W lHlJHdlllel I; 144 517 THS m: {N‘zPRmEMENT or C‘CMEAUT HARBOR ‘ (rm AND BREAKMTERDESIGN ‘ THESIS FOR THE DEGREE 01?"B..s.~ _ Eric E. BOttoms 1930~ ' . )0 ' . I ._J _ .. fl. '3' 'r-. ' . q' . .1.II?‘"’.:‘$:f. ‘3 . (5.795” ., (QM-\wa {31333.5 5 . :1 " a. \ . 1"- rt. “'1. g. I 5“ .. 0‘ " a '- .l‘-‘ t . . ;~(1,..{'\ .r . .‘ ‘ l f-Ij'j 3.“; ‘1. W. . ‘“§‘..é>_..," ‘ (“'2' _. ‘ ‘G 1‘ .(‘T' 3,? U ' ”I“! ‘3 ,. L w . ‘ iv '3' 5" ". "{J: ! 9.9;. . . 5 . _ 3&5: 5-s'9i' ‘1 .‘uférfi'fi'. ‘ ‘v , . L'. NIB-cu- a: -‘ '= ;- 66"." . 3'. “3‘ . . .‘ ' wf fiGWDUlS l A", “40, FDCN ‘V ..V -... . . LA . i q A . . 7 ”no.1m . Iv .. .. , s 5“,}! xx. .5...“ V .4»... . Jury. ,N‘IDI H. ‘ . .. JV}, . . ‘O K. . .. .. H x .. . ... LWX . . .O’. . . . . ‘ . . . \44 1‘. . .. .5... . at. uf.. . x 1“!- olt...‘.p.J.f|‘ “at! . .‘ .I‘..VCV -<‘f.l\o\ '0 1 J u ‘0 Page 1 The Improvement of Conneaut Harbor Ohio and Breakwater Design A Thesis Submitted to The Faculty of MICHIGAN STATE COLLEGE of GRICULTURE AND APPLIED SCIEJCE By Eric E. gottoms Candidate for the Degree of Bachelor of Science of Civil Engineering June 1930 Page 2 OUTLINE Introduction Engineering and navigation Ancient Harbors Hedieaval Wartime interests National.interests Harbor design difficulties Commercial Refuge Points of harbor design Definitions Piers Fire protection Breakwater! Determination of size Industries Size of boats Maneuvering space Winter berthing Breakwater line Piers Typical Theory Wood piles Fluctuation of water level Breakwaters Wave action and coastal changes 94100 Page 3 Form Height Breaking Entrances Dynamical value of wave action Types of breakwaters Mound Wall Crib Costs of construction and maintenance Choice of Breakwater for Conneaut Foundation Permanence Limiting load Method of laying Page 4 IMPROVEHENT OF CONNEAUT HARBOR OHIO AND DBSIGN OF A BREAKWATER The history of harbor engineering runs hand in hand, through the same stages from origin to develOpment with the history of navigation. Because of poor harbors facilities, the first sailors were exceptionally fine ones for they had to stand ready for a quick run out to sea to save their ship from destruction upon the shore, by a sudden storm. As these sailors increased in daring the boats increased in size and sailing distances in length. The steadily growing trade demanded better protection for the boats while loading and unloading cargoes. The national harbors of the world are few and often off from the routes between established trading centers; so man had to construct harbors at locations to suit his convenience. Some harbors consisted only of a protect- ion wall or arm extending out to sea, others connected the main land with an island, as at Alexandria. (figure 1 and 2) No record exists of tne first arti- ficial harbor. In Medieaval times we find a vast eXpansion in wartime trade and a corresgonding increase in number and size of harbors and boats. Figurz, l.# AnCIent Harbor of A LEXANDR IA ELE‘US/ll/AIV ALEXANDRlA ‘ Nl‘cropols This harbor was originated by the. Conqueror of Tyre and was brought, to a successful conclusion under the first. two Ptolemues about 200 or. Immediately r" front °f the C‘ty ""Y the lqng', 10w Islandpf Pharosl which in itself, constitub ed an admirable natural protection,and.0pposlte each end of this, two coastal promontoruu juttod out, almost completely enclosing a large area of water. These projectimls were "tended by means of breakwaters, Sothat an excellent anchorage was obtained, well sheltered from the sea. A long narrow embankment, called the Heptastadium, constructed midway divided the strd'lt into two almost. equal portions, that on the West being” known as the