DOHA INTERNATIONAL AIRPORTKEPPEL FMO

Annual Structural Audit Report for

The Midfield & FTZ Tunnels

Head Office (Qatar)

KEO International Consultants
C Ring Road / Al Mattar Street Intersection
P.O. Box 18108
Doha
State of Qatar

(27th July 2015 Revision 01)

This Structural Audit Report for the Midfield and FTZ Tunnels has been prepared by KEO International
Consultants. Contents of this Audit Report remain the property of KEO International Consultants and
may not be copied, used or distributed without the expressed prior permission of KEO International
Consultants. Copyright. Revision 0 15th June 2015

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Annual Structural Audit Report for The Midfield & FTZ Tunnels

Contents
1.

EXECUTIVE SUMMARY.....................................................................................2

2.

INTRODUCTION..................................................................................................4

3.

MAIN REPORT....................................................................................................6
3.1 Visible Defects..............................................................................................6
3.2 Summary of Defects.....................................................................................7
3.3 Discussion of Defects...................................................................................9

4.

RECOMMENDATIONS......................................................................................12

APPENDIX A................................................................................................................15
PHOTOGRAPHS OF DEFECTS..................................................................................15
APPENDIX B................................................................................................................16
LOCATION OF PHOTOGRAPHS OF DEFECTS.........................................................16

Project No: 13-5335-CM00

Document No: 13-5335-KEO-ST-RPT-0003

Revision

Date

Description

Author

Checked

17/07/15

Third Audit Report

Mohamed Afify/
Emmanouil Fiorakis

C. Davey

27/07/15

Third Audit Report

Mohamed Afify/
Emmanouil Fiorakis

C. Davey

Reviewed: .

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1. EXECUTIVE SUMMARY
KEO have been engaged by Keppel FMO to inspect and provide a report for a third annual
audit of the Midfield and FTZ tunnels that includes,
a) A general description of the current state of the building structures including progress
of repair work.
b) Recommendations for short term and long term maintenance and repair requirements
c) Recommendations for further investigation if required
d) Photographs and a location diagram of each photograph taken.
It should be noted that the Contractors maintenance period has expired since 28th of
February 2015, after a duration of 365 days from the contractual completion date.
Based on our visual observations and the As Built drawings provided, the Midfield and
Free Trade Zone (FTZ) tunnels have been constructed to a reasonable standard in
accordance with the As Built structural drawings. However, there are still defects that
require further repair work now or maintenance in future years.
In section 3.1 Visible Defects, in the Report there is a list of eight (8) items that cover the
defects found in the structural audit. Based on the observations and results of the previous
second audit report of 15th January 2015 and combined with the present one, we can
divide these items into four groups depending on the requirements for repairs.
1. Items (i) and (iii) need further scheduled monitoring. These items relate to groundwater
leaking into the tunnels and affect the operation of the tunnels. These items were listed
on the DIA snag list.
2. Item (ii) need further scheduled monitoring. This item relate to groundwater leaking
into the tunnels through the construction joints and movement joints.
3. Item (v) requires repair before the next rain season and frequent monitoring and
maintenance in a permanent and scheduled basis. This item relates predominantly to
waterproofing the Midfield and FTZ tunnel electrical substations roof slabs and keeping
water out of cable trenches. The Midfield tunnel roof slab had been waterproofed since
the first audit inspection. No further waterproofing has been observed.
4. Items (iv), (vi), (vii) and (viii) require ordinary maintenance works in a permanent and
scheduled basis.
The steel framed doors for the electrical substations are rusting and need repairs.
The Genset enclosures are still rusty and need continuous repairs and maintenance due
to the onset of rust. .
The concrete barriers with observed cracks and bubbling paint should be repaired and
kept in good condition through continuous and scheduled maintenance activity.

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Refer to Section 4 Recommendations, in this report. The recommendations for Keppel
FMO are the following;
a) Major defects have been repaired by the Contractor. (The Contractors Maintenance
Period has expired since 28th of February 2015.)
b) Monitor the areas where stains of potential water ingresses have been inspected and
the ongoing maintenance work in the tunnel.
c) Have at least a copy of all the Warranties for work carried out on the project.
d) Use this report as a record of defects to hold any involved contractor accountable..

