Key Marina, with several more damaged. The storm impacted the area as a Category 1 storm, and the measured storm surge elevation was 5.75 ft. (NAVD). Photos provided by marina management show the marina docks submerged with waves breaking over the bulkhead.

Moffatt and Nichol (M&N) was retained by the City of Miami (City) in 2018 to perform an assessment of the marina facility including the utilities and upland utility services. A team of engineers were on site for approximately two weeks assessing the various components and trades above and below water. In addition, an updated Specific Purpose Survey was performed that included detailed topographic data collection on the docks.

1.1 Structures

The assessment team assigned condition ratings to each of the piers evaluated using the ASCE No. 130 – “Waterfront Facilities Inspection and Assessment” Manual condition ratings which rate structures on a six- point scale from good to critical condition. Repairs or replacement are recommended for all structures determined to be in poor, serious, or critical condition. During the field investigation, the dock facilities were observed to be operational with approximately 60% of the slips occupied. Marina management has completed some immediate repairs and restoration to try and maintain some slips for marina customers. Some piers are closed off, including Pier 1, due to extensive damage from the hurricane.

The main piers are constructed of pre-stressed and cast-in-place concrete superstructure upon prestressed concrete piles. Timber finger piers extend from the main piers forming the various slips present in the marina. The current marina configuration has been in service for approximately 30 years. The field investigation revealed that the marina experienced a combination of hurricane related damage and age- related deterioration. Some of the pre-stressed elements exhibited deterioration and/or damage that due to their nature require replacement.

Recommended restoration of the marina structures includes repair/replacement of identified precast slabs and cast-in place concrete components along with timber finger docks, mooring/fender piles, and miscellaneous dock components. Dock components including cleats, access ladders, etc. should be furnished and installed per original conditions.

Based on recent meetings with the City and with FEMA, M&N provided Opinion of Probable Construction Costs (OPCC) to differentiate between rehabilitation for hurricane damage and non-hurricane (i.e. deterioration, defects, etc.).

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

1.2 Utilities

The majority of the electrical equipment was installed in 1994 after Hurricane Andrew. The marina electrical distribution system (disconnects, step down transformers, pedestals, and light bollards) including the utility transformers received extensive damage and complete salt water submersion during Hurricane Irma in 2017. The overall condition ranges between fair to critical.

Marina staff has indicated a replacement similar to the existing pedestal and power supply configuration is sufficient in design. It was also a preference for the detachable marina pedestal top (electrical components) design in future extreme weather conditions.

The existing marina electrical system does not comply with the latest electrical codes. Any upgrades or substantial modifications to the electrical system need to comply with current National Electric Code requirements, including Article 555 (Marinas and Boatyards) which now requires ground fault protection to minimize the risk of stray currents in the water.

Pedestals at the marina provide 120/240V service to various combinations of 30A, 50A, and 100A circuit breaker/receptacles located in the pedestals. Original power pedestals included connections for electric, water, T.V., telephone, and energy consumption meters. The extensive storm damage has left the pedestals in fair to critical condition.

Lighting at the marina is provided by a variety of sources including poles on the landside, light bollards, flood lights at floating dock adjacent to Pier 7, lights at marine pedestals, and transformer units with lights. The variation results in a well-lit marina for security purposes.

Telephone and Coaxial Cable was installed throughout the marina and distributed to pedestals. In general, the system appears to have been abandoned. Many patrons use satellite to receive their cable/internet service and wireless internet. There are also 1 to 3 poles on each pier for a camera and Wi- Fi system that was never installed. With the exception of a pole missing from the foundation at the end of Pier 5, these poles appear to be in satisfactory condition.

Water is supplied to the slips by hose bibbs in the pedestals. Approximately 10% of the faucets were checked and appear to be functioning correctly. A significant number of hoses are connected to the hose bibs which is further evidence of functionality. The existing piping routed under the piers has some points of failure that include leaking and failed supports. The system appears to be in satisfactory condition.

Fire main and hose reels stations are located on docks throughout marinas in cabinets with hydrants located on land adjacent to the docks. These stations also include fire extinguishers, pull stations, and horn/strobe device. In general, these were found to be in poor to critical condition. Several components and cabinets were missing or severely damaged with many service lines showing significant oxidation and debris from salt water submersion. The marina is currently under fire watch as the fire alarm system is non-functional.

Vacuum sewage is provided along the piers approximately every four slips alternating sides. In general, the vacuum sewage lines and suction port hydrants were observed to be in good condition except for

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

isolated hurricane impact areas. The sewage pump-out building on shore was flooded, and the system will need to be replaced with modern, peristaltic pump systems. The existing building will have the equipment removed, and the building can be demolished or re-purposed.

Mitigation In accordance with guidelines from FEMA, mitigation opportunities should be evaluated including the following that would prevent or limit damage from future coastal storm events:

• Removable Power Pedestals • Finger Docks constructed with concrete piles and pre-fabricated aluminium decks • Improved coastal protection from the Spoil Islands • Replacement of the marina with Floating Docks

Due to the OPCC for the marina restoration along with the age of the existing concrete docks, the City should consider the long-term option of replacing the facility with appropriately designed and specified floating docks.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

2. Introduction

Dinner Key Marina (Project) is located at 3400 Pan American Drive in Miami, Florida. The marina consists of nine (9) piers constructed of fixed concrete docks and bulkheads with approximately 582 wet slips. Refer to Figure 2-1 Vicinity Map of Dinner Key Marina in Miami-Dade County, Florida (courtesy Google Earth)with a vicinity map.

Figure 2-1 Vicinity Map of Dinner Key Marina in Miami-Dade County, Florida (courtesy Google Earth)

The area along Coconut Grove in Biscayne Bay has a long history of waterfront use beginning with the Naval Air Station in 1918, and with the Pan American Seaplane Terminal from 1932 to 1945. The original terminal building is still utilized as City Hall. Aerial photos Figure 2-2 Aerial Photo looking west of Dinner Key Marina in the 1950’s (courtesy flashbackmiami.com) and Figure 2-3 Aerial Photo looking east of Dinner Key Marina in the 1950’s (courtesy flashbackmiami.com) illustrate the original wet slip marina with three main docks extending from the old seaplane terminal.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Figure 2-2 Aerial Photo looking west of Dinner Key Marina in the 1950’s (courtesy flashbackmiami.com)

Figure 2-3 Aerial Photo looking east of Dinner Key Marina in the 1950’s (courtesy flashbackmiami.com)

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

The current marina was constructed in the late 1980’s, likely in 1986. Design drawings were provided by the City dated 1984, and the marina was constructed by Misener Marine. Refer to Figure 2-4 Dinner Key Marina under construction late in the 1980’s (courtesy Orion Marine Group) of the pier under construction.

Figure 2-4 Dinner Key Marina under construction late in the 1980’s (courtesy Orion Marine Group)

Piers 1-7 are fixed docks that are generally in an easterly orientation from the western shoreline of Biscayne Bay. Piers 8 and 9 are along the bulkheads, located at the southern half of the marina area. The marina was extensively damaged by Hurricane Andrew in 1992. Refer to Figure 2-5 Hurricane Andrew Damage 1992 (courtesy Scott B. Smith Photography) and Figure 2-6 Hurricane Andrew Damage 1992 (courtesy Scott B. Smith Photography) of hurricane damage. The marina was repaired/restored after that hurricane, and most of the shore power pedestals and electrical system were replaced according to the local shore power pedestal vendor.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Figure 2-5 Hurricane Andrew Damage 1992 (courtesy Scott B. Smith Photography)

Figure 2-6 Hurricane Andrew Damage 1992 (courtesy Scott B. Smith Photography)

The marina was again damaged by Hurricane Wilma in 2005. The eastern end of Pier 3 was reconstructed along with the gates/lock systems at the entrance of each pier. In addition, the original timber decking (covering the utility chase) was replaced with fiberglass grating in 2006 timeframe. Refer to aerial photograph (Figure 2-7 Aerial Photo of Dinner Key Marina (March 2017 – courtesy Google Earth) of the current configuration of the marina.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

1 8 2 9

3 4 5 7 6

Figure 2-7 Aerial Photo of Dinner Key Marina (March 2017 – courtesy Google Earth)

2.1. Hurricane Irma – 2017

Hurricane Irma was the strongest observed hurricane in the Atlantic in terms of maximum sustained winds, and it was the most intense hurricane to strike the continental U.S. since Hurricane Katrina in 2005. After causing extensive damage throughout the Caribbean as a Category 5 storm, the hurricane impacted the Florida Keys at Cudjoe Key on September 10, 2017. The hurricane again made landfall in southwest Florida in the Naples area. The USGS reported a peak storm surge elevation of 5.75 feet (NAVD) at Dinner Key at 9:51pm on September 10, 2017. Marina staff provided the below photos (Figure 2-8 Dinner Key Marina during Hurricane Irma September 10, 2017 and Figure 2-9 Dinner Key Marina during Hurricane Irma September 10, 2017) of the fixed docks submerged along with waves from the bay overtopping the outer spoil islands.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Figure 2-8 Dinner Key Marina during Hurricane Irma September 10, 2017

Figure 2-9 Dinner Key Marina during Hurricane Irma September 10, 2017

2.2. Scope of Work

Moffatt & Nichol (M&N) was retained by the City of Miami to assess Dinner Key Marina for damage after Hurricane Irma. The scope of work approved by the City was dated May 15, 2018, and a Purchase Order was issued by the City on June 4, 2018. The below paragraphs summarize the scope of work:

Data Collection: available construction drawings and recent upgrades for the marina were reviewed to prepare for the assessment. M&N also met with marina management to review specific concerns relative to maintenance and to storm damage.

Specific Purpose Survey: M&N retained a subconsultant to produce a Specific Purpose Survey of the marina, which can be referenced in Appendix B. The survey included topographic data required for engineering design of the marina restoration. The Specific Purpose Survey was referenced to available boundary surveys provided by the City for the Project. A survey map was produced that was

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

referenced to the Project vertical and horizontal coordinate system, and the map was signed/sealed by a Florida Professional Surveyor/Mapper.

Utility Location: M&N retained a subconsultant to locate the marina utilities extending from the bulkhead to the upland service connections. Utilities to be evaluated included sanitary sewer, electrical, domestic water, and fire protection. The investigation was completed in accordance with the American Society of Civil Engineers (ASCE) 318-02 Standard Guideline for the Collection and Depiction for Existing Subsurface Utility Data. The investigation included Quality Level “D” data gathering. The results of the utility location were compiled on the survey map and signed/sealed by a Florida Professional Surveyor/Mapper. The map was referenced to the Project vertical and horizontal coordinate system.

Structural Assessment: M&N evaluated the existing fixed docks (Piers 1-9) and bulkheads along the waterfront of the marina. The assessment was a visual evaluation from topside. Components evaluated included the timber finger piers and the general condition of mooring piles. Representative measurements were obtained to confirm as-built dimensions in the construction drawings, and the utility distribution (utility chase configuration, arrangement of utilities, and supports) was evaluated in representative areas of the docks. Representative areas of the grating were also evaluated, and areas of missing (or damaged) grating noted.

Marina Electrical Assessment: M&N evaluated representative conditions of the marina electrical system to include the shore power pedestals and distribution on the docks sufficient for the reporting phase. Service connections to the shore were also evaluated along with upland distribution and service appurtenances. Communication and security systems were evaluated.

Fire Protection Assessment: M&N evaluated the existing fire protection system at the marina. The evaluation included the Fire Department Connections (FDC), piping on the docks, fire alarms, double detector check valves (as applicable) and hose cabinets. M&N will also met with the City Fire Department to review fire protection code upgrades that may be required for any redevelopment of the marina.

Domestic Water Assessment: M&N evaluated the existing domestic water service to the marina including the piping network. Water service on the pier was provided to the wet slips via the double- service shore power pedestals.

Sewage Pump-Out Assessment: M&N evaluated the existing sewage pump-out system. The marina was recently upgraded with new collection piping and appurtenances based on design plans from other consultants dated March 2017. The piping and shore connections were also evaluated along with upland service appurtenances.

Piling Underwater Assessment: M&N retained a subconsultant to perform an underwater assessment of the concrete piles supporting the concrete main piers. The mooring piles and timber finger docks were not evaluated underwater. The assessment was performed by a 4-person team utilizing commercial SCUBA equipment. The piles were evaluated from the tidal zone to the mudline, with 100% Level I swim-by evaluation. A Level II evaluation of approximately 10% of the piles was also performed. Portions of marine growth were removed along 1’ bands around the piles, generally at two locations: tidal zone and near the mudline. Representative underwater photographs were obtained to document the conditions of the piling.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Assessment Report: M&N compiled the field notes and prepared a matrix in spreadsheet format with condition assessments of the marina components evaluated and recommendations for repair or replacement.