I Harbor of Eunostos, er the Happy Return, and that .on the East as the 6reat. Harbor: M each end op the Heptastodium was a passage, Spanned by a bridge, forminga connection. Figaro, Z. 1;}. \ JAA 44'“ 55-4. Hanson -L 09'. OTECTE D A REA A TYPICAL " SECTOlOlUHOF quay wan. This Lypc oP Harbor was dcvel0ped caleng' the sea coast when: 6}“.er were, no l-slqndS Or irregularities, The. step on hmcr‘bhc face of Quay wall was used 030 road way to carry unloaded goods Into the town. Previsiono were made for vessels to tie to Um 51d: of UH» wall. Page 5 There is an agreement~with Canada that no warships nor ships of like character shall be on any of the Great Lakes. Because of this agreement there is no need for harbors for military defence. However, the nation as a whole does take a deep interest in the transportation facilities on the Great Lakes as goods from nearly all of the northern states and produce from Canada is ship- ped thru American ports. To stimulate trade the government will develop im- portant harbors for commerce and where needed, harbors for refuge. If the harbor facilities of any port, either lake or ocean approach obsolescence the trade thru that port will Speedily decline. It used to be the procedure years ago to collect a dockage fee from each boat which tied up at a port, and with this fund, enlarge and im- prove the harbor from time to time as the standards of shipbuilding rose. But often thru mismanagement or poor administration of funds or lack of funds, the port fell behind the times and gradually became extinct. A harbor is primarily a place of rest and refuge-- a place where safety and hospitality may be found--and the design of such a harbor is founded largely on as- sumptions and carried out by tentative measures. The data at the disposal of the engineer is often obscure and defective. There are always local interests which should be catered to. ~51 Flforc w ... 4 I.» ..ricr} ' ' . . ‘ . , ' _ .- ‘ -.. V... . I I l I Q , ‘ I _‘ ‘ ,. . I. . .- .- ._ h; w’." . -. v 5 , ~ , "np , 4 3;: ,‘ ~ , - «I. -.: I: , _ I r. ... ’ ’ h M ' . . . 1 I, I 4 ' . . . ‘ .z I I 0 -~ " _. , ‘ H . I ~ ~ ‘ I . 4 ._.1 r -. ’ ‘ ‘v ‘ l i I '.n.. . _ ‘ ‘ ' 3 y. ' . i. f . . . > , x . "" *W- - .-.,.-.-~,, .. 1 -' v cdegSCALt . . ' , >' . ‘-— _ V‘.I"; A ' " . >-‘ L4,... ;.?‘, I . "'Ii'fil- :"""-‘ !. ;-. ,1 I ~ I . .'_‘ ""<"I, . ‘ ,> ' _ ' . ’31:: _-_“ ‘2‘. i. ‘ ‘~ ‘ ....If . ... . Page 6 It is impossible to disregard every request made and an allowance made here calls for one there. The success of \certain plans in one locality does not mean similar success in another. Each port has certain definite characteristics, peculiar defects, and special advant- ages making the harbor entirely new and different from all others. Generalization is therefore an impossibility. and classification becomes difficult. Yet there must be some solid basis on which to rest the engineering of a harbor. Studies of various harbors with similar winds, topOgraphical features and amount of commerce helps. An Economic study should be made of the years passed and a prephecy made for the future increase of commerce 'Which may rrasonably be expected. And from this study determine the cheapest kind of design or breakwater lay- out which is suitable for the place and sufficient for the class of shipping which has to be accommodated. Also the smallest sizes of materials and thickness of break- water wall that are admissible in its construction. Perhaps a few definitions at this point would not be amiss, as the names applied to various kinds of wharves and their parts are loosely used and vary great- ly in different localities in this and other countries. A wharf is a structure at which vessels may lie a- long side and load or unload their cargoes and passengers. EDI DI flfl DD l x f . .. . /H.,/\ . / A. m. l iTVxV... l. ... M aim / a. %\ _/ ._ H m 4.... / ox.