1985_Sleeping_Bear_Prelim_Design_Rpt_N_Manitou_Dock_0006.pdf

Preliminary Design Report

North Manitou Island

Docking Facility

Sleeping Bear Dunes National Lakeshore

U.S. Department of the Interior National Park Service

McNamee, Porter & Seeley, Consulting Engineers

SLEEPING BEAR DUNES NATIONAL LAKESHORE

UNITED STATES DEPARTMENT OF THE INTERIOR

NATIONAL PARK SE~VICE

REPORJ ON ._-l?RELU1INARY<:-,DE_SIGN (Title I Services)

North Manitou Island Docking Facility

Prepared by McNamee, Porter and Seeley

Engineers/Architects Ann Arbor, Michigan

October 1985 ii

TABLE OF CONTENTS

FIELD SURVEYS, SUBSURFACE DATA

AND SOIL BORINGS

FIELD SURVEY

SOIL BORINGS

HYDRAULIC DESIGN

DESIGN STILLWATER LEVEL

DOCK CONFIGURATION

DIRECTIONS AND HEIGHTS OF

APPROACHING WAVES

WAVE HEIGHTS IN PROTECTED AREAS

DESIGN TOP ELEVATION OF THE DOCK

LITTORAL MOVEMENT

STRUCTURAL DESIGN

WAVE FORCES

SERVICE DOCK

WALKWAY

ICE FORCES

SERVICE ROAD

PHASED CONSTRUCTION

COST ESTIMATES

REFERENCES

APPENDICES

A. Wave Force Computations B.. Boring Logs c .. Steel Bin - Type Retaining Wall D .. Timber Walkway iii

.1,3

A-1 B-1 C-1 D-1

DRAWINGS Back Pocket

1. Location Plan

2. 1982 Site Survey

3. 1985 Site Plan

4. Dock Plan and Details iv

FIELD SURVEYS, SUBSURFACE DATA AND SOIL BORINGS

FIELD SURVEY

Topographic and hydrographic surveys were conducted in May 1982 at the Village docking site in North Manitou Island and were used in the design analysis. Drawing 1 shows a location plan. Draw ing 2 shows the contours as well as the location of the soil borings taken in 1982. Additional limited topographic and hydro graphic surveys were conducted in June,,. 1985 in the immediate vicinity of the proposed dock. Drawing 3 shows the contour information utilizing the 1985 survey.

The still water elevation as observed in June 1985 was 581.1 as compared to the elevation of 578.8 observed on May 8, 1982. The lake bottom leeward of water depth of 10 feet below the low water datum remained essentially identical to the one observed in May

1982. However, in shallower depth, there has been some erosion of lake bed and a net deposition on the shore. This issue is further discussed under "Littoral Movement".

SOIL BORINGS

Three new soil borings were drilled in June 1985. The location of these borings are shown on Drawing No. 3 and their logs are in

Appendix B. These borings indicate that the lake bottom soil is very uniform throughout this area, consisting of firm medium sand in the upper 8 feet and compact medium sand below that depth.

They compare closely with those borings taken in May 1982.

-1-

HYDRAULIC DESIGN

DESIGN STILLWATER LEVEL

Lake Michigan elevations refer to the low water datum (LWD) ele vation of 576. 8 feet above mean water level at Father Point, Quebec (IGLD, 1955). The design stillwater level was selected to be +2.5 (579.3), which is 1 foot above the mean lake level for the period 1900 through 1981, and has been exceeded in about one year out of four. Currently lake level is at the historically high elevation of +4.3 (581.1).

DOCK CONFIGURATION

The Village docking site is located on the eastern shore of North

Manitou Island. The site is afforded protection from storms by a land mass to the north, west and south; however, it has exposure to lake wind and wave storms from the northeast, east and south east directions. The lake bottom is very shallow in this area and maintains a slight slope lakeward. Navigable waters at 12 feet of depth are encountered about 400 feet from shore.