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2. INTRODUCTION
KEO International Consultants have been commissioned by Keppel FMO Pty Ltd to carry
out a third Structural audit of the Midfield and Free Trade Zone (FTZ) tunnels. The
previous Structural Audit Report for The Midfield & FTZ Tunnels was issued in March
2014, document number 13-5335-KEO-ST-RPT-0001, revision 1. In addition, a report
entitled Structural Audit Report for The Midfield Tunnel Screens was issued in June 2014,
document number 13-5335-KEO-ST-RPT-0002, revision 1. Likewise, an inspection and
audit report was conducted on January 17th, 2015, titled Second Audit Report. These
three previous reports should be referred to.
The Main Contractor for the tunnel projects is Sinohydro Gamuda - WCT JV, and the
Consultant for design and site supervision is Scott Wilson.
The latest audit inspection for the Midfield Tunnel, two substations, and east and west
bound pump room began on 15th June 2015. At the time of the inspection there was no
repair work in progress. Also, there had been no rain for many months and there was no
rainfall runoff on the road surface. Identification of groundwater leaking through the raft
slab was made easier.
The Midfield Tunnel screens were added to the side of the tunnel and the soffit of the roof
slab for aesthetical and noise canceling reasons, and have not changed since the previous
audit inspection. The steel members and fixings to the concrete tunnel appear to be in
good condition. However, the status of the recommendations included in the previous
report is not known at the time of writing this report. Also, the fire rating of the screen such
as intumescent paint, and the effect on the fire protection systems is not known and
outside the scope of this report. The tunnel is open to traffic and inspection has been
conducted with increased caution and difficulty. Carriageway inspection was possible only
during short traffic breaks.
The latest FTZ tunnel audit inspection began on 24rd June 2015. Included in the inspection
were two electrical substations and two pump rooms. The tunnel was not open to traffic at
the time of the inspection.
There had been no rain for many months before the
inspection.
The tunnel structures are cast in-situ. There is a base raft slab, retaining wall and roof slab
with Construction Joints through each element along the tunnel as shown on the As Built
drawings in Appendix B, that also show location of photographs taken during the latest
audit inspection. At the east and west portal of both tunnels there are movement joints
between the tunnel road and the approach ramps. There are two pump rooms for each
tunnel at road level that are cast in-situ structures. These pump rooms are for the road
drainage. The Midfield tunnel has two electrical substations that are supported by the
tunnel roof slab at the east and west portal. The substations are cast in-situ frames with
concrete columns and roof slab. The external walls are block in fill walls. The FTZ tunnel
has two electrical substations that are separate structures to the south of the tunnel.
These structures are cast in-situ with pad and strip footings, concrete columns and roof
slab. The external walls are block in fill walls.

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The purpose of these inspections and reports for the tunnel and substation structures is to
1.
2.
3.
4.
5.

Report on the progress of repair work and identify any new structural defects,
Photograph the defects for record,
Identify the cause of the defect
Make recommendations for repair and maintenance of minor defects
Confirm that the structural adequacy of the tunnels and substations.

The visual inspection by KEO documented the concrete and other defects in both tunnels
and related building structures, refer to Appendix A Photographs. For the location of the
photographs taken refer to Appendix B. The previous audit reports were used for
comparison with the latest state of repair during the visual inspection. This report only
covers items that were visible at the time of the inspection. It does not include items such
as waterproofing under the invert slab of the tunnels and behind the retaining walls and
other inaccessible items.
The purpose of this KEO report is to confirm maintenance requirements for the Facilities
Manager and is for the use of Keppel FMO only. KEO International Consultants does not
accept any liability for the design and construction supervision of the existing tunnel
structures outside the scope of this report. KEO will not be held liable for any use of this
report by third parties.

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3. MAIN REPORT

3.1

Visible Defects
The First inspection of the Midfield tunnel was carried out on 26 th October 2014 and
the FTZ tunnel on 23rd December 2014 along with the electrical substations and
pump rooms.
The second one was carried out on 17th January 2015, 10 days before the
completion date of the Contractors Maintenance period.
Since the previous inspections carried out in January 2014, and January 2015, there
have been several repairs carried out by The Contractor as part of the DIA snaglist.
Overall the condition of the tunnels, sump pump rooms and electrical substations
has improved, the remaining work is mainly monitoring and maintenance works.
Note that there was rain around the time of the initial audit inspections carried out in
January 2014. For the previous inspections carried out in October and December
2014 there had been no rain for many months and hence no water runoff on the
road. Likewise, during the current inspection there had been no rain for long and no
water runoff on the road was observed.
Refer to Appendix A for the photographs of defects observed during the visual
inspections carried out, and Appendix B for the location of these photographs. The
majority of defects mentioned in the second audit report can be summarised as
follows along with progress made to date;
Defects observations mentioned in the second and present third audit:
I.