“>\n/ , w M . . .M. m f . . i. . _. T o a .. ... its... ,/ /_. v m ...: a. so i K I A o m 2 V\ ./ ./ . . E H _m& \ x l E; N D . . A . a .E m o . / // / ,/ MT. Il/llwuwlummuH/A. O m c/ / . / ./ w. .... ./.. lbw . C \ll..0’\ / /. / / m2... . . .. , .../.46? $- v—r 1 WflflF/El/fl l3? 3‘ is- - l—ww A; Page 7 It may be either marginal orrprojecting, but in most localities the name is applied only to marginal structure, thus distinguishing them from piers.-- A pier is a wharf projecting from the shore. A quay is a marginal wharf. The name is common in EurOpe, but is used scarcely at all in this country. A dock is an artificial basin for the use of vessels. The word dock is imprOperly applied to piers in some places in this country, notably New York, and to mar- ginal wharves in other localities. On the Great Lakes and adjacent waters the word, dock, usually means only a re taining wall. A slip is the space between two adjacent piers, but in some places such spaces are called docks. A bulk head wall is a name given in New York City to a retaining wall for a marginal wharf, and the use of this name has spread to other American ports. A bulk head line is the line made by the shore end of the slips or the springing line of piers. A dock or quay wall is a marginal wall on a wharf or pier. The inner harbor is all of the harbor on the land side of the pierhead line. The outer harbor between that line and the breakwater. An important item in harbor design is fire protect- ion. Room should be left for easy and quick maneuvering. Land connections to the city fire mains should be confifb veniently located so fire tugs may connect to pump water. I“ -l . ch L7: .' MILE, "‘vlel N ITY ' ~- ".‘ can» PREVAlLlNB; mm _ ‘ constant ‘ :OH’O- .-—‘-- g; 3 staircase”- ... \’0-M . ' i . ,. —— was - — 2.0-1! , ’- 85‘25 - ‘fl’rl, , -494. _ v... _ _ emu snows rations? wmo‘ a...“ in "gram“ mnc'rlou, Anzac; VsLocnxmo ’oAYs. ’ O RAIL {AND -_ pocgc. ,rAcn l was - PKoposeo ‘ f < . — Q .~~~”5~ I“. SCALE .m.‘ FEET Page 8 into them in case of a necessity. Range lights should be provided to guide the boats in at night. Breakwater heads should be illuminated. And possibly the last major point and certainly the most prominent thing about a artificial harbor is the breakwater.(figure 3) As the name implies, its function is to break up and disperse heavy seas, preventing them from exerting their destructive influence upon the area inclosed for the reception of shipping. Therefore, a breakwater must be of great strength and stability. The safety of helpless vessels and the efficiency of the harbor as a place of refuge are bound up in the essential performance and immobility of the breakwater. The determination of size is largely arrived at by the number of vessels which must be berthed in winter (figure 5) to provide sufficient raw materials for the industries calling for such. The local industries (figure 4) at Conneaut Ohio are loading and unloading of ores, limestone and coal for the interior. Space must be provided for maneuvering inside of the breakwater. The depth of this harbor to be in conformity of other Great Lake harbors will be 22 feet. The breakwater line is controlled by the depth contours shown (figure 3). Breakwaters are always when possible run on the ridges. While piers and pier sheds do not directly enter into this specific design they should be spoken of. The accom- paning illustrations (figure 6) shows good practice. Vt "15.7 fly i I . ' "\"rlo an". ; . '. .