AT-configuration, as shown in Drawing 3 is proposed. The walk way structure extending from the shore to the service platform would accommodate passenger ingress and egress and provide a suitable surface for conveyance of equipment, materials and services as well as for a small motorized vehicle.

At this site, boats could moor on calm days on either side of the platform, on the north side of the platform during storms from the south, and on south side of the platform during storms from the north. This configuration essentially provides safe moorage throughout the boating seasono

The draft of the largest boat is expected to be about 5 -feet.

Allowing for the lake water level fluctuations, a twelve foot

-2-deep entrance channel (measured from design still water level) is recommended, and eight foot depth is recommended in the docking area. Periodic dredging would be required in the docking area.

DIRECTIONS AND HEIGHTS OP APPROACHING WAVES

The 1982 Engineering Survey and Design Study analyzed the actual historical wind data observed in Traverse City and developed design deep water and refracted wave characteristics reaching the proposed dock during the boating season. A design wave height of

4.7 feet was calculated, following.the procedures established by

U.S. Corps qf Engineers (see Reference 1). However, U.S. Corps of Engineers has since revised the procedure ( see Re_ference 2).

We have recomputed the wave heights utilizing true fetches rather than effective fetches (as suggested in Reference 2) and a design over -water wind speed of 40 miles per hour.

characteristics are given in Table 1.

The deep water

TABLE 1

Wave Characteristics

Deep Water Wave Refracted Wave Characteristics Characteristics

Wind Fetch Wave Wave Wave Wave Wave Direc- Length Height Length Period Height Wave · Length tion (Miles) (ft.) (ft.). (sec.) (ft.) Angle (ft.)

N45E 54.2 10.1 251 7.0 8.5 24.4° 131 N67.5E 31.4 8 •. 1 191 6.1 7.6 17.1° 112 E 14.4 5.9 138 5.2 5.5 5.0° 93 S45E 13.2 5.7 133 5 .. 1 5.0 24.5° 91

S67.SE 11.4 5 .. 2 118 4 .. 8 4.8 10.7° 84

S22.SE 9.1 5.0 113 4.7 3.7 39.0 82

N22.SE 14.4 5.9 138 5 .. 2 3.2 40.6 93

The directions and dimensions of the waves approaching the docking facility site are affected by wave refraction. The resulting characteristics of the refracted waves are also shown in Table 1.

-3-

WAVE HEIGHTS IN PROTECTED AREAS

Wave heights on the leeward side of the docking facility structures will be controlled by the service dock. Mooring facilities will be provided at the service dock, both on the lakeward and leeward side. Diffracted waves on the leeward side will be less. than two feet in the area shown in Drawing 3 and should be providing adequate protection to moored boats.

DESIGN TOP ELEVATION OF THE DOCK

The design still water surface elevation is +2.5 (elev. 579.3).

Elevation of the top of the dock is proposed at +6.5 (583.3).

This will provide complete protection for wave heights up to 6 feet allowing for one foot of run-up. For higher waves, wave run-up will cause some water to overflow the dock.

LITTORAL MOVEMENT

The shoreline in the vicinity of the proposed dock appears to be very stable. Analysis of wave energy did not indicate a signifi cant net movement of littoral drift to the north or south along the shoreline.

A comparison of lake bottom contours b~sed on May 1982 survey and

June 1985 survey (Drawings 2 and 3 respectively) indicates a net movement on shore. During this period the still water elevation has been rising ( 581 .1 in June 1985 compared to · 5 78. 8 in May

1982). Over a long period of time, no significant littoral move ment has been indicated.

The construction of the proposed dock would require some dredging in the area of entrance channel and to allow for a minimum depth of 8 feet (bottom elev. of -5.5) in the docking area.

-4-

The walkway is open underneath and, therefore, no change is anti cipated in the littoral movement process along shore. There likely will ,be some deposition in the docking area and- would require periodic dredging and corresponding annual maintenance.