Opinion of Probable Construction Cost Estimates: Based on the assessment and recommendations completed, M&N compiled quantity estimates of major line items to prepare a probable opinion of construction cost estimate for the Project. Since no level of design was completed under this scope of services, the cost estimates provided are order of magnitude based on comparative marina structural and utility project unit costs.

Components of the marina that were not assessed: • ADA and other code compliance requirements • Environmental – marine resources or Phase I/II site assessments, including sampling/testing on the uplands or in-water • Dingy docks • Bulkhead - below water • Water Depths – bathymetry or maintenance dredging requirements • Coastal Engineering – specific wind/wave, tidal hydraulics or sediment transport studies • Upland Facilities – with the exception of visible utility services

2.3. Reference Documents

The scope of work included a specific purpose survey to obtain updated topography of the existing marina with adjacent shoreline and utility services. According to the City, the last surveys completed for the marina were post Hurricane Wilma in 2006 timeframe. The updated survey for this project provided detailed AutoCAD base files for the design of repairs or redevelopment. The City provided design drawings as follows: • Marina utilities - dated 1984 from the original marina construction drawings. No structural drawings were available of the existing marina. • Representative drawings and surveys for the recently completed Dockmaster Building – 2015 • Representative drawings and surveys for the recently completed Regatta Park • Sewage Pump Out Plans – 2015 • Dinner Key Pier 3 Repairs – 2006 • Dinner Key Maintenance Dredging - 2008

The City performed a search in the microfiche system at the City Building Department and was not able to obtain any structural drawings for the marina. The earliest drawings available in the microfiche system were the 2006 repair plans. In addition, there were no previous inspection reports provided by the City.

2.4. Assessment Methodology

A team of engineers conducted the on-site structural assessment including above water visual and tactile examination of the concrete dock structures, timber finger docks, timber fender/mooring piles, and concrete piles. The assessment particularly looked for signs of deterioration and damage. An underwater investigation was completed to evaluate the condition of the timber piles. Timber finger dock, fender and

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

mooring piles were not evaluated below water. Dock appurtenances including cleats and ladders were visually assessed. Tactile investigation methods used included chipping hammers to sound the surfaces of various elements to check for delamination of previous repairs and concrete surfaces. The engineering team also conducted several meetings with marina management to document maintenance/operation and other concerns relative to the marina facility.

The utility assessment included visual evaluations of electrical components (disconnects, transformers, etc), dock pedestals, lighting, sewage pump-out, exposed electrical conduits, potable water, fire water and extinguishers for the purpose of identifying items in need of maintenance repair or replacement.

The structural components were rated based on the observed conditions and the severity of the defects noted in the field. The condition ratings were assigned based on the American Society of Civil Engineers (ASCE) Waterfront Facilities Inspection and Assessment Manual No. 130. see Table 2-1 ASCE Condition Assessment Ratings for the condition ratings. Additional condition rating descriptions have been added to the ASCE condition ratings in Appendix F – ASCE Manual and Reports on Engineering Practice - “Waterfront Facilities Inspection and Assessment” for assessment of the electrical and utility components. Photographs of typical deficiencies observed are included in Appendix A - Photos.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Table 2-1 ASCE Condition Assessment Ratings

RATING OBSERVED CONDITION REPAIR PRIORITY ACTION No visible damage or only minor damage noted. No repairs are required. 6 Good Structural elements may show very minor deterioration, but no overstressing observed. Limited minor to moderate structural defects or No repairs are required. deterioration observed, but no overstressing 5 Satisfactory observed. Limited minor defects or deterioration of electrical components observed. All primary structural elements are sound; but Repairs are recommended, but minor to moderate defects or deterioration the priority of the recommended observed. repairs is low. Localized areas of moderate to advanced • Action needs to be taken to deterioration may be present, but do not prevent further deterioration significantly reduce the load bearing capacity of 4 Fair of structural electrical the structure. elements. Minor to moderate defects or deterioration of • If action is not taken, defects electrical components observed. Localized areas may propagate and worsen of moderate to advanced cosmetic deterioration which could lead to more may be present, but do not significantly reduce functionality of the component. severe defects. Advanced deterioration or overstressing Repairs may need to be carried observed on widespread portions of the structure out with moderate urgency. but does not significantly reduce the load bearing • Action needs to be taken to capacity of the structure. address a potentially 3 Poor Advanced deterioration of electrical components hazardous condition which, if observed with worn or damaged components. No left unattended could burn damage or water damage is evident. Minor become a danger. structural damage to components with no missing parts. Advanced deterioration, overstressing, or Repairs may need to be carried breakage may have significantly affected the load out on a high priority basis with bearing capacity of primary structural urgency. components. Local failures are possible and • There is a deficiency of a loading restrictions may be necessary. primary structural or Advanced deterioration of electrical components electrical component that 2 Serious observed with worn or damaged components requires prompt evaluation that may significantly affect the integrity of the and a plan for corrective system. Openings to electrical components are action. visible and exposure has potential safety concerns, localized failure, or water damage. Structural damage to components with missing parts.

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Very advanced deterioration, overstressing, or Repairs may need to be carried breakage has resulted in localized failure(s) of out on a very high priority basis primary structural components. More with strong urgency. widespread failures are possible or likely to occur • Action needs to be taken and load restrictions should be implemented as immediately to prevent necessary. significant widespread or Very advanced deterioration of electrical localized damage to or failure components observed with worn or damaged of the structure. components with exposed live electrical • An action plan should be connections or burn damage. Exposure has 1 Critical developed, which establishes potential safety concerns, localized failure, and/or water damage. conditions to ensure the structure remains safe until repairs are completed. • There is a deficiency of the component that requires prompt evaluation and a plan for immediate corrective action.

Table 2-2 Anticipated Life Span Condition Assessment Ratings CONDITION RATING ANTICIPATED REPAIR/REPLACEMENT SCHEDULE

6 Good 10+ years 5 Satisfactory 10+ years 4 Fair < 10 years 3 Poor < 5 years 2 Serious < 1 year 1 Critical < 1 year* *Structure taken out of service or load restrictions applied until repairs are completed

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

3. T-Piers 1-7

3.1. Facility Description

The Dinner Key Marina consists of seven concrete T-piers and two bulkhead piers. The T-piers are numbered from 1-7 with Pier 1 the northernmost pier and Pier 7 the southernmost. Pier 4 also includes the bulkhead from Pier 8 to the T-pier end. Pier 8 is a bulkhead between Pier 4 and Pier 7. Pier 9 is a bulkhead from Pier 7 to the Seminole boat ramp at the southwest corner of the Project site. The piers are comprised of concrete main piers with concrete T-heads and timber finger piers. However, Piers 1, 5, 6, and 7 additionally have concrete finger piers near their respective access areas. Representative photographs are provided in Appendix A.

There is a square canopy structure at the head of Piers 1 - 7 that includes lighting and an entrance gate with card read/key code access.

The dock piers are composed of 12-ft wide precast, prestressed concrete deck slabs that are approximately 40 feet long and incorporate a center utility “chase.” The slab systems are supported by cast-in-place concrete pile caps along with two 14-in square prestressed concrete piles. Finger docks, one dock per two slips, are generally timber structures with either a 6-pile or 8-pile configuration with cross- bracing, pile caps, stringers and 2x6 decking. The finger piers independently supported and are separate structures from the concrete fixed docks. The finger piers have been repaired and replaced over the years as part of the marina’s ongoing maintenance program, so there are variations in configurations. The finger piers generally extend half the distance of the slip, and the end of the slip is defined by a mooring pile. Mooring piles also divide the slips (in between finger piers). The mooring piles were generally Greenheart piles, and approximately 18 in. diameter. The slips also have Greenheart “fender” piles to protect the docks and boats.

Water and sewer marina utilities service the piers from connections at the bulkhead. Piers are serviced primarily by 3-in PVC potable water mains, 3-in PVC vacuum sanitary sewer lines, and 6-in galvanized steel fire water mains. Along Piers 1-7 the utility lines in order from north to south are potable water, vacuum sanitary sewer, and fire water. The utilities are supported in utility chases within the precast concrete deck slabs. Fire main risers and pedestal utilities pass through the precast deck slabs, turn 90 degrees, and pass vertically through the concrete deck slab. Piers 8 and 9 are not currently serviced by the vacuum sewer. Individual potable water service lines are composed of ¾-in flexible hose branching off the water main. Vacuum sanitary sewer service lines are composed of 2-in PVC pipes. Fire water service lines and risers are composed of 2-1/2-in galvanized steel pipe. Vacuum sanitary sewer service lines branch off the sewer main, pass through and under the precast concrete deck slab, and then rise vertically to the sewer hydrant.

Four utility (FP&L) electrical transformers are utilized to provide service to the marina. The transformers provide power (480V/277V) to numerous adjacent outdoor disconnects which in turn continue power out to the adjacent piers. Located on the piers are numerous 25kva transformers stepping the power down from 480V to 240/120V at the power pedestals.

Original power pedestals included connections for electric, water, T.V., telephone, and energy consumption meters.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Table 3-1 Piers 1 – 9 Utility Components Pier Utility Components Aluminum Transformer Wi-Fi/ Power Fire Hose & Light Sewer (25kva) w/ Location Camera Pedestals Extinguisher Bollards Hydrants Light Pole Cabinets Bollard

Pier 1* 27 8 18 0 1 23 Pier 2 29 7 15 13 1 29 Pier 3 42 12 13 21 2 25 Pier 4 43 11 24 22 2 25 Pier 5 45 14 29 22 3 44 Pier 6 40 11 25 20 2 36 Pier 7 33 10 11 17 1 47 Pier 8 24 13 14 0 0 9 Pier 9 18 5 5 0 0 7 *Pier 1 Bulkhead: includes 2 power pedestals, 1 stand-alone water hose bibb pedestal, and 2 transformer (25kva) units with light bollard included

3.2. Observations

3.2.1. Structural

Overall, the structural components of the marina show a combination of age related deterioration and storm impact damage. In general, Piers 1 through 7 are in poor to serious condition with the majority of the defects limited to the superstructure. Piers 1, 2, and 5 exhibited the most damage from the hurricane. Piers 4 through 7 exhibited the most pile cap deterioration. The piles are in overall satisfactory condition with only a few piles on Pier 3 and Pier 5 exhibiting moderate defects. Refer to The Dinner Key Piling Assessment in Appendix C for detailed piling substructure observations.

Table 3-2 Piers 1 – 4 Condition Assessment and Table 3-3 Piers 5-7 Condition Assessment provide a breakdown of concrete pier structure condition ratings. Table 3-4 Overall Structural Condition Assessment provides an overall summary of structural element condition among the piers. Table 3-5 Schedule of Finger Pier Damage provides a breakdown of the timber finger piers including piers requiring replacement and piers that have salvageable piles but require superstructure replacement. Timber finger piers with structural pile damage were deemed to need replacement. Finger piers where pile integrity remained, but exhibited storm damage, were deemed repairable. All finger piers exhibited cross-bracing deficiencies. Table 3-6 Schedule of Replacement Components provides a breakdown of non-concrete elements that were damaged including timber mooring and fender piles, mooring cleats, deck grating, and swim ladders.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Table 3-2 Piers 1 – 4 Condition Assessment Structural Condition Assessment Piers 1-4 Pier 1 Pier 2 Pier 3 Pier 4 Condition Deck Pile Deck Pile Deck Pile Deck Pile Rating Slab Cap Slab Cap Slab Cap Slab Cap Good ------Satisfactory 1 20 2 12 8 13 8 2 Fair 4 2 3 3 8 7 7 9 Poor 4 1 8 3 9 9 7 8 Serious 11 - 5 2 3 1 1 5 Critical ------Total 20 23 18 20 28 30 23 24

Table 3-3 Piers 5-7 Condition Assessment Structural Condition Assessment Piers 5-7 Pier 5 Pier 6 Pier 7 Condition Deck Pile Deck Pile Deck Pile Rating Slab Cap Slab Cap Slab Cap Good ------Satisfactory 14 8 20 2 11 3 Fair 5 1 2 3 7 4 Poor 4 18 3 25 4 13 Serious 8 8 2 2 1 7 Critical ------Total 31 35 27 32 23 27

Table 3-4 Overall Structural Condition Assessment Overall Structural Condition Assessment Total Condition Rating Deck Slab Pile Cap Good - - Satisfactory 64 60 Fair 36 29 Poor 39 77 Serious 31 25 Critical - -

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Table 3-5 Schedule of Finger Pier Damage SCHEDULE OF FINGER PIER DAMAGE FINGER FINGER FINGER FINGER FINGER FINGER PIERS PIERS PIERS PIERS PIERS PIERS REPAIR - 6 REPAIR 8- PIER REPLACE - 6 REPAIR - 6 REPLACE 8- REPAIR 8- PILE (UNIT) – PILE (UNIT) – PILE (UNIT) – PILE (UNIT) – PILE (UNIT) – PILE (UNIT) – NON- NON- HURRICANE HURRICANE HURRICANE HURRICANE HURRICANE HURRICANE