‘ . ‘- .. ’a‘F121lfahilEliteilez-ltfiiAETl-g:=‘.rr:«»:~,‘.<.r a / Range Lights _ \ k l/ was NV“? ”3M3 .a'Mq 182122 °‘l ’95P“? Figures E W¢5C6’\\\ [Oak/’\ \ \ \ \ ’\\ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ Winter bathing l5 Of great importance on the Great. Links. Enough raw motenals muss be stored to furnish work for immedlate factories also for inland concerns. boat storage furnishes mostofthls. 5Ufflcient, “7003 must be provided thatF”. b°°i° may be safely anchored. . Boat. areto be anchored in spaces shown. Anchors fore and aft. Only manila line may be run to breakwater: Anchors are to be kept. (00 feet awa from break-- .waten Boot. may lash themselves together in grougis of theee oats ma also tie up In the varicws Slips and channels ' alon side. the piers and clocks upon payment ofl'ccs. Anchorage in the outer harbor under government control, is free. if theydcsire. too. CON NEA UT OHIO A RBOR Wl NTE R BERTHING SPACES AND RANGE LlGHTS. 00 :no < Sum MOORED ro WHAnr,PI£x,0Q Docx I 1 , \\ \ Wu W “x 7'77 \ W ‘W\ W “Y arr T'RA NSIT 5HEo 1 q 2 BELT R. R. * WAREHOUSE" ELEVAYOR , ORE, 35’ T ova COAL Sroznos {:13 Tsocm \ T ‘ {:3 g 0”“ \ ,/" l _ .a 1 / u: 7' BELT R. R Jr 1 LINES \\\ TRON K DRAYS-Ol-TRUCKS _ '_ T I IN LAND CONSIGNEE. ] LLocAL CONSlGNE’E‘ J 4:2: CONVEYOR TRACKS hit. ROAD TRACKS .50‘3"'~;"- ... "H :4 V A ‘7'. J}: ;. . "-GRAVEL OR- CINDER- .0..: o‘.‘-‘:§: . ‘1' ~‘.\ . ....F'LL.. ..._ ~ ., ' ....) ..v.' "'.0. n ' 1 wars: in ,4 - CR ass SECTION or A MODERN P'ER / 6% gm“ ’, 55;? __ _, _ .... Page 9 The theory invOTEd is quick and direct handling of com- modities. Commodities should never be moved by drays or trucks when rails can be used. Wood piles are used extensively on the Great Lakes because the fluctuation of water is never great. The tide is negligible being only a few inches. The wind causes more fluctuation, than any other medium. The water level has been raised eight feet at Buffalo during prolonged westerly wind storms. Conneaut need not fear any such rises of water. It is due to this la.k of fluctuation and absence of marine borers in fresh water that wood piles have an indefinite life, as the wet sur- faces of the piles are not exposed and allowed to dry. ‘Most piers have a concrete cap or tapping thrt begins at low water level and this cap is designed to receive the impact from vessels alongside. (figure 6) When a wind blews over a body of water it imparts to the particles on the surface an osculatory motion. Where the depth is great, the particles move in a circular direction with the wind and a reverse motion below. (figure 14) In shallow water, (figure 15) the frictional resist- ance of the bed retards the reverse flow of the particles to such an extent that the particles moving in the upper . portions of their orbits cannot adjust themselves to the changed conditions. Then the wave breaks and the upper portions flows as an auxiliary wave over the lower part. (figure 16) C OAS'D-XL C HANGES CGUSBd by the, arcoticn} (agar/w A . > R... .I' . - . -. ‘ r-v -. .r.. .~ .,:-.~' _. . .5. . .- Odloo:yy“ty‘,.'..-p_.-:I T ".4 '\°.'.\-;\ I ~ .. . , .- .‘a ._ .’ _ '. - . a. . -- - . a“: :‘ I: \ Y\'\ { \\\\ \\\ \'\ \\ \\ \\\\\\\\ \\\\\\\\\\\ 5713.8 at break waters cueuza' T. . .. 6: .36.: .5 'héiiiiiti '/"'! . . .‘Lf/ .137}, 3 ._ ’\ j RS\\\\\\V\\\\§\\ \\W\\ \\\\\\\\\\\\\\\ \‘- ‘.\~ . p|3fllh w Coo/maul ”arbor M: w bruit watt/- Jar/1‘4 car/“J in] delta.» (.1. I — - , .