-5-

STRUCTURAL DESIGN

WAVE FORCES

Waves as high as 20 feet can be generated in Lake Michigan during winter season with a frequency of about once in 100 years

(Reference 3). However, those higher than 12.5 feet will break before reaching the dock. The dock is, therefore, structurally designed to withstand the forces resulting from a breaking wave with a breake~ height of 12.5 feet, wave period 8.1 seconds and wave length of 154 feet.

SERVICE DOCK

A. Bulkhead Design

The lakeward face of the service dock is located in approximately 12.5 feet of water (measured from design still water level). It is subjected to the force of breaking waves with a maximum breaker heights of 12.5 feet: When the wave breaks over the structure, it induces a very large dynamic force at the still water level of the structure (28,400 lbs.

per foot of wall computed in accordance with procedures established by U.S. Corps of Engineers, see reference 3 and computations in Appendix A.) In using sheet piling with the wale and bracing system, it was found that the passive soil resistance within the bulkhead is not adequate to resist this force and additional supports in the form of battered H-piles are needed. It was also necessary to have a dock width of 16 feet to allow the toe of the sheet piling to clear the battered piles.

The following two other alternate bulkhead systems were also explored:

-6-

Alternate 1. Sheet piling cellular bulkhead with diaphragm.

Alternate 2. Steel bin-type retaining wall (see Appendix C).

It was found that Alternate System No. 1 would require a cell width (front to back) of 40 feet and Alternate System No. 2 does not have the needed stabiltty to resist sliding and overturning therefore they ~ere not used.

B. Fill Material Inside the Bulkheads

This material ·can be crushed stone (to be shipped in) or dredge lake bottom sand. The latter is preferred for economy. However, a geotextile fabric is needed to line the backside of the sheet piling to keep the fine granules from washing out.

C~ Concrete Top Slab

This slab can be designed in two ways:

A. Supported slab resting on sheet piling at each end

B. Slab on grade.sitting on top of the fill material.

Item B is not recommended because of potential settlement from further compaction or loss of the fill material.

WALKWAY

Two support systems were studied:

1. A single large diameter pipe pile filled with concrete.

2. Two H-pile bent system.

The latter was chosen, for it provides greater lateral stability, easier installation and more economical.

-7-

In lieu of the steel walkway, a timber walkway similar to the one on the South Manitou Island dock may be used (see Appendix D).

The advantage of the steel structure is its durability (50 to 75 years vs. 20 to 30 years for timber) and low maintenance. There is no significant difference in the cost of the two walkways.

ICE FORCES

There are many ways in which ice can exert forces on marine structures, some of the more important ones are:

1. Horizontal impact from floating ice.

2. Horizontal thrust from expansion.

3. Vertical uplift from rising water level under ice.

A., Service Dock

The sheet piling bulkhead is designed to resist large impact forces from high waves; ice forces are less severe and therefore not critical.

B. Walkway

This is a flexible structure in open water, ice expansion is not critical on such structures. The structure will need to be designed to resist the horizontal impact of floating ice and vertical uplift from rising water lev·e1. The details will be given in Title II work.

SERVICE ROAD

A service road is needed for access to the new dock as shown on the drawing. A minimal 8" thick gravel road is recommended.

-8-

PHASED CONSTRUCTION

If funding for this project is insufficient to do the who~e project in one year, it will need to be done in phases; the most logical and cost effective division of work is as follows:

Phase I: Walkway and service road

Phase II: T-shape service dock

Any further division of Phase II work will require the widening and strengthening of the 12' stem portion of the T-dock to resist the wave forces, thus will add substantially to the cost.

COST ESTIMATES

The estimated construction costs, (not including engineering and administration costs), based on current Engineering News Record

Cost Index of 4220 are shown below. Unit prices used for these estimates are generally higher than normal construction·due to adjustments made for marine consiruction and the site being away from the main land.