1 7 5 2 4 0 4 2 5 10 10 0 0 0 3 5 5 22 2 0 2 4 12 10 23 0 0 0 5 12 5 21 0 2 0 6 7 4 16 1 1 1 7 1 2 17 2 7 2 8 4 12 0 0 0 9 0 0 0 0 0 TOTAL 53 41 123 9 10 9

Table 3-6 Schedule of Replacement Components SCHEDULE OF REPLACEMENT COMPONENTS MOORING FENDER SWIM CLEATS GRATING PIER PILES PILES LADDERS (UNIT) (LF) (UNIT) (UNIT) (UNIT) 1 8 5 69 300 12 2 6 5 4 0 4 3 9 2 6 110 6 4 11 8 9 100 8 5 4 17 5 100 9 6 1 6 2 10 4 7 4 4 0 10 4 8 6 0 1 0 0 9 6 0 0 0 0 TOTAL 55 47 96 630 47

Pier 1 exhibited the greatest deck slab damage with 55% of the slabs in serious condition and 20% in poor condition. Impact damage was observed along the northern exposure of the pier. Additionally, open corrosion spalls and pre-stressing strand corrosion were encountered. Pier 1 pile caps, however, were overall in satisfactory condition. Six (6) total concrete deck slabs showed storm damage impacts including exposed pre-stressing strands and reinforcing bars. The concrete piles were observed in satisfactory condition. Extensive damage to timber finger piers was prevalent along the pier. Seven (7)-finger piers with 6-piles and four (4) finger piers with 8-piles require replacement. The remaining finger piers require repair. Eight (8)-timber mooring piles and five (5)-timber fender piles need to be replaced. Approximately 300 linear feet of fiberglass deck grating was missing, 69 cleats were broken or missing, and 12 swim ladders were broken or missing.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Pier 2 exhibited widespread deck slab deficiencies with 28% of the slabs in serious condition and 44% in poor condition. Storm impact damage was observed along the northeast “T” on concrete deck slab number 17. Pile caps were in overall fair condition with 10% of caps in serious condition and 15% in poor condition. The concrete piles were observed in satisfactory condition. Of the 25 timber finger piers, five (5) require replacement and the remaining 20 repairs. No deck grating was missing. Mooring and fender piles were observed to be in overall satisfactory to poor condition. Six (6)-mooring piles and five (5)-fender piles need to be replaced. Overall, the deck grating was observed to be in satisfactory condition with no panels missing. Four (4)-deck cleats and four (4)-swim ladders require replacement.

Pier 3 was observed to be in overall fair to poor condition. Pre-stressed concrete deck slabs exhibited greater wear than the pier caps with 11% in serious condition, 32% in poor condition, and 29% in fair condition. One (1) deck slab exhibited storm impact damage requiring replacement. Concrete pier caps were primarily in poor to fair condition. Concrete piles were observed in satisfactory condition except for two (2) piles that were in fair condition showing moderate cracking or spalling. Timber finger piers were in poor condition. Five (5) of the 6-pile finger piers and Two (2) of the 8-pile finger piers require replacement. The remaining piers require repairs. Nine (9) mooring piles and two (2) fender piles require replacement. Approximately 110 linear feet of deck grating was missing, six (6) mooring cleats were broken or missing, and six (6) swim ladders were damaged or missing.

Pier 4 was observed to be in overall poor condition. Concrete deck slabs were primarily in fair to poor condition with 30% of each category observed. Concrete pile caps ranged from fair to serious condition with 21% in serious condition, 33% in poor condition, and 38% in fair condition. Deck slab number 23 exhibited storm impact damage whereby pre-stressing strands were exposed. The concrete piles were observed in satisfactory condition. Timber finger piers were in serious condition with 12 requiring replacement. Eleven (11) mooring piles and eight (8) fender piles require replacement. Approximately 100 linear feet of deck grating was missing, nine (9) mooring cleats were broken or missing, and eight (8) swim ladders were damaged or missing.

Pier 5 was observed to be in overall poor condition. Concrete deck slabs were classified as 26% in serious condition, 13% in poor condition, and 16% in fair condition. Concrete pile caps were classified as 23% in serious condition and 51% in poor condition. Slab number 29 and the closure pour next to it exhibited storm impact damage whereby reinforcing steel was exposed. Pier 5 exhibited the greatest number of concrete piles with defects. Seven (7) piles were observed to be in fair condition with moderate cracking or spalling occurring near the waterline. Timber finger piers were in poor condition with 12 requiring replacement. Four (4) mooring piles and 17-fender piles require replacement. Approximately 100 linear feet of deck grating was missing, five (5) mooring cleats were broken or missing, and nine (9) swim ladders were damaged or missing.

Pier 6 was observed to be in overall poor condition. Concrete deck slabs were in overall satisfactory condition with 7% in serious condition, 11% in poor condition, and 7% in fair condition. One (1) deck slab exhibited storm impact damage requiring replacement. However, the concrete pile caps were in overall poor condition with 78% in poor condition, 6% in serious condition, and 9% in fair condition. The concrete piles were observed in satisfactory condition. Timber finger piers were in poor condition with seven (7) of the 6-pile finger piers requiring replacement. The lone 8-pile timber finger pier also requires replacement. One (1) mooring pile and six (6) fender piles require replacement. Approximately 10 linear feet of deck grating was missing, two (2) mooring cleats were broken or missing, and four (4) swim ladders were damaged or missing.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Pier 7 was observed to be in overall poor condition. Concrete deck slabs were in overall fair condition and classified as 4% in serious condition, 17% in poor condition, and 30% in fair condition. Two (2) deck slabs exhibited storm impact damage requiring replacement. Concrete pile caps were in overall poor condition with 26% in serious condition, 48% in poor condition, and 15% in fair condition. The concrete piles were observed in satisfactory condition. Timber finger piers were in poor condition with four (4) finger piers requiring replacement. Four (4) mooring piles and four (4) fender piles require replacement. Approximately 10 linear feet of deck grating was missing, 0 mooring cleats were broken or missing, and four (4) swim ladders were damaged or missing.

3.2.2. Water & Sewer Utilities

The water and sewer utilities observed included the fire water system, potable water system, and vacuum sanitary sewer system. Utility mains and service lines were randomly spot checked along the length of the piers. The utilities under the main walkways ranged in condition from good to poor. A summary of condition ratings is included as Table 3-8 Piers 1 – 9 Condition Assessment

3.2.2.1. Fire Water

Fire mains are original from circa 1986 according to marina management, except for a new section of 4- in pipe beginning about 10-ft west of Fire Cabinet B on Pier 9. Based on information from marina management, the fire mains were pressurized from the upland mains, and generally capped-off at the piers with the more extensive damage. No pressure tests were performed so the functionality of the fire main(s) were not evaluated. The marina is currently under a “fire watch” as coordinated with the City Fire Department.

The fire mains are generally in fair to poor condition except for a few localized areas of severe corrosion. Piers 1 and 2 showed greater wear than Piers 3-7 due to their exposure level. The fire main bearing pads showed extreme corrosion. Approximately 70% of the pipe clamps and pipe straps were in poor to critical condition. At Pier 1, there were two localized areas of the fire main in poor to critical condition. The first area was entering the bulkhead and the second area was just after the pipe makes a 90 degree turn to the East as it passes through the west end of the prestressed concrete slab.

Fire risers were generally observed to be in fair to poor condition. Damage observed included corrosion damage to threaded pipe ends and to service lines passing from the fire main to the riser. One riser appeared to be broken by hurricane impacts. Approximately 30% of fire service lines require replacement. Approximately 70% of the pipe clamps and straps require replacement. All fire main bearing pads require replacement.

The service lines and risers on Fire Cabinet H on Pier 1 and L on Pier 3 have been replaced recently. The 2.5-in. risers extend into fire hose cabinets that were extensively damaged by the hurricane. These cabinets included the standard 2.5-in. fire department connection along with a 1.5-in. reducer with hose and nozzle. Many cabinets exhibited hose damage and missing fire extinguishers.

Each dock is serviced by a backflow preventer along with a Fire Department Connection (FDC). During the assessment, marina management had a fire sprinkler contractor checking residual pressure in the backflow preventers, and residual pressure was reported at 60 psi. Three (3) of the FDC’s were heavily

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

corroded and one as observed to be leaking. The backflow preventers appear to be more recent in construction, likely in the last 10 years. The fire hydrants were surveyed and generally appear operational. No dedicated fire line striping was observed along the roadway at each pier, although the striping may have faded.

The fire alarm system is not functioning at the marina according to marina management. The system consisted of pull boxes stationed at approximately every other fire cabinet. The pull boxes connected to horns and strobe lights. Since the dockmaster facility was replaced, the connection to the building was apparently not replaced.

3.2.2.2. Potable Water

The potable water system appears to be original and is generally in fair to poor condition. Approximately 10% of services were tested randomly along the piers and were working properly. No damage was observed along the water main PVC piping; however, several tee couplings were leaking. Rubber expansion joints were observed to be in critical condition with severe weather cracking evident and some slow leaks. Flexible hose service lines were generally observed to be in fair to poor condition. Chafing from rubbing against concrete and weather abrasion was widely evident. Several lines were observed to have pinhole leaks. Pedestal spigots were primarily observed to be in poor shape. The water line was most affected at the ends of Piers 2, 3, and 4. Lines were cut and capped to allow service to the rest of the pier. Stainless steel straps were generally observed to be in fair condition.

3.2.2.3. Vacuum Sanitary Sewage

The vacuum sanitary sewer system on the docks was replaced circa 2015 and appears to be in good condition except for several components that were impacted by the hurricane. The system is currently offline and could not be checked for operability. Eight (8) sewer connections were destroyed along Piers 2 – 6 and need replacement (see Table 3-7 Sewer hydrant damage locations). There is also a break in the sewer main that needs to be fixed at the access area of Pier 7. Approximately 30% of the stainless-steel straps are missing. Vacuum sewer service was not available prior to the hurricane along Piers 8 and 9.

Table 3-7 Sewer hydrant damage locations Sewer Hydrant Damage Locations Pier Location 2 2L 3 3S and 3T 4 4W and 4V 5 5U and 5V 6 6A

The vacuum sewer pump system is in a dedicated building, and it is an original system. The system pumps and some equipment have been upgraded over the years. The system and its components are below grade and were flooded during the hurricane. The system is not salvageable and should be replaced. The building was not evaluated, however based on initial observations the building does not likely meet current codes relative to ventilation, fire protection, and access requirements.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

3.2.2.4. Electrical

Substation for Pier 1, Pier 1 Bulkhead, and Pier 2 electrical service is in a fenced in area behind City Hall (southeast corner). This substation consists of a single utility Florida Power and Light (FP&L) electrical transformer and utility meter providing service to the marina. Adjacent to the transformer are four (4) service entrance rated disconnects which in turn continue power out to Pier 1, Pier 1 Bulkhead, and Pier 2 (2 disconnects). Located on the piers are numerous 25kva transformers stepping the power down from 480V to 240/120V at the power pedestals. A single telephone cabinet is at this location as well. Power and communication conduits are routed underground from this location to vaults at the head of each dock and then continue thru the bulkhead to the respective component on the piers. The telephone cabinet was found in poor condition inside with little to no identification. The service disconnects appear to be fabricated out of a polycarbonate resin material that is deteriorating from UV rays. The Pier 1 service disconnect was found in critical condition. It is broken and locked out of service, terminating power to the entire Pier 1. The remaining disconnects were found in fair condition.

Pier 1 includes 28 power pedestals, 18 light bollards, one (1) Wi-Fi/camera pole, and 23 transformer (25kva) units with light bollard included. The pier and its electrical components received extensive storm damage and salt water submersion. The entire pier has no power due to the critical failure of the service disconnect that is currently locked out of service. Specific concerns to the electrical components include conduit damage under the walkways and damaged, broken, and missing pedestals, light bollards, and transformer units resulting in exposed wires. This entire pier is currently closed off and not in use.

Pier 1 Bulkhead includes two (2) power pedestals, one (1) stand-alone water hose bib pedestal, two (2) transformer (25kva) units with light bollard included on the walkway behind the bulkhead handrail. The components received minor storm damage but did endure salt water submersion. Specific concerns to the electrical components include damaged pedestals and transformer units. The overall condition of these components ranges from fair to serious condition. The stand-alone water hose bib pedestal has a continuous water leak onto the walkway. Decorative light poles ran along the walkway and appear in fair condition.

Pier 2 includes 29 power pedestals, 15 light bollards, one (1) Wi-Fi/camera pole, and 29 transformer (25kva) units with light bollard included. The pier and its electrical components received extensive storm damage and salt water submersion. Portions of the pier have no power due to the critical failure of numerous transformer units that are currently locked out of service. Specific concerns to the electrical components include conduit damage under the walkways and damaged, broken, and missing pedestals, light bollards, and transformer units resulting in exposed wires. The overall condition of these components ranges from fair to serious condition. A portion of the pier is currently closed off and not in use.