Water leaks through the concrete base raft slabs, or invert slab of the tunnels. Stains of water ingress have been observed in several locations without water
presence. Further scheduled monitoring is recommended.
II. Water leaks through the construction joints and movement joints along the
tunnels and approach sections. Additional pipes installed to address leaking
water from movement joints. No signs of leakage thru movement joints have
been observed during inspection in Midfield and FTZ tunnels, except of the
movement joint at the entrance of West Bound of FTZ tunnel, where it is
observed slight water ingress due to temporary diversion of water spilled from fire
lines at east substation above.
III. Ingress of water through the base of the retaining walls onto the road surface.
There was no evidence, or leaking water, during the third inspection at the base
of the retaining walls. Further scheduled monitoring is recommended.
IV. Excessive shrinkage cracks greater than 0.3mm in width in the slab around the
electrical substations in the Midfield tunnel. New epoxy paint observed with
significant bubbling and damages along with several cracks following the
shrinkage cracks of the concrete slab. Deteriorating epoxy paint coating and
shrinkage cracks could lead to spalling of concrete. The electrical substations of

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FTZ tunnel are constructed beyond the tunnels footprint and no surrounding
concrete slab exists.
V. Poor drainage and deteriorating waterproof coating for electrical substation roofs
for both tunnels. Minor repairing works on the coating observed. Appropriate
repair of the coating is absolutely necessary.
Additional saddle type
waterproofing membrane is proposed around the upstand.
VI. Rusty door frames for substations, rusting Generator set covers and other
miscellaneous defects. Poor and incomplete workmanship.
Defects not mentioned in the second audit:
VII. Shrinkage cracks in external concrete barriers and sidewalk concrete slabs have
been observed. Repairing works have been observed, while the cracks are still
visible.
VIII. Bubbling and peeling paint of barriers is observed, externally in the top surface
and internally in the base of barrier adjacent to asphalt, due to previous ingress
of water.
Items (i), (ii) have been repaired
Item (V) is item that require repair before the next rain season and frequent
monitoring and maintenance works in a permanent and scheduled basis.
Item (VI) covers items such as rusting door frames and Genset enclosures. These
defects would need to be addressed in frequent basis maintenance to avoid deep
rust penetration with appropriate anti-rust materials and final coating the painting of
door frames around the electrical substations, especially the Generator set
enclosures, is of poor quality. The rust needs to be sandblasted to grade 2.5, primed
and then an appropriate paint system applied.
Items (IV), (VII) and (VIII) need repairing works in a frequent maintenance basis,
proposed as described below (clause 4c) in a six months grid, every October and
April.
3.2

Summary of Defects
A brief description of the outstanding defects for the tunnel area, electrical
substations and pump rooms can be summarised as follows;
Midfield Tunnel:

Bubbling paint of barriers.

Shrinkage cracks in concrete barrier.

In uncovered area of tunnel, deterioration in paint of the concrete barrier at the

joint with asphalt due to surface water or existence of sand in utilities tunnel.

Damaged by traffic accident side screen

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There was no moisture on the road surface adjacent to the traffic barrier to suggest
that there was groundwater leaking through the construction joint at the base of the
retaining walls, under the pedestrian access way and through the construction joint
at the base of the traffic barrier.
Midfield Tunnel Electrical Substations:

Bubbling and damaged epoxy paint.

Shrinkage cracks in wall at the interface of the concrete elements and blockwork.

Shrinkage cracks in roof slab of electrical substations.

Shrinkage cracks on the slab surrounding electrical room.

Bad finishing detail for water proofing.

Rusting surfaces, doors and louvers.

No water was observed at the time of the most recent inspection, however, cable
trenches should be inspected straight after the next significant rainfall.

Midfield Tunnel Pump Rooms:

Appearance of resin material on surface of wall where injection had been

applied.

Sign of moisture in ceiling of room due the existence of shrinkage cracks.

FTZ Tunnel:

Water leakage was observed in the movement joint at the entrance of West
Bound of FTZ tunnel due to temporary diversion of water spilled from fire lines at
east substation above, Shrinkage cracks in concrete barrier and sidewalk
concrete slabs.