‘ ‘ -.I 7... v; '— H3, l3 AZ] '/ 0// The, above diagrams show rather chart, the deposits caused by breabwater‘s and currents Conneaut, Breatw¢tcr Imf I: 50 d05lg'ned asto utl'lIZe the currents In keeping 03 much 0" the Harbor down to depth as possible. The prevailing wmds are From the. norm West. Lalu' CUNZnt to the East. chr as Shown. ‘ 4‘7" Ch’f - ‘l ‘ I , ~ ——~——.- _._ ...—— Page 10 When a wave breaks perpendicularly on a sloping beach, its upper part is driven up the beach until its energy is exhausted, The water then recedes with increasing velocity until it meets the next wave which flows over it and the wave continues on as an undertow. This action causes erosion and fill alternately. 0n shore wind,beach is destroyed; off shore windstends to re- build it. When waves approach the coast obliquely, their crests after they break run along the shore and their waters return to the sea by different paths. Which causes a movement of materials scoured along the shore in the direct- ion the wind is blowing. If there is an obstacle along the beach the movement of material is checked and piles up on the windward side. Beyond, erosion still continues and the obstacle prevents the replacement of material. (figure 7-13 incl.) A river discharging, its current alo g With the move-— ment of water caused by the prevailing Wind will cause certain general movements of susoended materials. Gone 1 ns this movement the entran ‘ to the haroor must \J P). F: ~ p.91" 0") }_ J O (U on be carefully located so no bar will form to hinder the entrance or exit of ships. (figure lb) The e; rrncc should be wide enough so a boat may come safely in during hggvy sea. Uglflly tLo entrencé is glass 3:: lle; ”1;; the Azovu;liw Vii" and a width of five hundred to six hundred feet at pier heads. This is the general practice on all of the Great Lakes ports. The Conneaut entrances (figure 3) is so placed as M” " 'T'F'V“="',"m ..m' _ .- 4..._¢.=..'- D’HH‘.‘ : dee Action Wave in deep water Figure( (4. Wave in shaHow water Figure 15. / / Inclination of wave axis Figure 16. Wave def lactic n Figure (7. Page 11 to conform with the above principles. The entrance arms on the west entrance assist in keeping the entrance channel deep and preventing shoaling both in and out of the harbor (figure 15) The east entrance is kept clear by the water flow1ng out of the harbor. The east end of the harbor is Open to allow circulation of water. We have now to consider the manner in which a wave acts upon any fixed obstacle in its path, whether it be beach upon which it is Spent or an artificial barrier which causes its abrupt collapse. Figure 17 shows the directions of the particles of water in contact with a vertical wall. The whole motion in fact is the inverse of that which occurs in the un- obstructed wave. When, without meeting with any abrupt obstacle; the wave advances into rapidly shoaling water, its energy is communicated to smaller and successive by decreasing masses. Consequently there is a tendency to produce in those masses an agitation of increasing violence. But this effect is generally diminished, and sometimes en- tirely counteracted, by the loss of energy due to friction along the bottom, and to surging. The influence of con- centration arising from funnel—shaped inlets is clearly to intensify the agitation, and the same effect is produc- ible by submerged rocks with deep narrow gorges between, in passing through which the water is heaped up into masses of considerable volume. Page 12 When, however, the bottom friction has produced the necessary retartation, the crest of the wave falls forward, (figure 6) and the impact takes place at the precise stage at which the forward motion of the particles has become equal to the velocity of the wave, so that the stroke of the latter is delivered with maximun