Pier 3, Pier 4, and Pier 8 (slips 1-10) electrical service is in a fenced in area behind City Hall (south corner). This substation consists of a single utility (FP&L) electrical transformer and utility meter providing service to the marina. Adjacent to the transformer are five (5) service entrance rated disconnects which in turn continue power out to Pier 3 (3 disconnects), Pier 4 and Pier 8, slips 1-10 (2 disconnects). Located on the piers are numerous 25kva transformers stepping the power down from 480V to 240/120V at the power pedestals. Two (2) telephone cabinets are at this location as well. Power and communication conduits are routed underground from this location to vaults at the head of each dock and then continue thru the bulkhead to the respective component on the piers. The telephone cabinets were found in poor condition with little to no identification inside them. The service disconnects appear to be fabricated out of a

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

polycarbonate resin material that is deteriorating from UV rays. The Pier 3 service disconnect was found in critical condition with exposed live parts, this was brought to the Marina staff attention fabricating a seal for the opening. The remaining disconnects were found in fair to poor condition with previous repairs to cracking polycarbonate resin material.

Pier 3 includes 42 power pedestals, 13 light bollards, two (2) Wi-Fi/camera poles, and 46 transformer (25kva) units with light bollard included. The pier and its electrical components received extensive storm damage and salt water submersion. Portions of the pier have no power due to the critical failure of numerous transformer units that are currently locked out of service. Specific concerns to the electrical components include some conduit damage under the walkways and damaged, broken, and missing pedestals, light bollards, and transformer units resulting in exposed wires. The overall condition of these electrical components was fair to critical. The worst electrical damage is to the outer end of the pier and the T-dock area, this area is also currently closed off and not in use.

Pier 4 includes 43 power pedestals, 24 light bollards, two (2) Wi-Fi/camera poles, and 25 transformer (25kva) units with light bollard included. Portions of the pier have no power due to the critical failure of numerous transformer units that are currently locked out of service. The pier and its electrical components received extensive storm damage and salt water submersion. Specific concerns to the electrical components include some conduit damage under the walkways and damaged, broken, and missing pedestals, light bollards, and transformer units resulting in exposed wires. The overall condition of these electrical components was fair to critical. This pier in general received some of the worst electrical damage. The T-dock area of the pier is currently closed off and not in use.

Pier 5 includes 45 power pedestals, 29 light bollards, two (2) Wi-Fi/camera poles, and 44 transformer (25kva) units with light bollard included. The pier and its electrical components received extensive storm damage and salt water submersion. Portions of the pier have no power due to the critical failure of numerous transformer units that are currently locked out of service. Specific concerns to the electrical components include some conduit damage under the walkways and damaged, broken, and missing pedestals, light bollards, and transformer units resulting in exposed wires. The overall condition of these electrical components was fair to critical. The T-dock and the latter end of the pier in general received some of the worst electrical damage. The Wi-Fi pole near the T-dock only has a foundation remaining. The T-dock area of the pier is currently closed off and not in use.

Pier 6, Pier 7, Pier 8 (slips 22-47), and Pier 9 electrical service is in a fenced in area southwest of the Dockmaster Building. This substation consists of a single utility (FP&L) electrical transformer and utility meter providing service to the marina. Adjacent to the transformer are seven (7) service entrance rated disconnects which in turn continue power out to Pier 6 and Pier 8, slips22-35 (3 disconnects), Pier 7 and Pier 8, slips 36-47 (3 disconnects) and Pier 9 (1 disconnect). Located on the piers are numerous 25kva transformers stepping the power down from 480V to 240/120V at the power pedestals. Two (2) telephone cabinets are at this location as well. Power and communication conduits are routed underground from this location to vaults at the head of each dock and then continue thru the bulkhead to the respective component on the piers. The telephone cabinets were found in poor to critical condition with one cabinet missing a door and little to no identification inside the cabinets. The service disconnects appear to be fabricated out of a polycarbonate resin material that is deteriorating from UV rays. The Pier 6 service disconnect was found in critical condition with exposed live parts, this was brought to the Marina staff attention fabricating a seal for the opening. The remaining disconnects were found in fair to poor condition.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Pier 6 includes 40 power pedestals, 25 light bollards, two (2) Wi-Fi/camera poles, and 36 transformer (25kva) units with light bollard included. The pier and its electrical components received some storm damage and salt water submersion. A very small portion of the pier has no power due to the critical failure of transformer units that are currently locked out of service. Specific concerns to the electrical components include some conduit damage under the walkways and damaged, broken, and missing pedestals, light bollards, and transformer units resulting in exposed wires. The overall condition of these electrical components was fair to poor with few isolated critical components. The dock in general received some of the least electrical physical damage. The entire pier is open for use.

Table 3-8 Piers 1 – 9 Condition Assessment Condition Rating Pedestals Fire Cabinets Light Bollards Transformer Units Good - - - - Satisfactory - - - 2 Fair 75 14 62 91 Poor 110 44 30 70 Serious 43 17 8 31 Critical 76 16 49 74 Total 304 91 149 268

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

4. Bulkhead Piers – 8 and 9

4.1. Facility Description

The bulkhead piers are comprised of Piers 8 and 9. Pier 8 commences from the western end of Pier 4 and travels south to Pier 7. Pier 9 is oriented in an east to west direction commencing at Pier 7 and terminating at the boat ramp. Pier 8 includes 37 slips primarily separated by finger piers. Piers 5, 6, and 7 all extend from Pier 8. Pier 9 includes 36 slips separated by timber mooring piles and one timber finger pier. Representative photographs are provided in Appendix A.

4.2. Observations and Recommendations

4.2.1. Structural

Pier 8 was observed to be in overall satisfactory condition. The concrete cap showed minor transverse cracking. Twenty-five percent (25%) of the timber finger piers and 11% of the timber mooring piles require replacement. No deck grating or swim ladders were missing or damaged, however, one (1) mooring cleat was broken.

Pier 9 was observed to be in overall satisfactory condition. The concrete cap showed minor transverse cracking. No timber finger piers require replacement, however, 24% of the timber mooring piles require replacement. No deck grating, swim ladders, or mooring cleats were missing or damaged.

4.2.2. Utilities

4.2.2.1. Fire Water The fire water system is of the same configuration and age as the system described in Section 3.2.2.1. The fire water distribution lines are within utility chases and are therefore subject to storm surge and exposure to the environment. Fire main service lines and risers were generally observed to be in fair to poor condition. Refer to Table 3-7.

4.2.2.2. Potable Water The potable water system is further described for the piers under Section 3.2.2.2. The water system appears to be original and is generally in fair to poor condition.

4.2.2.3. Electrical

Pier 8 Bulkhead (slips 1-10) includes six (6) power pedestals, five (5) light bollards, and two (2) transformer (25kva) units with light bollard included on the walkway along the bulkhead. The components received minor storm damage but did endure salt water submersion. The overall condition of these electrical components was fair to poor.

Pier 5 and Pier 8 (slips 11-21) electrical service is in a fenced in area adjacent to the vacuum sewage building. This substation consists of a single utility (FP&L) electrical transformer and utility meter providing service to the marina. Adjacent to the transformer are three (3) service entrance rated disconnects which in turn continue power out to Pier 5 and Pier 8, slips 11-21. Located on the piers and Pier 8 bulkhead are

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

numerous 25kva transformers stepping the power down from 480V to 240/120V at the power pedestals. Power and communications conduits are routed underground from this location to vaults at the head of each dock and then continue thru the bulkhead to the respective component on the piers. A telephone cabinet is at this location as well. The telephone cabinet was found in poor condition with little to no identification inside. The service disconnects appear to be fabricated out of a polycarbonate resin material that is deteriorating from UV rays. The pier service disconnect was found in fair condition. Adjacent to the service disconnects was an additional disconnect and circuit breaker for service to the vacuum sewage building. The condition of these components was poor. An abandon transformer and disconnect from the previous marina building service that has since been removed is also present in this area also found in poor condition.

Pier 8 Bulkhead (slips 11-21) includes five (5) power pedestals, two (2) light bollards, and two (2) transformer (25kva) units with light bollard included on the walkway along the bulkhead. The components received minor storm damage but did endure salt water submersion. The overall condition of these electrical components was fair to poor. The exception was a critical failure of the pedestal at slip 15 most likely caused by boat damage during the storm.

Pier 8 Bulkhead (slips 22-47) includes 13 power pedestals, seven (7) light bollards, and five (5) transformer (25kva) units with light bollard included on the walkway along the bulkhead. These components received some storm damage and salt water submersion. A very small portion of the pier has no power due to the critical failure of transformer units that are currently locked out of service. The overall condition of these electrical components was fair to poor with few isolated critical components. The dock in general received some of the least electrical physical damage. The entire pier is open for use. There is a fire alarm controls panel located adjacent to slip 29. It was communicated that this alarm system does not work correctly with the Dockmaster Building fire alarm system.

Pier 7 includes 33 power pedestals, 11 light bollards, one (1) Wi-Fi/camera pole, and 47 transformer (25kva) units with light bollard included. The pier and its electrical components received some storm damage but did endure salt water submersion. A limited portion of the pier has no power due to the critical failure of transformer units that are currently locked out of service. Specific concerns to the electrical components include some conduit damage under the walkways and damaged, broken, and missing pedestals, light bollards, and transformer units resulting in exposed wires. The overall condition of these electrical components was fair to poor with few isolated critical components. The T-dock electrical components in general received some of the worst electrical damage. The entire pier is open for use.

Pier 9 includes 18 power pedestals, seven (7) light bollards, and seven (7) transformer (25kva) units with light bollard included on the walkway along the bulkhead. These components received some of the least storm damage but did endure salt water submersion. A very small portion of the pier has no power due to the critical failure of transformer units that are currently locked out of service. The overall condition of these electrical components was fair to poor with no critical electrical components. The components do receive a lot of wear and tear and this is the commercial operators’ portion of the pier. The entire pier is open for use.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

5. Conclusions and Recommendations

5.1. Condition Assessment of Marina Facility

Significant areas of the piers were severely damaged by Hurricane Irma and sections of piers remain closed-off. Portions of the marina are occupied by boaters, and the availability of utilities is limited. Many of the fixed docks require replacement and/or concrete structural repairs, and the docks are approaching 40 years old. Industry guidance for the service life of marine structures is 25 years with maintenance, and Miami has very high corrosion rates due to the salinity of the water along with tropical temperatures. Observations of cracks and spalls, in addition to the damaged pier sections, indicates the dock structures are reaching the end of their service life. Consideration of replacement of the marina docks with a modern, engineered floating dock system should be considered by the City and discussed in more detail under Section 5.5.

The piers can be repaired and replaced to restore the facility to the greatest extent possible to pre-storm conditions. Based on recent meetings with the City, the City will evaluate options for funding the repair/replacement from a few sources, including but not limited to, the Federal Emergency Management Agency (FEMA), insurance, and other available grants. FEMA, along with insurance companies, will likely only reimburse the City for components that were damaged and/or flooded during the storm. The assessment was conducted to identify structural and utility components that were damaged/flooded during the storm, and the opinion of probable construction costs (OPCC’s) were separated between damaged/flooded and deteriorated components. The following sections outline the specific trades and summarize the recommended repairs and/or replacement to the various marina components.

5.1.1 Structural

The concrete fixed docks require repair and/or replacement to address damage and deterioration. Approximately nine (9) concrete piles will require jacketing above/below water to address deterioration. Several pile caps will require demolition and reconstruction with cast-in-place caps. Once these caps are demolished, the precast slabs will also need to be replaced. Many concrete caps also require marine structural repairs. These repairs generally consist of the removal of the unsound concrete to expose the corroded reinforcing steel. The reinforcing will need to be treated and then forming is required to restore the cap to the original dimensions with either cementitious or epoxy grout. Concrete repair procedures are outlined in Appendix D – Standard Concrete Repair Procedure. Precast slabs will need to be replaced as indicated. These slabs will need to be removed and replaced with two separate prestressed, precast slabs to account for the 40-ft. span. A utility chase will be configured with Unistrut systems in a similar configuration to the system in place for the area of Pier 3 replaced in 2006. Due to the number of slabs that need to be replaced, the design of precast, prestressed slabs can be completed in an economical manner as opposed to complete replacement in kind with the 12-ft. wide slabs with the utility chase. Driving additional piles to reduce the spans to approximately 20 feet which would facilitate conventional precast slabs but will not be economical for the considerable number of slabs that require replacement. In addition to the precast slabs, the damaged or missing fiberglass grating needs to be replaced. The grating will need to be replaced “in-kind” with pultruded fiberglass grating that can accommodate the utility chase dimensions and span. Minor to moderate concrete spalls and cracks were observed in the slabs and in the secondary pours (above the pile caps). This deterioration will need to be repaired, and repair procedures for spalls and cracks are included in Appendix D. Procedures for the epoxy injection as well as resin repair methods are outlined.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

The timber finger docks require replacement in-kind as indicated with either the 6-pile or 8-pile configuration. Piles will be southern yellow pine piling treated with CCA. The piles will need to be wrapped to comply with environmental permit requirements. The narrow finger docks will require timber cross bracing along with pile caps, stringers and 2x6 decking. The salvageable finger piers can be reconstructed with the required timber components to restore function.