Bubbling paint of barriers.

There was no moisture on the road surface adjacent to the traffic barrier to suggest
that there was groundwater leaking through the construction joint at the base of the
retaining walls, under the pedestrian access way and through the construction joint
at the base of the traffic barrier.

FTZ Tunnel Electrical Substations:

Shrinkage cracks in electrical substation roof.

Rusting surfaces, doors and louvers.

Still some peeling paint on external wall.

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Shrinkage cracks on Genset plinths.

Crumbling concrete around top of earthling pit lid.

Note that the bottom of the cable trenches inside the FTZ tunnel electrical
substations is below ground level. Water ingress could be from the roof slab or from
the side wall of the cable trench.
FTZ Tunnel Pump Rooms:

3.3

Shrinkage cracks in the walls. To be monitored.

Discussion of Defects
3.3.1

Water leaks through the invert slab of tunnels

At the time of the third structural audit inspections in June 2015, there was no
rainwater runoff and leaks from the movement joints at the entrances to the
tunnels had at least been contained. This made any water leaks through the
invert slab easier to identify. There are not any leaks through the base raft
slabs in both tunnels.
As stated in the first audit inspection report dated March 2014, in our
experience, crack injection stops water leaking through that individual crack
only. New water leaks then become apparent in adjacent areas. The crack
injection repair work should be an iterative process until finally the water
leaks stop altogether. Once there have been no more water leaks for more
than three months, then that whole area of concrete is water tight.
The recent inspections of the road surface on the invert slab of the two
tunnels do not show any new leaks adjacent to the previous repairs..

3.3.2

Water leaks through construction joints and movement joints

Repair work has been completed since the previous inspections. Where
movement joints at the entrance to both tunnels are still leaking, additional
PVC pipes have been added below the road surface to funnel water from the
movement joint to the nearest grated inlet pit and into the tunnel drainage
system. Whilst this is not the perfect solution, repair of a flexible waterstop in
the raft slab is extremely difficult if not impossible. Demolition work may
create more leaks and problems than before.
Examples of Construction Joints and Movement Joint details for the Midfield
tunnel can be found on As Built drawing E1320-10-DO-S-017 details 1 to 3,
6 and 7 for base raft slabs and retaining walls.
For the FTZ tunnel similar details can be found on As Built drawing E150010-DO-S-119.

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The Construction Joints rely on a re-injectable waterproof system to seal the
joint after construction. Rascotec re-injectable waterproofing system or
approved equivalent at construction joints. Refer to detail 1.
The Movement Joints rely on flexible waterstops to make the joint waterproof.
Typical areas where this system fails is where the waterstops are spliced or
butted together.
3.3.3

Ingress of water through base of retaining walls onto road surface

During the inspection of The Midfield tunnel and the FTZ tunnel, there was no
moisture on the road surface to suggest that the joints through the base of
the retaining wall were actually leaking. Accessibility under the pedestrian
walkway for inspection purposes is impossible. No further action is required
for now. This item can be monitored again during the next audit inspection.
The Construction Joint at the base of the retaining wall relies on a reinjectable waterproofing system in the same way as other construction joints
in the base raft slab and vertical joints in the retaining wall. Refer to As Built
drawing E1320-10-DO-S-510 for typical sections through the Midfield tunnel.
The FTZ tunnel Construction Joint at the base of the retaining wall is similar.
Access to the construction joint at the base of the retaining wall can be
achieved only by removing the pedestrian access grating and soil below.
There are services running below the pedestrian access path which adds
more complexity of inspection.

3.3.4

Shrinkage cracks and deteriorating epoxy paint coating for Midfield

tunnel roof around Electrical Rooms
Prior to the initial audit inspection of two electrical substations supported by
the Midfield tunnel roof slab at the east and west portal, there have been
substantial repairs to shrinkage cracks in the tunnel roof slabs.
Additional repairing before the next rain season and frequently scheduled
monitoring and maintenance work is required.