effect. Taking these diverse phenomena into consideration, it is evident that the breaking wave result in the generation of four separate and distinct forces acting individually and collectively upon all obstacles and structures in their path. (1) A direct horizontal force, exerting compression. (2) A deflected vertical force, acting upwards and tending to shear off any projections beyond the face line of the obstacle, whether cliff or wall. (3) A vertical downward force due to the collapse of the wave, exercising a particularly disturbing effect on mounds in shallow water and on beaches. (4) The suction due to back draught or after tow. This also produces its most noticeable results on found- ation beds, whether natural or artificial. Applying these facts to breakwater design, it will be recOgnized that the phenomena to which they give rise are as follows:-- (1) A powerful momentary impact, combined with (2) Hydrostatic pressure continuous for some period, however minute, after the firs; shock. Page 13 Attending these principal=effects there will be sev- eral subsidiary results, such as:-- (l) A vibration of the whole structure, tending to weaken the connections at various parts. (2) A series of impulses imparted to the water con- tained in the pores, Joints, and interstices of the structure, producing internal pressures in various direct- ions. (3) The alternate condensation and expansion of the volumes of air which are confined in cavitives and which may be unable to escape freely or in any way. The exact determination of these stresses is pract- ically impassible. The difficulties attending a determination of the precise effort of a wave are due to several causes. In the first place, there is the incompressibility of the water combined with the extreme mobility of its particles. Arrested suddenly in the course of motion, it produces all precissive effects of a solid body in an infinite number of directions. In the second place, the wave stroke is both abrupt and continuous. Its first action is a blow, sharp and decisive of high momemtary intensity. This is succeeded by a statical pressure during a small but per- ceptible interval of time, dispersal time of the wave. So there are two points to be considered (a) initial concussion and (b) subsequent pressure. According to principles of dynamic. reaction of a TYPES °" bREAK WAT E515 BUBBLE MOUND ' Bobble mound art becoming more. popular. Expensivzytth low upkap. makts than very attraclivc. Boats can not. He. up to a rubble. mound Units: Jpccial provision is made. ] cagffxn‘rs‘rouc F' {on IO M Nuns: swung m zficuss lunar. Janeen canvas. TIMBER, CRIB - “A“ no». U_/ “AK 5‘- Expansu'vc «:me, Th: top is oifen of “—7. fi'flcndd. to tht Low Water "no. so as .. VI to prevent cxccssiva decay. Th1. ' m 45’ Timur structure is held £052! her wt), 5 h , " wooden Pins. 9 E / ."‘ "a a "W't' Q 02")“ '- - ~ A 0‘: F A ‘aa... ~ g s\"“‘. .3 Y’ 1. 5.2:; ..- - ‘. . . 1‘ ‘ , :‘-' ...,.. : 1 . - ’ MASONRY . C . to This t c '3 mast £XP¢D3|V.¢» . ' (any! ruct. ’V'l/Mn I'n nud 0f Npmr‘, It :5 both difficult and 4.x pausing. HAasoa LAKE Page 14 surface subjected to continuous impact is measured by the rate at which momentum is destroyed. Let w be weight of unit volume of water,wx is mass on unit surface in unit time, and £1218 at rag: at which momentum is consumed. If p be prégsure on unit surface, we have p : EXZ (a) Referring to Rankine "Civil Engineering" hath edition, the speed (1 : length of wave) v, gm : 2.2571'" Assuming the wave to be cycloidal4rh form (figure /4 ) the height bears to the length l = TTh 01‘ V, 312$ 31 = 41h 4 and substituting this v for v in (a) above P 8 16 £2 : HE g 2 which says that the intensity of pressure of a wave in deep water is equal to a column one half as high as the amount of free fall required to generate specified velocity in particles of which wave is composed. - Darwin states in his paper on "The Tides" (page 54) that v = 5.75fd’ ' which substituted in (a) p : E.