Timber mooring piles will be replaced with timber CCA piling, likely with 18-in. diameter piling, to replace the Greenheart piling. There are limited sources of Greenheart piling from approved forests in South America, and the lead time can be more than 6 months. In addition, the CCA piles appear to be more resistant to the marine boring organisms in the marina as compared to the Greenheart piling. Similarly, timber fender piling require replacement as needed and will be replaced with CCA piling. All CCA piling will require wrapping.

Dock accessories including dock boxes, cleats and swim ladders will require replacement to restore the pre-storm conditions along the docks.

5.1.2 Marina Electrical

The electrical system was submerged for a period during Hurricane Irma, and the electrical system was also submerged during Hurricane Wilma in 2005. Most of the electrical equipment is 1993-1994 vintage, replaced after Hurricane Andrew that impacted the marina in 1992 according to the local marina pedestal vendor. The marina electrical system will require replacement as the existing components are generally not salvageable. New shore power pedestals, sized for the wet slip size, are to be installed along with appropriate wiring distribution along the docks. Transformers will need to be specified to account for the step-down required from the 480V distribution down the docks and the length of the docks. Electrical code upgrades will also be required to address ground fault detection that is now required in marinas. Pedestals and distribution can be installed in the original locations to avoid the requirement for additional coring through the concrete slabs. Replacement concrete slabs will be coordinated for marina utilities with appropriate sleeves cast into the decks to avoid coring/drilling after placement.

The upland electrical service will also require replacement and associated code upgrades to comply with the National Electrical Code (NEC) that is referenced in the current Florida Building Code (FBC). NEC requires switch gear and services to be above the floodplain. The upland area is currently in a FEMA VE flood zone with a base flood elevation of 15 feet NGVD (refer to map in Section 5.5). The finished floor elevation of the new dockmaster building complies with this flood elevation requirements, and the structure is on columns (stilts). Installing the electrical service to the marina on towers that are 10-ft. above grade or higher is not feasible, and therefore floodproof NEMA enclosures will be required. The required loads for each pier should be reviewed relative to the existing FP&L transformers.

The lighting requirements for the piers need to be evaluated, as the shore power pedestals will have limited lights for general dock lighting. The City may have a minimum foot-candle requirement that will need to be confirmed. Additional lighting, mounted on new poles, will likely be required along the docks. Lighting on the upland areas was not evaluated as part of this scope of work.

The shore power pedestals formerly had CATV and telephone services, and the communication system will need to be replaced with modern systems that would include phone, CATV and internet. Similar to

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

the marina electrical system, all service panels, etc. will need to be accommodated in appropriate NEMA enclosures.

The security system was also damaged during the storm, and a system with closed-circuit security cameras along with dock access controls will need to be furnished and installed.

5.1.3 Potable Water System

Portions of the existing potable water system are still functional however, breakages and leaks were observed throughout the marina. Debris was observed trapped in the utility chase areas, and many of the hose connections to the shore power pedestals were damaged and not functioning. Repairing the 30-40- year-old PVC piping and flexible hose systems is not economical. Replacement of the potable water system is required and will need to be brought up to the current Florida Building Code. Backflow preventers on the landside can likely be reused, and the shore power pedestals will need to be equipped with RPZ devices. Replacement of the plumbing system will be with Schedule 80 PVC along with flexible hose connections to the shore pedestals.

5.1.4 Fire Protection

The fire protection system will require replacement. Extensive damage and corrosion were observed throughout the distribution system on the docks, with many fire cabinets and piping damaged from the storm. A meeting was conducted with the City Fire Department to review the requirements for the marina. The requirements for fire protection systems are generally outlined in the NFPA 303 document, Fire Protection Standards for Marinas and Boatyards. However, the City Fire Department has the following Project-specific requirements: • Piping on docks shall be 6-inch minimum diameter. Piping shall be galvanized steel pipe with appropriate appurtenances for fire flow and associated pressures. Hydraulics at the remote two standpipes will need to be confirmed. • Standpipe – Class III standpipe system will be designed, similar to the existing system • Hose Cabinets - Fire Dept. does not require 1.5-inch hose in fire cabinets; only provide standpipe with standard 2.5-in. connection for the Fire Dept. • Cabinets - Reviewed cabinet with fire extinguisher technical data; Fire Dept. may want a light on top to help locate standpipes at night • Cabinet Spacing - Fire Dept. will require 75-ft. spacing of standpipes • Alarm Poles – required with strobe and horns. Spaced at every other cabinet (approximately 150 feet along the docks). Alarm will signal the panel which pier has the alarm to facilitate response by the Fire Dept. • FDC Pressure - Fire Dept. will pressurize FDC to 150psi for flow at two cabinets of 250 gpm each; total 500 gpm. • Alarm Panel – discussed having alarm panel on second floor of existing dockmaster building (above floodplain). Panel will connect to phone system for notification of Fire Dept., but the panel will be separate of the building’s fire alarm system. • Dock Alarm Panel - each dock to have read-only alarm panel, tied with marina master fire alarm panel in building. • Security Gates - Upon activation of fire alarm; magnetic lock on security gates to disengage. • Dock security gates to have fire dept. lock boxes. • FDC – require appropriate signage, including rated pressure. Some FDC’s may have to be replaced.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

• Fire Lane – striping for 40-ft. long by 15-ft. wide fire lane at each dock is acceptable

The marina should continue the fire watch, and marina management to move forward with pressure testing of fire system on docks to confirm function and limits of operation (as applicable). The leaking and corroded FDC’s on the upland need to be replaced, and the backflow preventers were installed within the last 5 years and can likely be reused with the upgraded fire mains on the docks.

5.1.5 Sewage Pump Out

The damaged sections of the sewage pump out require replacement, and the majority of the piping can be reused since it was installed in 2016 timeframe to maintain “in-slip” pump-out for the marina. The existing pump house was flooded during the storm, and the existing remnants of the vacuum pump system can be removed from the building. Marina management has discussed repurposing the building for storage or other uses, and this reuse is beyond the scope of this assessment. New vacuum sewage pumps are required, and three stations are proposed with peristaltic pumps on the landside to service three piers with each station. The pumps will provide flows of 40-50 gpm with the vacuum pressures sized for the length and sizes of the existing piping system on the docks. The pump stations will be inter- connected to provide redundancy, and each station will pump the collected sewage to the existing sanitary sewer manhole on site. This reconfiguration will require new underground piping on the landside with connections at the bulkheads.

5.2. Marina Restoration Recommendations and Costs

Approximate quantities and repair/restoration methodologies were compiled for the major line items for this type of marine construction. Since 2017, commodity prices have been rising and have been volatile just in the past few months with tariffs for steel and other materials. The construction industry in South Florida has seen high activity, and there are areas of the state still recovering from the effects of Hurricane Irma. Due to these issues affecting costs, M&N met with several contractors and vendors to obtain as updated information on unit costs as possible. M&N has also recently designed and managed construction for marine construction projects in the southeast and relied on unit costs from those projects. In addition, there was no as-built information available for the structural components, and limited information available for the utilities. The cost estimates will need to be refined during the design development phases for the Project.

Based on recent meetings with the City and FEMA, the cost estimates are separated between “non- hurricane related” and “hurricane-related” categories. FEMA will only reimburse the City for elements damaged in the storm. FEMA will reimburse for upgrades required for components to meet current FBC requirements.

The below figure includes a preliminary schedule for the design, permitting, procurement and construction for the rehabilitation project. Environmental permitting is generally straight forward for “replacement-in-kind” projects, however due to the workload and limited staffing the process can require over 6 months of processing through local, state and federal agencies with jurisdiction. Field assessments and surveys completed as part of this scope of this Project can be utilized to immediately commence the engineering design work. The permitting process can be optimized for the schedule to complete the engineering and bid documents.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

DINNER KEY MARINA, MIAMI - FLORIDA MARINE WORKS DESIGN/PROCUREMENT/PERMITTING SCHEDULE - HURRICANE IRMA RESTORATION

WEEKS Task Comments 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50

I. DESIGN CRITERIA PACKAGE 1 2 3 4 5 6 a. Seagrass Survey b. Preliminary Design c. DCP Compilation

II. PROCUREMENT 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 a. Advertisement b. Review Bids c. City Commission Approval c. Award Contract

III. ENVIRONMENTAL PERMITTING 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 a. Applications b. Processing

IV. CONTRACTOR ENGINEERING DESIGN 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 a. Plans and Specifcations b. City Review

C. Building Permit

5.3. Inspection Cycle Times

Depending on the schedule for the rehabilitation, portions of the Project will remain in service. Until the structural components are rehabilitated/replaced, the concrete structural elements should be re- inspected at the following intervals based on the assigned ratings: • Satisfactory – reinspection; not to exceed 5 years • Fair/Poor – reinspection; not to exceed 4 years • Serious – reinspection; not to exceed 2 years • Critical – structures taken out of service or reinspection not to exceed 1 year

5.4. Mitigation Options

Meetings were held with the City and with FEMA, and some rehabilitation options may qualify for funding from FEMA due to Hurricane Irma for mitigation. The marina is in a high velocity zone with some exposure to Biscayne Bay. The shoreside facilities are in a VE 15 zone based on the latest FEMA flood map as indicated in Figure 5-1 – FEMA Flood Zone. The marina behind the spoil islands is in a VE 16 zone. The marina has been damaged in multiple hurricanes since Hurricane Andrew impacted the marina in 1992, and Hurricane Irma exhibited Category 1 conditions in accordance with the Saffir-Simpson scale. The marina will continue to be impacted by hurricanes in southeast Florida, and resiliency is a concern (although resiliency consulting was beyond the scope of this assessment). FEMA encourages “mitigation” options for specific projects where improvements and/or upgrades can be incorporated in projects to

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

minimize or prevent the level of damage experienced in natural disasters. A guidance document is published by FEMA, and this is available at this website: https://www.fema.gov/media-library-data/20130726-1904-25045- 0186/fema_mitigation_ideas_final508.pdf

Figure 5-1 – FEMA Flood Zone

In discussions with the City – the following recommendations should be considered for mitigation:

Removable Pedestals – marinas on fixed docks have been modernized with removable pedestals. Prior to the coastal storm event, these pedestals can be removed and stored at a location above the predicted storm surge. Due to the large size of the marina, this effort may not be practical given other hurricane preparation requirements. In addition, the pedestals require transformers to step down the voltage, and the transformers are not removable.

Finger Docks – the finger docks can be upgraded with concrete piles and pre-fabricated aluminium decks. This structural improvement will facilitate construction as it requires less labor, and this configuration is

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

more resistant to coastal storm loads than the current timber configuration. The concrete piles will also provide a longer service life and reduce long term maintenance costs.

Overall, approximately 6,300 SF of timber docks need to be replaced with an additional 5,300 SF of finger docks requiring replacement of timber framing and decking from the hurricane impacts. The remaining approximately 12,000 SF of finger docks require at a minimum, replacement of the timber framing and decking.

Spoil Islands Improvements – photos provided by marina management during Hurricane Irma indicate the outer “spoil islands” were overtopped by the storm surge. In addition, the majority of the hurricane damage was observed on the northern piers, Piers 1 and 2, that do not have any coastal protection from Biscayne Bay. A coastal engineering study could be performed that would provide alternatives for improving the marina basin coastal protection. Alternatives could include the construction of additional spoil islands or raising the grade of some of the existing islands with appropriate coastal armouring. The armouring could include “living shoreline” components. Below is a photo of the artificial islands constructed to protect the Fort Pierce City Marina in Florida that was destroyed by Hurricane Frances in 2004.

Figure 5-2 - Artificial Islands protecting Ft. Pierce City Marina (courtesy of FortPierceMagazine.com)

Replacement of Marina with Floating Docks - the existing dock structures are now 40 years old and will require ongoing maintenance and repairs if the dock components are repaired/restored as part of this Project. The repair approach to restore the marina to pre-storm conditions require extensive replacement of the utilities which is a significant part of the overall project cost. For mitigation of future coastal storm events, floating dock systems can withstand Category 3 hurricane conditions if appropriately designed and specified. Floating docks are also preferred by most marina customers. M&N coordinated with a floating dock vendor to provide an initial budget for replacement of the marina with floating concrete docks. Information from this vendor is incorporated into Appendix G, and the budget for complete replacement of the marina is between $28.5M – $31.4M.