3.3.5

Poor drainage and deteriorating waterproof coating of electrical

substation roofs
The roof slabs for each of the four electrical substations for the Midfield and
FTZ tunnel, and Foam room buildings for the FTZ tunnel adjacent to the
electrical rooms, are all similar in construction. Drainage relies on the roof
slab sloping to the side walls and then draining through a spigot at the corner
of the building. There are no downpipes.
There has been no repair work carried out on these roof slabs. The defects
remain unchanged. As stated in the previous audit report, these roof slabs
along with large shrinkage cracks and poor waterproofing, could be the point
of water ingress into the electrical substations below. Shrinkage cracks
require crack injection and the waterproofing membrane needs to be redone.

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Additional waterproofing repairing of the membrane in the sides and the top
surfaces of the upstand is required, in all Electrical Rooms, As Soon As
Possible.
3.3.6

Rusting door frames and other miscellaneous defects

Since the previous audit inspection, some new door frames have been
installed in the electrical substations. Repainting has taken place, including
the Genset enclosures, while in many places the rust is coming through the
new paintwork. The rust needs to be sandblasted off, a primer applied and
then a good quality paint system that can withstand the harsh environment.
These items will need maintenance preferably now and in a frequently
scheduled maintenance activity, avoiding deep rust penetration and
deterioration of the steel structure. This task needs to be completed.
The Genset enclosures are a modified shipping container with door and
louvers installed to suit. The door frames, metal sheeting and louvers are all
showing signs of rust and clearly do not have an appropriate paint system
for the harsh external environment.
There are many other minor defects such as repaired shrinkage cracks,
shrinkage cracks in the concrete traffic barriers, bubbling paint, damaged
side screen, crumbling concrete around the pit lid for the earthing pits and so
on. These types of defects need scheduled maintenance frequently, and
monitoring. (Note: type and location of each defect is specified in
appendices A, B)
If there is increasing discoloration of concrete noticed in future inspections,
then a cover meter test is non-destructive, quick and inexpensive. This will
determine if spalling has commenced.

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4. RECOMMENDATIONS
At the time of the inspections for the latest third audit report, no repair work was taking
place in the Midfield or FTZ tunnel. At the time of writing this report, it is clear that the
Maintenance Period for The Contractor has finished.
The key recommendations for the structural maintenance of the two tunnels has changed
since the initial audit inspections due to the completion of the Contractors Maintenance
period on 28th of February 2015. We recommend Keppel FMO carry out the following:
a) Major defects have been repaired by the Contractor during maintenance period.
b) Monitor the areas where stains of potential water ingresses have been inspected.
c) Follow maintenance and repair schedule for the defects of category (iv), (v), (vi), (vii)
and (viii). Inspection and appropriate repairing works are proposed in a time frame of
six months, followed by corresponding repairing works, if required. Given that the main
reason of the cracks is the extreme temperature differences between summer and
winter, proposed periods for inspection and repairing works are October and April
every year.
d) Ensure that Keppel FMO have at least a copy of all the Warranties for work carried out
on the project. This is specified in the contract documents for the Airport Works.
Relevant to the structural audit, Warranties would include the waterproofing system for
the Midfield tunnel roof slab at the east and west portal, the waterproofing system for
all the roofs of the electrical substations and Foam rooms. There should be Warranties
for the waterproofing system for the tunnels for the base raft slab, retaining walls and
roof slab, plus the approach ramps to the tunnels. There should be Warranties for the
paint work for structural elements such as the electrical substation walls and doors,
generator enclosures and so on. Ask for Warranties on the repair work taking place
during previous audit report, such as the crack injection work.
e) Use this report as a record of defects to hold the Main Contractor accountable for
warranties.
An updated summary of recommendations for each of the items requiring repair are as
follows;
(i)

Water leaks through the invert slab of tunnels:

Crack injection has been carried out on the shrinkage cracks in the base raft slabs.
No water ingress has been observed, but a few stains of water presence of unknown
origin. Water leaks through the invert slab of tunnels are considered stopped.

(ii)

Water leaks through construction joints and movement joints:

The latest audit inspection carried out on both tunnels did not show any water or
moisture on the road surface due to groundwater leaks through movement joints and
construction joints except of the movement joint at the entrance of West Bound of

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FTZ tunnel, where it is observed water ingress due to temporary diversion of water
spilled from fire lines at east substation above. The leaking movement joints at the
tunnel entrances have now been contained. Additional PVC pipes have been
installed in trenches from the movement joints to a grated inlet pit in the tunnel that
funnels the groundwater into the tunnel drainage system.
Keppel FMO should monitor the movement joints and construction joints for signs of
any further failure. Otherwise, no further action is needed.
(iii)

Ingress of water through base of retaining walls onto road surface:

The latest audit inspections did not reveal any water or moisture on the road surface
that could be attributable to leaks through the construction joint at the base of the
retaining wall. Access to the joint for inspection is under the pedestrian walkway and
behind tunnel service pipes which makes inspections extremely difficult. For now no
further work is recommended. Should leaks be found, crack injection will be similar
to items (i) and (ii).