(52.8d) or p g wd approximately so when depth of wager equals three times the height of wave the pressure will equal three times the unit weight times the height or when d equals h, p equals wh. Some authorities place a constant k into the equation and assign it different values. p ; kwh. This value of k may vary from 1.25 to 1.90. m S. -I , \\ x tank .1 uawdw. . «menia‘uun 9388?. do 20:30 «noes :. ...2\Q\..ne Hutchhise ..v F...“ \DXQUKKK‘DQ 93.350 SQ s55 I ...x \to‘... A O‘IO \QUQU UQQM m. 25,; .. 0 We“ 6U \sfix who“ V.\ \\\n\ “(“5 “HQ Ms? wencvxfi ex Vehhei 2». who rent ea so SK neon cw each. E .Q :3 ex .3. §§$E 96:, c. wow m> .- A .m 80%. Sexist F - exoxh. View . T .. i Page 15 Based on these theories the following table is pre- sented. Height Velocity Pressure of Impact ft sec lbs/sq. ft. 5 7 512 10 22 1,029 20 52 2,048 This of course is in a certain sense only a approxi- mation as it is founded on assumptions. However, the pressure in pounds per square foot is about one hundred times the height of the wave. Waves at Conneaut seldom exceed four feet so by as- suming a pressure, normal to breakwater, of six hundred pounds we are within the limits of safety. There are three main types of breakwaters as shown in figures 18 - 22 incl. The cost of various types de- pends on local materials and conditions: at Conneaut the notes on the figures govern. Cheap construction and maintenance are points to be carefully weighed. Mbunds may be constructed by a relatively cheap crew. The masonry wall requires skilled labor and timb- er crib,medium labor. The side $10pes one vertical on one and a half j horzintal for lake side and one on one and three tenths for harbor side have been found by the Corps of Engineers U. S. Army to be the most satisfactory of slopes. The size of stone shOWn in figure 25 will assume this slope With but little help. The table (table 1) on costs Quanities 6*“ Cosh P" Lined! Foot “breakwater. dc hca Tn m ra 0 pt 5%)an 5130715 “fin" (finispfggt 77‘5“"- (t. tons. tons. tO‘ns, dollars, /0 27.0 1.2 5.4 126.70 11 2 30 /.6 6.9 / 19.60 IZ 30.0 3.4 6.5 /53./0 13 30.9 4.6 10.3 /65.40 /4 3/,6 5.6 /2.2 / 76.60 /5 52.1 7.2 14.2 / 89.2.0 /6 32.5 8.8 /6.4 20/50 /’7 327 /0.5’ /6.7 2 14.40 /6 32.8 /2.6 2/.2 2.29.]0 / 9 3.2.8 /4.5' 23.8 24 2.40 20 32,0 / 6.6 26.6 256.80 2/ 32.3 10.0 29 271.20 .22 .326 20.6 32.4 256.00 23 32.6 22.6 35.8 3 o 1.00 24 {£15 24.6 39.1 .3 I3,80 25 .923. 26.6 42.6 3.3 2.20 26 32.6 36.7 46.3 546.60 27 32.6 10.7 50.0 664.40 234 32.3 32.7 64.0 .39 1.70 59 32.6 34.7 58.0 3.96.60 go 32.6 36.7 6?.2 4 1 6./ 0 3 / 32—. 36.8 66.6 43 4.60 5’2 .32 6 40.8,; L/./ '46” 3.20 3 3241 42.8? :75; 4 7 /.70 "4 32.6 44.8?" 50.6 4.9 0.9 0 6‘ 32.6 46.3 65.5 6'1 0.6 0 6 32.6 46.9 30.6 .56 0.3 0 7 32.6 {0.9 35.8 J4 9.20 .76 62.6 52.9 / 0/.2. .56 3,50 39 31.6 54.9 1 06.7 63 0,30 40 32.6 57.6 //2.4 6/ 0.00 .LL 32.6 5.9.0 /06.2 66 4.40 42 32.0 6/.0 l24.2 65 6.20 43 62.6 63.0 4.10.3 679./o 44 3216 66.0 13 6.6 70 1,20 4.5 32.6 67./ /42.9 724.40 46 32.6 69./ 14.95 74 6.20 47 32.0 7/.1 /.5‘6.z. 771,70 46’ 32.6 73./ /63.0 79 5.20 49 32.6 761/ 170.0 62 0.20 .50 326 77.2 1 7 7./____.8.5£_§i,2_9_. J/ 32.6 79.2 /844 0 7 0.21 62 32.6 8/.2 13/.8 686,20 6‘3 J 2:35.-” “5-3-3“. 41-3.4- 9__.____./ 2'2 0 54 32,5 66,2 207,_/ 94 [303/ Dcpths arc Ft“ bu“ L“ W?” 17.50 arz‘o’://- 1; Cappmg Storm. 