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Figure 5-3 - Pier 66 Marina with Marinetek Pontoons, Ft. Lauderdale

Figure 5-4 - Bahia Mar Yachting Center with Bellingham Floating Docks, Ft. Lauderdale, FL

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Appendix A - Photos

Photo 1. Typical pre-stressed concrete deck slab in serious condition with extensive cracking along the underside of the slab beams (1-6).

Photo 2. Pre-stressed concrete slab exhibiting storm impact damage and exposed and corroding reinforcement requiring replacement (1-10).

Photo 3. Storm damage and corrosion of pre-stressing strands in concrete deck slab (1-14).

Photo 4. Typical cross-section loss for fender piles requiring replacement (1-2).

Photo 5. Pre-stressed concrete slab in serious condition with concrete spalls and exposed and corroding reinforcement (2-10).

Photo 6. Typical timber finger pier destroyed by storm impacts (3-13).

Photo 7. Deck slab cracking typical of poor condition rating (3-4).

Photo 8. Pre-stressed concrete slab cracking typical of fair condition rating (4-2).

Photo 9. Pile cap in serious condition exhibiting significant cracking and oxidation of underlying reinforcement (4-13).

Photo 10. Concrete damage and exposed reinforcement (5-13).

Photo 11. Concrete cap cracking typical of pile caps in poor condition (6-3).

Photo 12. Typical timber finger pier requiring repair (7-2).

Photo 13. Typical fire main riser exposed to elements in fair to poor condition.

Photo 14. Typical fire main riser exposed to elements in poor to critical condition.

Photo 15. Pier 7 Against bulkhead – Vacuum sewer line broken

Photo 16. Typical utility condition under pier grating (Pier 7 between slips 40 and 41)

Photo 17. Pier 5 between slips 24 and 25 – Vacuum sewer service line severely rusted. Note rust on threads of service line to fire main and reducer coupling bolt.

Photo 18. Pier 4 between slips 60 and 61 – Typical potable water line and service lines. Note chafing and wear to flexible potable water service lines and weathering of tee fitting.

Photo 19. Pier 4 slip 43 – Impact damage to sewer hydrant.

Photo 20. Pier 1 Against bulkhead at access area – Heavy rusting of fire main at bulkhead.

Photo 21. Pier 1 Access area – Heavily rusted fire main valve.

Photo 22. Pier 1 Fire Cabinet B – Typical fire cabinet condition. Note oxidation on riser pipe, fittings, and hose reel. Also note water line from storm surge during hurricane Irma.

Photo 23. Pier 1 between slips 11 and 12 – Note coating missing from fire main and service line and rusting of reducer coupling.

Photo 24. Vacuum sewer pump station – inundated with storm surge.

Photo 25. Vacuum sewer pump station – Note waterline of storm surge from Hurricane Irma.

Photo 26

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Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Appendix B - Marina Specific Purpose Survey

SECTION LINE SECTION Coconut Grove, Florida 33133

CITY OF MIAMI MONUMENT LINE

2937 SW 27th AVENUE

SECTION 21-52-41 SECTION

Moffatt & Nichol SECTION 22-52-41 SECTION Suite 101A N

NORTHWESTERLY LINE OF TRACT A PROPERTY LINE BASED UPON P.B. 34 PAGE 2

CENTER LINE OF RIGHT-OF-WAY HISTORIC NORTHEASTERLY RIGHT-OF-WAY LINE

NORTHWESTERLY LINE OF TRACT A

PROPERTY LINE BASED UPON P.B. 34 PAGE 2 CENTER LINE OF RIGHT-OF-WAY OF LINE CENTER CITY OF MIAMI MONUMENT LINE MONUMENT MIAMI OF CITY

PORTION OF TRACT A

P.B. 34 PAGE 2

HISTORIC SOUTHWESTERLY RIGHT-OF-WAY LINE EIF HT H ATCE "PCFC UPS SRE" S RE N CRET I CORRECT. AND TRUE IS SURVEY" BY FORTH PURPOSE SET PRACTICE OF STANDARDS THE MEETS "SPECIFIC SURVEY THIS THAT CERTIFY FURTHER ATTACHED THE THAT BELIEF OF THE FLORIDA STATUTES. 472.027 SECTION TO PURSUANT CODE, ADMINISTRATIVE FLORIDA THE OF 5J-17 CHAPTER SURVEYORS CERTIFICATION; I HEREBY CERTIFY THAT TO THE BEST OF MY KNOWLEDGE AND KNOWLEDGE MY OF BEST THE TO THAT CERTIFY HEREBY I CERTIFICATION; SURVEYORS H FOIA OR O POESOA SREOS N MPES ST OT IN FORTH SET MAPPERS, AND SURVEYORS PROFESSIONAL OF BOARD FLORIDA THE

CENTER LINE OF RIGHT-OF-WAY

S C

N SPECIFIC PURPOSE SURVEY E

TIIF DISCLAIMER 309468 A

DOCUMENT ID 30476 Y

FILE NUMBER 4917

U.S. HARBOR LINE BASED N 88°52'02" E UPON P.B. 34 PAGE 2 U.S. HARBOR LINE ESTABLISHED OCT. 1939

TIIF CORRECETIVE DEED

DOCUMENT ID 19448

FILE NUMBER 0000 HISTORIC RIGHT-OF-WAY LINE

HISTORIC RIGHT-OF-WAY LINE

311303 UPLAND BOUNDARY

TIIF DISCLAIMER 309468

DOCUMENT ID 30476

FILE NUMBER 4917 SURVEYOR'S NOTES: 11. RECORD SEARCHES BY THIS OFFICE HAVE BEEN LIMITED TO THE PUBLIC RECORDS OF, MIAMI-DADE COUNTY, MIAMI-DADE OF, RECORDS PUBLIC THE TO LIMITED BEEN HAVE OFFICE THIS BY SEARCHES RECORD 11. OWNERSHIP IS SUBJECT TO OPINION OF TITLE. 10. THIS IS A SPECIFIC PURPOSE SURVEY. 1. .TE UPS O TI SRE I I T UDT EITN ST TPGAH, IPA TE ONAY OF BOUNDARY THE DISPLAY TOPOGRAPHY, SITE EXISTING UPDATE TO IS IS SURVEY THIS OF PURPOSE THE 2. .TE AI O BAIG S H CT O MAI OUET IE F OT BYHR DIE HVN A HAVING DRIVE, BAYSHORE SOUTH OF LINE MONUMENT MIAMI OF CITY THE IS BEARING OF BASIS THE ALL DISTANCES SHOWN HERON ARE IN US SURVEY FEET. 7. THE VERTICAL DATUM FOR PROJECT IS NORTH AMERICAN OF 1988 (NAVD88). 6. 5. THIS IS NOT A BOUNDARY SURVEY. 3. .BOUNDARY LINES DISPLAYED HERON ARE FOR INFORMATIONAL PURPOSES ONLY. 9. THE FROM 2°24'42" SUBTRACTING BY MADE BE CAN BEARINGS GRID NAD83/2011 TO CONVERSIONS BEARING 8. 4. THE HORIZONTAL DATUM FOR THE PROJECT IS THE NORTH AMERICAN DATUM OF 1983/2011 ADJUSTMENT 1983/2011 OF DATUM AMERICAN NORTH THE IS PROJECT THE FOR DATUM HORIZONTAL THE 4. BEARINGS SHOWN HERON. PUBLISHED BEARING OF N38°42'00"E. ALL BEARINGS ARE RELATIVE THERE TO. GROUND ABOVE THE LOCATE AND LEASE LAND SUBMERGED UTILITIES ON THE PIERS AND ADJACENT UPLANDS OF DINNER KEY MARINA. ADJACENT THE AND MARINA KEY DINNER (NAD83/2011), FLORIDA EAST ZONE 0901. YEARS AND ARE NOT CONSIDERED EXHAUSTIVE AND/OR COMPREHENSIVE. 20 EXCEED NOT DO SEARCHES RECORD PROTECTION. ENVIRONMENTAL OF DEPARTMENT FLORIDA THE AND

U.S. HARBOR LINE ESTABLISHED OCT. 1939 B

CITY OF MIAMI

CITY HALL C

U.S. HARBOR LINE BASED UPON P.B. 34 PAGE 2 U.S. HARBOR LINE ESTABLISHED OCT. 1939

P I E R 1

P I E R 2

P I E R 3

P I E R 4

P I E R 5

P I E R 6

P I E R 7 B

I S

A Y

Y 13. AERIAL IMAGERY FROM MICROSOFT BING DATED 2018 12. THERE MAY BE ADDITIONAL RESTRICTIONS AND DEDICATIONS THAT ARE NOT SHOWN ON THIS SURVEY AND MAYBE FOUND IN THE PUBLIC RECORDS OF MIAMI-DADE COUNTY. B

I I S

A Y

B A

B I S C A Y N E B A Y SHEET KEY NORTH 87°54'15" EAST FOR 182.30 FEET; THENCE SOUTH 43°47'00" EAST FOR 399.97 FEET; THENCE SOUTH 45°29'25" SOUTH THENCE FEET; 399.97 FOR EAST 43°47'00" SOUTH THENCE FEET; 182.30 FOR EAST 87°54'15" NORTH THENCE FEET; 342.91 FOR EAST 44°22'00" SOUTH THENCE FEET; 267.44 FOR WEST 15°12'57" SOUTH THENCE FEET; OF POINT A TO FEET 30.73 OF DISTANCE ARC AN FOR 39°03'58" OF ANGLE CENTRAL A AND FEET 45.07 OF RADIUS THENCE CURVE; SAID OF POINT RADIUS THE FROM EAST 20°14'38" NORTH NEXT BEARING POINT THE SAID ON CURVE, DESCRIBED POINT A TO FEET 922.70 FOR FLORIDA, COUNTY, DADE MIAMI OF RECORDS PUBLIC THE OF 2, PAGE DESCRIBED PARCEL OF LAND: FOLLOWING THE OF BEGINNING OF POINT THE TO FEET 30.00 FOR EAST 90°00'00" NORTH THENCE POINT; A TO FEET LEGAL DESCRIPTION (UPLAND): 690.88 FEET; THENCE NORTH 44°20'34" WEST FOR 528.19 SOUTH 88°52'02" CURVE TO THE LEFT, CONCAVE TO THE NORTHEAST, HAVING A RADIUS OF 85.28 FEET AND A CENTRAL ANGLE OF ANGLE CENTRAL A AND FEET 85.28 CIRCULAR OF RADIUS A A HAVING ALONG NORTHEAST, THE SOUTHEASTERLY TO CONCAVE THENCE LEFT, CURVATURE; THE TO OF CURVE POINT A TO FEET 196.76 FOR FLORIDA COUNTY, RANGE SOUTH, 54 TOWNSHIP 22, SECTION OF 1/4 NORTHWEST THE OF CORNER SOUTHWEST THE AT COMMENCE 8.55 FEET; THENCE NORTH 12°55'00" WEST FOR 379.71 FEET; THENCE NORTH 00°00'00" EAST FOR 133.58 FEET TO FEET 133.58 FOR EAST 00°00'00" NORTH THENCE FEET; 379.71 FOR WEST 12°55'00" NORTH THENCE FEET; 8.55 SURVEY AND MAY BE FOUND IN THE PUBLIC RECORDS OF THIS COUNTY. A HAVING SOUTHWEST, THE TO CONCAVE RIGHT, THE TO CURVE CIRCULAR A ALONG SOUTHEASTERLY AND SOUTH ET O 357 FE; HNE OT 4°70" ET O 255 FE; HNE OT 4°35" ET FOR WEST 45°23'51" SOUTH THENCE FEET; 235.56 FOR WEST 43°47'00" NORTH THENCE FEET; 385.78 FOR WEST 44°37'39" FOR AN ARC DISTANCE OF 66.42 FEET TO POINT OF TANGENCY; THENCE SOUTH 75°19'03" EAST FOR 12.27 FOR EAST 75°19'03" SOUTH THENCE TANGENCY; OF POINT TO FEET 66.42 OF DISTANCE ARC AN FOR 44°37'39" 63.10 FOR LINE SECTION SAID ALONG EAST 00°00'00" NORTH THENCE FLORIDA; COUNTY, DADE MIAMI EAST, 41 AT RIGHT ANGLES TO THE NORTHWESTERLY LINE OF "TRACT A" DINNER KEY, AS RECORDED IN PLAT BOOK 34, AT 34, BOOK PLAT IN RECORDED AS KEY, DINNER A" "TRACT OF LINE NORTHWESTERLY THE TO ANGLES RIGHT AT THERE MAY BE ADDITIONAL RESTRICTIONS AND DEDICATIONS THAT ARE NOT SHOWN ON THIS THE POINT OF BEGINNING. CONTAINING 24.64 ACRES, MORE OR LESS. DADE MIAMI OF RECORDS PUBLIC. THE OF 2 PAGE AT 34, BOOK PLAT IN RECORDED AS THEREOF PLAT THE TO ACCORDING KEY, DINNER A" "TRACT SAID OF LINE EASTERLY THE ALONG EAST 30°41'24" SOUTH THENCE TANGENCY; MEASURED AS OF, SOUTHWESTERLY FEET 44.00 AND WITH PARALLEL LINE A ALONG EAST 38°42'00" NORTH THENCE DRAWN BY: REV DATE: DRAWING DATE: T.Mayer 8-16-18 SHEET 1 Phone: (305) 619-2800 Consulting Engineering, Surveying & Mapping, and Environmental Services SHEET 5 SHEET 4 APPROVED BY: USACE JOB NO: OHS JOB N0. Olin Hydrographic Solutions, inc. SHEET 3 41 27 D. Olin N/A 18-028 Fax: (305) 860-4411 27 SHEET 2 LOCATION PROJECT PAGE SCALE: 1 LB # 7999 As Shown OF 5 CA # 26050 SPECIFIC PURPOSE SURVEY SUBMERGED LAND