(iv)

Shrinkage cracks and deteriorating epoxy paint coating for Midfield tunnel around
Electrical Rooms:
Repair before the next rain season and frequent monitoring and maintenance works
in a permanent and scheduled basis is required

(v)

Poor drainage and deteriorating waterproof coating of electrical substation roofs:

The latest audit inspections showed that nothing has changed for the electrical
substation roofs since last audit, January 2015. Repairing and appropriate finishing
of the waterproofing system on the roofs perimeter of these substations is the first
step, followed by a correct cleaning and patching of the shrinkage cracks by silicon
or butylic elastic putty with anti-UV characteristics and final epoxy paint in two layers.
Even though rain is scarce here in Qatar, water entering into the electrical
substations could cause a major problem for obvious reasons. If the water tests on
the roof slabs pass but there is still water ingress into the cable trenches after rainfall
then check the external walls for points of water ingress. For the Midfield tunnel
check the flashing from the tunnel roof slab up the base of the wall (there may not be
any flashing). For the FTZ tunnel, the electrical substation cable trench levels are
below the ground level outside. Check the waterproofing system for the concrete
trench wall externally and below ground level and the masonry wall above ground.
This item is still pending.

(vi)

Rusting door frames and other miscellaneous defects:

The main defect for this item is the rusting door frames and Genset enclosure. Since
the initial audit inspection, many rusting door frames in the electrical buildings have
been replaced. However, the repainting of the door frames, especially for the genset
enclosures, is of poor quality. In many cases, rust is reappearing through the last
coat of paint. Steel members such as door frames and louvers need to be replaced
or sandblasted and repainted in accordance with the project specifications and the

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Qatar Construction Specifications. Keppel FMO should follow up on this item with
The Contractor.
As has already referred, there are many other minor defects such as repaired shrinkage
cracks, shrinkage cracks in the concrete traffic barriers, bubbling paint, damaged side
screen, crumbling concrete around the pit lid for the earthing pits and so on. These types
of defects need scheduled maintenance frequently, and monitoring.

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APPENDIX A
PHOTOGRAPHS OF DEFECTS
Midfield Tunnel:
Midfield Tunnel East Bound Photographs 1 to 29 & 48 to 56
Midfield Tunnel West Bound Photographs 30 to 47 & 57 to 67
Midfield East Portal Electrical Building Photographs 1 to 42
Midfield West Portal Electrical Room Photographs 1 to 33
Midfield East Bound Sump Pump Chamber Photographs 1 to 10
Midfield Tunnel West Bound Pump Room. Photographs 1 to 7

FTZ Tunnel:
FTZ Tunnel East Bound. Photographs 1 to 27 & 37, 38
FTZ Tunnel West Bound. Photographs 28 to 36 & 39 to 50
FTZ East Portal Electrical Building. Photographs 1 to 20
FTZ West Portal Electrical Room. Photographs 1 to 19
FTZ East Bound Sump Pump Chamber. Photographs 1 to 7
FTZ West Bound Sump Pump Chamber. Photographs 1 to 4

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APPENDIX B
LOCATION OF PHOTOGRAPHS OF DEFECTS
Midfield Tunnel:
Midfield Tunnel East & West Bound. Photographs 1 to 67
Midfield East Portal Electrical Building. Photographs 1 to 42
Midfield West Portal Electrical Room. Photographs 1 to 33
Midfield East Bound Sump Pump Chamber. Photographs 1 to 10
Midfield Tunnel West Bound Pump Room. Photographs 1 to 7

FTZ Tunnel:
FTZ Tunnel East & West Bound. Photographs 1 to 50
FTZ East Portal Electrical Building. Photographs 1 to 20
FTZ West Portal Electrical Room. Photographs 1 to 19
FTZ East Bound Sump Pump Chamber. Photographs 1 to 7
FTZ West Bound Sump Pump Chamber. Photographs 1 to 4

13-5335-KEO-ST-RPT-0003
Revision 1

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