54.00 Per toan1prap350 partan. StonC F.” 1,11 85:1": . ,V. ...- r.-. ...uUnn - I I."‘.. u u .j _ fl// \n\\ _ :92»... .3030 . a_ . .9 66* .330 ...5 SS 0 .16 m .2995 rutqgriumfl 5 .£ .v >> ... ... a— mu flock 00 L .fiLEu 62335 9.3 5 ~ 8 mid nmLsmE . . . . o o . CEO «8% 9352.200 .XVOQ «£00 6.0 ngvixcmgfl 6.3 nfiflwflwo 30::me 0.: Fupurc . 4/ n. \.1 53V / ....z UCOah. .OAsO/xu éVO/ 06‘ Q0 . o\ .’ 6,. \b1 .\0\ Vfiszv 6.00 6 V0 . \. .86 ”Faun 55.3.3300 1 . r. .lIIIu I III! I. I - ! a In .vI All?“ I I I -Infil no.» 100! (I 1% Sounod 00929 '3 0 m0_w MK2602m6L6 Wfiwiozw .msowtmom 6:07;; ..6 3226an 0962 .7 .Q l #00 ULMSWQ n mugs—Gk 0°“ 7‘ , mmC.<>> {baa ...... mgm mzfq Page 16 per lined foot is average costs for stone from Kelly Isle, Ohio. The mound type is chosen for Conneaut because it re- sists sufficiently the heavy seas of that region and be- cause of the cheapness of cunstruction and low maintenance costs. For mound construction no dredging is necessary. The material is deposited directly on lake bottom, and it as- sumes thu natural angle of repose and sinkxinto the bottom until a firm substrata is reached. The rubble or rip rap may be deposited in three different ways. (1) Discharging from scows or barges. (2) Discharging from temporary over head staging. (3) Discharging from wagons, trucks, railroad' cars in advance from the top of the finished mound. The road being continuously extended as the work proceeds. The capping stone is set by the use of a diver if necessary in position shown (figure 24), and is so layed as to best resist the normal pressure of the waves upon it. Draw bars and hooks are used to lower the stones to place. A breakwater constructed as a rubble mound has with normal up keep unkown life, the limiting load is also un- known and can be figured only approximately on many assumptions. ....;-.-o’,,. . r . r . t ' I '. .\ . ,. . . . ' n _ ‘l I ... . ‘p- o o f ‘. The stone Fm is first, deposited on bottom. , fl. ; n 4r, ' ..2 t 0" x-’ “J In w 5"!” ‘3‘" ‘ ~- ', . "- gm 0"}, .' , p 2 50¢. D O .- ,,~, ,.....»;-, .- ’.Ti1e heavy Ripr‘ap, first. class: is then. somewhat regularly placed, making centidn \ 3 "'3 -‘.w.‘r‘ .‘ p _..~ _..‘ I "2' p “vi. ‘ \.'O.. that the. capping has a 5oh‘d bearin and an:1 Cappmg Stone is then placed with help or a war. CONNEAUT HARBOR OHIO METHOD OF LAYING DRE/"(WATER BIBLIOGRAPHY Ports of United States G. M. Jones Sea and Land N. S. Shaler Wharves and Piers Carleton Greene Hydralic Principles C.M§ Townsend Freight Terminals and Trains J. A. Droege EncyclOpaedia Britannica (1890) Ports and Terminal Facilities P.S. Mao Elwee Waterways Vs. Railways H.G. Moulton Harbor Engineering Cunningham Harbor Breakwaters H.G. Mitchell Transportation on Great Lakes U.S. Engineers Annual Reports of Chief of Army Engineers Elements of Transportation E. R. Johnson Hydralic Engineer T. C. Fidler Lake Carriers Assoc. Yearbooks Shipping W. W. Bates HAGALIHE, PHAKPLLTS & REPORTS World ports Vol. 12 #4 pp 3% - 72 15 310 pp 1154 - 1144 16 #3 pp 240 - 249 16 #11 pp 944 - 968 Western Society of Engineers Journal Vol. o0 # 4 177 - 184 32 # 4 pp 119-141 35 #10 pp 491-518 Engineer Jounral Vol. 8 #10 Port and Terminal Vol. 6 #5 pp 13 - 16 Engineering News Record Vol. 97 #9 #17 99 #3 #21 Reviews of Reviews Dotober 1925 Scientific American January 25, 1919 Armour Engineer ‘March 1928 _ .___ 1&6 ‘ i- ' A ‘v—2'_k..-.'4l‘- “ “EN—‘4‘. _.‘.. . _ Ky Mrw_v 14- 1 ‘ ROOM USE MY I _. in’u‘u . I, .H lldl 1 il l I L. w . 1 m J nitvlllll ‘4l 6]-},- ll,1 l 0.1. 1.|.<1.<.I {I .lt 101‘|d||i!|11|.. I1...) nl....l ..,| Ic‘tll‘..1..vvn IlaIA ,1 “2m .OoaqxvflcvuMécvmttl. 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