A. ONE-CONTRACT CONSTRUCTION

General Requirements

Sheet Piling - 20270 sq. ft.

at $16.00 =

Wales - 14 tons at $1560 =

Pipe struts - 550 ft. at

$5.00 =

H-pile braces - 11040 ft. at

$22.50 =

Concrete slabs - 252 c.y. at

$205 =

Sand fill

$5.60 =

3420 c.y. at

Geotextile fabric - 2200 s.y.

at $2.50 =

Additional dredging

Armor stone at toe - 615 tons at $30.00 =

Gravel Road - 780 sq. yd.

at $8.80 =

Walkway pile bents and framing - 262 ft. at $225 =

-10-

$10,000

324,300

21,800

2,800

248,400

51,650

19,200

5,500

7,000

18,450

6,860

58,950

Walkway grating - 262 x 12 at $19.20/sq. ft.

Construction Contingencies

(10%)

PROJECT TOTAL

B. PHASED CONSTRUCTION

60,360

83,530

$918,800

Breaking of the project in two phases will result in increased total cost due to extra mobilization and demobilization as well as likelihood of getting less favorable unit prices on smaller contracts. We have assumed a 10% incresae in unit cost for Phase I, but have not changed the unit costs for Phase II.

PHASE I - Service Road and Walkway

Mobilization

Gravel Road - 780 sq. yd.

at $9.70 =

Walkway pile bents and fram~ng - 262 ft. at $248 =

Walkway grating - 262 x 12 at $21.10/sq. ft.

Dredging

Construction Contingencies {10%)

Total Phase I

PHASE II - Service Dock

Mobilization

Sheet Piling - 20270 sq. ft.

at $16.00 =

Wales - 14 tons at $1560 =

Pipe struts - 550 ft. at

$5.00 =

-11-

$ 5,000

7,600

65,000

66,300

2,200

14,900

$10,000

324,300

21,800

2,800 l-:. vJ

\ O'v0

$161,000

H-pile braces - 11040 ft. at

$22.50 = 248,400

Concrete slabs - 252 c.y. at

$205 = 51,650

Sand fill 3420 c.y. at

$5.60 = 19,200

Geotextile fabric - 2200 s.y.

at $2.50 = 5,500

Additional dredging 5,000

Armor stone at toe - 615 tons at $30.00 = 18,450

Construction Contingencies (10%) 70,900

Total Phase II $778,000

Total Phase I and II $939,000 c .. Other Options

Electrical Outlets $ 15,000

-12-

REFERENCES

1. U.S. Army Corps of Engineers, Shore Protection Manual, I and II, 1977.

2. U.S. Army Corps of Engineers, Shore Protection Manual, I and II, 1984.

3. U.S. Army Engineer Division, North Central, Design Wave

Information for the Great Lakes, Report 3, Nov. 1976.

-13-

Vols.

Vols.

APPENDIX A

WAVE FORCE ON BULKHEAD

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A-3

APPENDIX B

BORING LOGS

FAIRLANE DRILLING & TESTING Co.

GRANO RAPICS AREA

P. 0. BOX 181

MAIN OFF!CE

GRANO HAVEN, MICHIGAN 49417

AREA 616 - !42-0486

21537 MORLEY

DEARBORN, MICHIGAN 48124

AREA 313 - 562-7275

Pr"'ojecti

For-:

June 14, 1985

REPORT OF SOIL TEST OORINGS

Notional Park Service - North Manitou Island Proposed Docking Faci rity

McNamee, Porter & Seeley Consulting Engineers 3131 South State Street Ann Arbor, Michigan 48104

ALPENA AREA

WEST TRASK LAKE ROAD

BARTON CITY, MICHIGAN 48705

AREA 517 - 736--8446

On June 8-10, 1985 three (3) Soii Test Borings were completed on the above captioned site under our job No. ES-85-061. The borings were dri I led in accordance with A.S.T.M. Test Method D 1586-67 where by samples of undisturbed soi I are r"'e covered in a two (2> inch split spoon_ sampler driven by a 140 lb. hamner fat I ing thirty (30) inches. The number of brows required to drive the sampler twelve (12> inches is recorded as the Standard Penetration Resistance. Please note that the sampler was driven eighteen ( 18> inches, and each six (6) inch increment wi 11 be found on the Test Boring Reports.