LEGAL DESCRIPTION (SUBMERGED LAND) :

ALL THAT SUBMERGED AND PARTIALLY SUBMERGED LAND IN SECTIONS 21, AND 22, 23, 26, 27, AND 35, TOWNSHIP 54 SOUTH, RANGE 41 EAST, DESCRIBED AS FOLLOWS:

BOUNDED ON THE NORTHWEST BY THE UNITED STATES PIER-HEAD AND BULKHEAD LIS AS ESTABLISED ALONG THE WESTERLY SIDE OF BISCAYNE BAY;

BOUNDED ON THE NORTHEAST BY THE SOUTHEASTERLY PRODUCTION OF THE NORTHEASTERLY RIGHT OF WAY LINE OF KIRK STREET;

BOUNDED ON THE SOUTHWEST BY THE SOUTHEASTERLY PRODUCTION OF THE SOUTHWESTERLY BOUNDARY OF THAT TRACT OF LAND MARKED "JOHN H. HOPKINS LOT, LAKE PLACID SCHOOL", ACCORDING TO THE PLAT OF THE JOHN a. HOPKINS LAKE PLACID SCHOOL PROPERTY, AS RECORDED IN PLAT BOOK 6 AT PAGE 152, OF THE PUBLIC RECORDS OF MIAMI-DADE COUNTY, FLORIDA

BOUNDED ON THE SOUTHEAST BY THAT LAND WHICH IS CONSISTENTLY MORE THAN 6 FEET BELOW THE MEAN-L0W WATER SURFACE OF BISCAYNE BAY.

NOTE: WORLD GEODETIC SYSTEM OF 1984 LATITUDE AND LONGITUDE COORDINATES SHOWN HERON ARE FROM CLIENT PROVIDED DOCUMENT TITLED "DINNER KEY MOORING FIELD.PDF". BEARINGS AND DISTANCES ARE RELATIVE TO THE COORDINATES SHOWN ON SAID DOCUMENT AND REFERENCED TO THE BASIS OF BEARING OF THIS S URVEY

NOTE: WORLD GEODETIC SYSTEM OF 1984 LATITUDE AND LONGITUDE COORDINATES SHOWN HERON ARE FROM

CLIENT PROVIDED DOCUMENT TITLED "DINNER KEY MOORING FIELD.PDF". BEARINGS AND DISTANCES ARE RELATIVE

TO THE COORDINATES SHOWN ON SAID DOCUMENT AND REFERENCED TO THE BASIS OF BEARING OF THIS SURVEY N

Olin Hydrographic Solutions, inc.

Consulting Engineering, Surveying & Mapping, and Environmental Services Phone: (305) 619-2800 Fax: (305) 860-4411 LB # 7999 CA # 26050

Moffatt & Nichol 2937 SW 27th AVENUE

Suite 101A DRAWING DATE: 8-16-18 OHS JOB N0. 18-028 SCALE: As Shown

Coconut Grove, Florida 33133 REV DATE: USACE JOB NO: N/A

DRAWN BY: T.Mayer APPROVED BY: D. Olin PAGE 2 OF 5 HISTORIC RIGHT-OF-WAY LINE Coconut Grove, Florida 33133 2937 SW 27th AVENUE

Moffatt & Nichol Suite 101A N B I I CITY OF MIAMI S CITY HALL C A Y N E E B A Y

U.S. HARBOR LINE BASED UPON P.B. 34 PAGE 2

U.S. HARBOR LINE ESTABLISHED OCT. 1939

SPECIFIC PURPOSE SURVEY UTILITY SURVEY P I E R 1 P I E R 2 P I E R 3 MATCH LINE SHEET 4 DRAWN BY: REV DATE: DRAWING DATE: T.Mayer 8-16-18 Phone: (305) 619-2800 Consulting Engineering, Surveying & Mapping, and Environmental Services APPROVED BY: USACE JOB NO: OHS JOB N0. Olin Hydrographic Solutions, inc. D. Olin N/A 18-028 Fax: (305) 860-4411 PAGE SCALE: 3 LB # 7999 As Shown OF 5 CA # 26050 TIIF DISCLAIMER 309468 DOCUMENT ID 30476 FILE NUMBER 4917 Coconut Grove, Florida 33133 2937 SW 27th AVENUE

Moffatt & Nichol Suite 101A N

U.S. HARBOR LINE ESTABLISHED OCT. 1939

SPECIFIC PURPOSE SURVEY UTILITY SURVEY MATCH LINE SHEET 5 MATCH LINE SHEET 3 P I E R 4 P I E R 5 P I E R 6 DRAWN BY: REV DATE: DRAWING DATE: T.Mayer 8-16-18 Phone: (305) 619-2800 Consulting Engineering, Surveying & Mapping, and Environmental Services APPROVED BY: USACE JOB NO: OHS JOB N0. Olin Hydrographic Solutions, inc. D. Olin N/A 18-028 Fax: (305) 860-4411 PAGE SCALE: 4 LB # 7999 As Shown OF 5 CA # 26050 SPECIFIC PURPOSE SURVEY UTILITY SURVEY

MATCH LINE SHEET 4

TIIF CORRECETIVE DEED 311303 DOCUMENT ID 19448 FILE NUMBER 0000 P I E R 7

B I S C A Y N E B A Y N

Olin Hydrographic Solutions, inc.

Consulting Engineering, Surveying & Mapping, and Environmental Services Phone: (305) 619-2800 Fax: (305) 860-4411 LB # 7999 CA # 26050

Moffatt & Nichol 2937 SW 27th AVENUE

Suite 101A DRAWING DATE: 8-16-18 OHS JOB N0. 18-028 SCALE: As Shown

Coconut Grove, Florida 33133 REV DATE: USACE JOB NO: N/A

DRAWN BY: T.Mayer APPROVED BY: D. Olin PAGE 5 OF 5 Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Appendix C – Piling Underwater Inspection Summary

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Appendix D – Standard Concrete Repair Procedure

ACI RAP Bulletin 6

American Concrete Institute® Advancing concrete knowledge

Vertical and FIELD GUIDE TO Overhead Spall CONCRETE REPAIR APPLICATION PROCEDURES Repair by Hand Application

Vertical and Overhead Spall Repair by Hand Application (ACI RAP-6) 1 2 Repair Application Procedures Bulletin ACI RAP Bulletin 6 (Reapproved 2010)

Field Guide to Concrete Repair Application Procedures

Vertical and Overhead Spall Repair by Hand Application Reported by ACI Committee E706

David W. Whitmore Chair

J. Christopher Ball* Fred R. Goodwin Kenneth M. Lozen Jay H. Paul Peter H. Emmons Bob Joyce John S. Lund George I. Taylor Timothy R. W. Gillespie Brian F. Keane Kelly M. Page Patrick M. Watson H. Peter Golter

*Primary author.

It is the responsibility of the user of this document to establish health and safety practices appropriate to the specific Structural Disclaimer circumstances involved with its use. ACI does not make any This document is intended as a voluntary field guide for representations with regard to health and safety issues and the use the Owner, design professional, and concrete repair con- of this document. The user must determine the applicability of tractor. It is not intended to relieve the user of this guide all regulatory limitations before applying the document and of responsibility for a proper condition assessment and must comply with all applicable laws and regulations, including but not limited to, United States Occupational structural evaluation of existing conditions, and for the Safety and Health Administration (OSHA) health and specification of concrete repair methods, materials, or safety standards. practices by an experienced engineer/designer.

ACI Repair Application Procedure 6. Copyright © 2005, American Concrete Institute. All rights reserved including rights of reproduction and use in any The Institute is not responsible for the statements or form or by any means, including the making of copies by any photo pro- opinions in its publications. Institute publications are cess, or by electronic or mechanical device, printed, written, or oral, or recording for sound or visual reproduction or for use in any knowledge not able nor intended to supplant individual training, retrieval system or device, unless permission in writing is obtained from responsibility or judgment of the user, or the supplier of the copyright proprietors. Printed in the United States of America. the information provided.

Vertical and Overhead Spall Repair by Hand Application (ACI RAP-6) 3 Introduction One of the most common application methods for repairing concrete is by hand troweling mortars. This method can be used to repair spalled or deteriorated concrete (Fig. 1) or to resurface vertical, overhead, and horizontal concrete surfaces. Applying repair materials by hand does not require significant equipment and is ideal for shallow surface repairs, especially in areas with limited or difficult access. While both portland cement-based and resin-based repair mortars have been used for trowel-applied vertical and overhead repairs, this field guide focuses on the application of portland cement-based repair materials. Before any concrete repair is initiated, the root cause of the damage should be determined with a thorough condition survey of the structure. Typical causes of concrete damage can include corrosion of embedded metals from exposure to chloride ions from deicing salts or sea spray in coastal areas; Fig. 1—Concrete delamination. disintegration from freezing-and-thawing cycles when the concrete is saturated with water; or deterioration from chem- ical attack. Understanding the cause of the deterioration, the owner’s repair objectives, and the in-service environment of the concrete structure will help in the proper selection of repair materials and application methods. The technique of hand troweling repair mortars requires the selection of a sag-resistant mortar and attention to detail during application to achieve an adequately consolidated repair that is well-bonded to the concrete substrate. The successful installation is a function of good surface preparation, application techniques, curing procedures, and properties of the repair material selected.

What is the purpose of this repair? Hand-applied repair mortars replace damaged concrete and are generally recommended for thin repairs that are Fig. 2—Bulk concrete removal. cosmetic in nature. Thin overlays of mortar can also be applied to renovate deteriorated vertical and overhead concrete surfaces. This technique, when properly executed, 1. Bulk concrete removal and edge conditioning— Loose, improves the appearance of the deteriorated structure and delaminated concrete should be removed until the substrate provides additional protection to the concrete surface. consists of sound concrete (Fig. 2). Where corrosion of the reinforcement exists, continue bulk removal along the reinforcing When do I use this method? steel and adjacent areas with evidence of corrosion-induced Structural repair projects generally require other repair damage that would inhibit bonding of repair materials. Bulk methods such as form and cast-in-place, grouted pre-placed concrete removal should include undercutting the corroded aggregate repair, or shotcrete. Experienced workers using reinforcing steel by approximately 3/4 in. (19 mm). The wood floats, sponges, or steel trowels can achieve a variety of shape of the prepared cavity should be kept as simple as finishes with trowel-applied mortars. Hand application has possible–generally square or rectangular in shape. The edges been used to repair vertical and overhead surfaces including of the patches should be sawcut perpendicular to the surface walls, columns, beams, soffits, and building facades. to a depth of 1/2 in. (13 mm) to avoid feather edging the Placement thickness can vary depending on the type of repair material (Fig. 3). materials selected and the size, depth, and orientation of the 2. Final surface cleaning— Use abrasive blasting (Fig. 4) to repair cavity. Placement thickness can range from 1/8 to 2-3/4 in. remove residual dust, debris, fractured concrete, and contam- (3 to 70 mm) on vertical surfaces, and 1/8 to 1 in. (3 to 25 mm) inants that prevent proper bonding. If abrasive blasting is not on overhead surfaces in a single layer. Deeper placements may feasible, pressure washing using a minimum 3000 psi (250 MPa) require repair material to be placed in additional layers. may be acceptable depending on the bond strength required. Blowing with oil-free compressed air or alternately, the use of How do I prepare the surface? a vacuum, may be appropriate if dust is still present after the The recommended steps in properly preparing the surface blasting. The final surface texture should be rough, with to receive a hand-applied mortar are as follows: approximately a 1/4 in. (6 mm) amplitude (Fig. 5) (Concrete

4 Repair Application Procedures Bulletin Fig. 3—Edge conditioning. Fig. 4—Final surface cleaning. Surface Profile [CSP] No. 6 to 9 per ICRI Technical Guideline No. 310.1R-2008); 3. Treatment of exposed reinforcement—Bond-inhibiting corrosion should be removed from the reinforcing steel by an abrasive blasting wire wheel or needle scaler. If the cross- sectional area of the reinforcing steel has been significantly reduced, a structural engineer should be consulted. If a reinforcing steel coating has been specified, apply the coating after the reinforcing steel has been cleaned (Fig. 6). 4. Substrate saturation—Most portland cement-based materials require the base concrete to be in a saturated, surface dry (SSD) condition prior to application to prevent a rapid loss of moisture from the repair material and into the substrate. An SSD condition is achieved when the body of the concrete is saturated and free surface water and puddles have been removed from the surface of the concrete. An SSD surface is not recommended if a polymer bonding agent is to Fig. 5—Properly prepared surface. be used. When using polymer bonding agents, follow the manufacturer’s recommended surface preparation requirements. The general recommendations previously given may be influenced by several factors, including: • Desired roughness profile of the prepared surface (This may How do I select the right material? Hand- or trowel-applied repair materials are generally be specified by the manufacturer of the repair product); proprietary, prepackaged, cementitious products. Portland • Method of surface preparation, including chipping cement-based materials designed for hand application may hammers, abrasive blasting, high-pressure water- also include polymers, silica fume, shrinkage-compensating blasting, or hydrodemolition; materials, and other additives for enhanced physical properties • Possible contamination of the surface by chemicals, and improved handling. oils, or grease; possible carbonation; and methods of Specifiers, applicators, and owners can consult ACI removing contaminants or carbonated concrete; 546.3R-06, “Guide for the Selection of Materials for the • Repair material manufacturer’s recommendations (Ask Repair of Concrete,” or ICRI Guideline No. 320.2R-2009, for technical data sheets and installation bulletins and “Selecting and Specifying Materials for Repair of Concrete read the printed instructions on the packaging.); and Surfaces,” for a useful checklist for prioritizing desired • Treatment of existing cracks and joints. material properties. Manufacturers’ technical data sheets For additional information, consult the recommendations should be consulted for material properties. of the International Concrete Repair Institute (ICRI) Guide- The physical property requirements such as drying lines No. 310.2-1997, “Selecting and Specifying Concrete shrinkage, permeability, freezing-and-thawing resistance, Surface Preparation for Sealers, Coatings, and Overlays,” or and mechanical properties vary from project to project No. 310.1R-2008, “Guide for Surface Preparation for Repair depending on the expected service conditions. The properties of Deteriorated Concrete Resulting from Reinforcing Steel critical to the long-term success of the repair should be deter- Corrosion.” mined during the evaluation phase and be specified.

Vertical and Overhead Spall Repair by Hand Application (ACI RAP-6) 5 Fig. 7—Typical equipment to mix materials.

Fig. 6—Treatment of exposed reinforcement. • A face shield or safety glasses are needed to provide Other factors that may influence the selection of repair eye protection; materials include desired application thickness, rate of • Eye wash facilities should be available on the job site. strength gain, ease of application, color, and in-place cost. • Dust masks are needed for workers operating or working For some hand-applied repairs, sealers or decorative or near the material mixer and forced-air respirators used protective coatings may be used to provide additional protec- for abrasive blasting; tion to the base concrete, to enhance aesthetics, or both. • Hearing protection must reduce sound levels reaching When this is the case, confirm the required curing and drying the inner ear to limits that are specified by the United time (or maximum moisture content) with the sealer or States Occupational Safety and Health Administration coating manufacturer before application commences. For (OSHA); and more information, consult ACI 515.1R, “Guide to Use of • Confirm that adequate ventilation is available in closed Waterproofing, Dampproofing, Protective, and Decorative spaces before operating equipment that emits dangerous Barrier Systems for Concrete.” exhaust fumes. It is the responsibility of the user of this document to What equipment do I need? establish health and safety practices appropriate to the Typical equipment needed for hand-applied repair mortars specific circumstances involved with its use. ACI does not includes: make any representations with regard to health and safety • A suitable mixer unit such as a drill/paddle/pail combi- issues and the use of this document. The user must determine nation for small repairs (Fig. 7), or paddle-type mortar the applicability of all regulatory limitations before applying mixers for larger applications; the document and must comply with all applicable laws and • Air compressor, sawcutting equipment, blades, abrasive regulations, including but not limited to, United States Occu- blast equipment; pational Safety and Health Administration (OSHA) health • Water-measuring device to ensure that proper amounts and safety standards. of mixing water are used; and • Finishing, handling, and testing tools required by the Preconstruction meeting specification or good concreting practices. Prior to proceeding with the repair, a preconstruction Be sure that necessary equipment and tools are on site and meeting is recommended. The meeting should include repre- in proper working order. Have backup equipment or alter- sentatives for the owner, engineer, contractor, materials manu- nate methods planned and available. facturer, and any other parties needed to explain the means, methods, and materials necessary to achieve the repair objec- What are the safety considerations? tives. See ICRI Guideline No. 320.2R-2009, “Guide to Concrete repair mortars are hazardous materials and Selecting and Specifying Materials for Repair of Concrete should be treated as such. Job-site safety practices should Surfaces.” include the following where applicable: • Applicable material safety data sheets (MSDS) should Repair procedure be on hand; 1. Apply the repair material. • Machinery and equipment used must have the correct • Mix the material following the manufacturers’ recom- safety guards and warnings in place; mendations; • Workers should wear protective gloves and other clothing • Scrub a thin bond coat of the repair mortar into the SSD needed to prevent skin contact with wet, highly alkaline substrate, thus filling pores to ensure intimate contact cementitious materials; and to help prevent sloughing or sagging of repair

6 Repair Application Procedures Bulletin Fig. 8—Hand application of repair material. Fig. 9—Spray application of curing compound.

materials on vertical and overhead surfaces. Alterna- • Before and after photos; tively, apply a bonding agent if required by the manu- • Confirmation of acceptable surface preparation. This facturer or the repair specification; may include observing the surface amplitude profile. • Apply the material with adequate pressure before the Alternatively, direct tension testing of the prepared bond coat dries (Fig. 8). Thoroughly consolidate the surface will provide quantitative data regarding the repair material into the corners of the patch and around level of surface preparation achieved; any exposed reinforcement in the repair zone. Full • Material testing performed by a qualified testing agency; encapsulation of the reinforcement is important for • Sounding the cured repair for delaminations; long-term durability; and • In-place direct tensile bond testing of the hardened, • If a second lift is required, thoroughly roughen the cured repair to the base concrete using methods similar surface of the first lift by scoring the soft mortar to to those described in ICRI Technical Guideline No. achieve an aggressive finish, similar in profile to the 210.3-2004, “Guide to Using In-Situ Tensile Pull-Off prepared concrete substrate. This process will promote Tests to Evaluate Bond of Concrete Surface Materials,” additional mechanical bond between lifts. If the second published by the International Concrete Repair Insti- lift will not be immediately applied, keep the first lift tute. Important observations include maximum stress, moist until application of the second lift. After the first expressed in psi or MPa, and failure mode (base lift has reached final set, moisten the surface of the first concrete, bond line, or cohesive failure of the mortar). lift, scrub in a thin layer of fresh mortar, and apply the second lift of material. Once the desired thickness has References been achieved, strike off level with the adjacent concrete. ACI Committee 201, 2008, “Guide for Conducting a Visual Inspection of Concrete in Service (ACI 201.1R-08), American Concrete Institute, 2. Finish and cure the repair. Farmington Hills, MI, 15 pp. • Finish the repair material to produce a final finished ACI Committee 308, 2001, “Guide to Curing Concrete (ACI 308R-01),” appearance as required by the project specifications. American Concrete Institute, Farmington Hills, MI, 31 pp. Because of the nonbleeding, “sticky” nature of many of ACI Committee 364, 2007, “Guide for Evaluation of Concrete Struc- tures before Rehabilitation (ACI 364.1R-07),” American Concrete Insti- these materials, the use of an evaporation control film tute, Farmington Hills, MI, 18 pp. may be helpful; and ACI Committee 515, 1985, “A Guide to the Use of Waterproofing, • As with all portland cement-based materials, proper Damproofing, Protective, and Decorative Barriers for Concrete (ACI 515.1R-79 (Revised 1985)),” American Concrete Institute, Farmington curing will provide enhanced physical properties. Good Hills, MI, 44 pp. curing procedures prevent rapid moisture loss at early ACI Committee 546, 2004, “Concrete Repair Guide (ACI 546R-04),” ages. Consult the product manufacturer for curing instruc- American Concrete Institute, Farmington Hills, MI, 53 pp. tions. Curing will generally be conducted in accordance ASTM C309-07, 2007, “Standard Specification for Liquid Membrane- with ACI 308R, “Guide to Curing Concrete.” The use of Forming Compounds for Curing Concrete,” ASTM International, West Conshohocken, PA, 3 pp. curing compounds (Fig. 9) that comply with the moisture Dorsch, D. F., 1995, “A Guide to Placement Methods for Repair Materials,” retention requirements of ASTM C309, or moist curing Concrete Repair Digest, Dec., pp. 320-325. are common curing methods. Emmons, P., 1993, Concrete Repair and Maintenance Illustrated, RS Means. International Concrete Repair Institute, 1997, “Selecting and Specifying How do I check the repair? Concrete Surface Preparation for Sealers, Coatings, and Polymer Over- Requirements may include: lays,” Technical Guideline No. 310.2-1997, 41 pp.

Vertical and Overhead Spall Repair by Hand Application (ACI RAP-6) 7 International Concrete Repair Institute, 2004, “Guide for Using In-Situ International Concrete Repair Institute, 2009, “Guide for Selecting Tensile Pull-Off Tests to Evaluate Bond of Concrete Surface Materials,” and Specifying Materials for Repair of Concrete Structures,” Technical Technical Guideline No. 210.3-2004, 16 pp. Guideline No. 320.2R-2009, 36 pp. International Concrete Repair Institute, 2008, “Guide for Surface Prepa- Smoak, W. G., 1997, Guide to Concrete Repair, U.S. Department of the ration for the Repair of Deteriorated Concrete Resulting from Reinforcing Interior, Bureau of Reclamation Technical Service Center, Apr. Steel Corrosion,” Technical Guideline No. 310.1R-2008, 12 pp.

8 Repair Application Procedures Bulletin Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Appendix E – ASCE Rating Guide

Hurricane Irma Assessment – Dinner Key Marina | City of Miami

Condition Assessment Ratings

The ASCE (American Society of Civil Engineers) has developed a standard engineering practice for the inspection and assessment of waterfront facilities. ASCE Manual and Reports on Engineering Practice No. 130- “Waterfront Faculties Inspection and Assessment” manual was utilized to perform the tasks outlined in the scope of work. Individual defect rating systems for various structural and marine components are outlined in this manual, and these systems provide a standard classification for all waterfront facilities. In the use of this system, each facility is given an overall condition rating based on the observed conditions. The ratings below are referred to as ‘Condition Assessment Rating,’ and they indicate the condition of the entire structure and its ability to perform its intended function. Not every element making up the structure has to meet the requirements of the overall rating. In addition, load restrictions may be recommended for areas where isolated deterioration has locally reduced the load carrying capacity of the structure.

• “6”- Good – No problems or only minor problems noted. Structural elements may show some very minor deterioration, but no overstressing observed. No repairs are required.

• “5”- Satisfactory – Minor to moderate defects and deterioration observed, but no overstressing observed. No repairs are required.

• “4”- Fair – All primary structural elements are sound, but minor to moderate defects and deterioration observed. Localized areas of moderate to advanced deterioration may be present but do not significantly reduce the load bearing capacity of the structure. Repairs are recommended, but the priority of the recommended repairs is low.

• “3”- Poor – Advanced deterioration or overstressing observed on widespread portions of the structure, but does not significantly reduce the load-bearing capacity of the structure. Repairs may need to be carried out with moderate urgency.

• “2”- Serious – Advanced deterioration, overstressing, or breakage may have significantly affected the load bearing capacity of primary structural components. Local failures are possible, and loading restrictions may be necessary. Repairs may need to be carried out on a high-priority basis with urgency.

• “1”- Critical – Very advanced deterioration, overstressing, or breakage has resulted in localized failure(s) of primary structural components. More widespread failures are possible or likely to occur, and load restrictions should be implemented as necessary. Repairs may need to be carried out on a very high-priority basis with strong urgency.

Element-level damage ratings are utilized to assess specific components of each structure based on the component’s material type or function. Damage ratings are specified as no deterioration, minor, moderate, major, and severe. The specifics and reasoning for each of ratings and material types are outlined in the “Waterfront Faculties Inspection and Assessment” manual. Excerpts from this manual outlining the overall condition assessment ratings as well as more element-level damage ratings pertinent to this inspection are detailed on the next page.

A Hurricane Irma Assessment – Dinner Key Marina | City of Miami

The following tables and graphics are taken from the ASCE Manuals and Reports on Engineering Practice No. 130, “Waterfront Facilities Inspection and Assessment.”