The Test Boring Location Plan along with al I recorded field data wi I I be found on the fol lowing pages. Recovered soi'! samples wi 11 be forwarded to your office.

HCF:vf

B-1

Respectfu 11 y submitted, FAIRLANE DRILLING & TESTING CO.

Fa i t e I , Manager

FAIR LANE DRILLll'IG & TESTING Co.

<iRANO RAPIDS AREA

P.O. BOX 181

GRANO HAVEN, MICHIGAN 49417

AREA 616 - 842•0486

\0 ~ Existing Dock

{e+!I lf/t1JJ11or.J IsLAN D.

MAIN OFFICE

21537 MORLEY

DEARBORN, MICHIGAN 48124

AREA 313 - 562•7275

TEST BORJN~ LOCATION PLAN

/11 I( fl I ~A- rJ

( P~oposed Road/Nalkway & Docking Facility

B-2

ALPENA AREA

WEST TRASK LAKE ROAD

BARTON CITY, MICHIGAN 48705

AREA 517 - 736~446

100'± Scale (N. Arrow ,¥.ay Not Be True

Job No. ES-85-061 Sheet I of 4

FAIR LANE DRILLING & TESTING Co.

P. 0. BOX 181

GRANO HAVEN, MICHIGAN 49417

A REA 616 - 842-0486

MAIN OFFICE

21537 MORLEY

DEARBORN, MICHIGAN 48124

AREA 313 - 562-7275

TEST BORING REPORT

ALPENA AREA

'NEST TRASK LAKE ROAD

BARTON CITY, MICHIGAN 48705

A RE A 517 - 736-8446

Proposed Docking Fae i Ii t y - North. Manitou Is I and Soll Test Borings at the site 0£•--------------------------~--------

McN amee, Porter & See I ey - Consu It i ng Engineers For: ___________________________________________ _

I &CRING No

6-8-85 Cate Started

'Nat e.r Surface Elev .............. ?.'.~~ .. ?..~ (. !. .. 6-8-85 Date Completed ..•...•..•......•

Datum ....•......•........•...........••....... Orlller

1'.L&V. D&PTH STRATA! SAM~LK

CHANGE TYPK ''N"

SOIL

CLAa•1~lCATION ___ , ____________________ _

----- 7. - 5 570 6 - 8 - ss

10 - I I ' I I

- 14

- ss 19 -- 16' 9 ss 9 - 13 -

20' 7 - 20 II - ss II -- 24' 15

- 18 - ss 23 -550 - 14 3_o-=

32' 27 - ss 30

~ --40----------------------- .. N" -Stendard Penetration R&1r1,snco 5.S.-2'' 0.0. Split Spoon Sample l.S..-SeeHonal Liner S¾mple S.T.--Sh,$fby T:...-be ~mpJ.

W A T E R

Fi rm gray-brown "wet" medium to coarse SAND

Compact gray-.brown "wet" medium to coarse SANO

Fi t"'m gray-br"'own ''wet" medium

SAND

Fi rm gray "wet'' medium to f tne SAND

Compact & very compact gray

••wet" medium SAND

End of baring

.30' of 2¼" casing used to avdance boring. ·sy wash casing method.

ES-85-061

Job No. -------------

B-3 2 4

Shae'---- of----

GRAND RAPIDS AREA

Fl. O·. BOX 181

GRAND HAVEN, MICHIGAN 49417

AREA 616 - 842-0486

MAIN OFFICE

21537 MORLEY

DEARBORN, MICHIGAN 48124

AREA 313 - S62-7275

TEST BORING REPORT

ALPENA AREA

WEST TRASK LAKE ROAD

BARTON CITY, MICHIGAN 48705

A~EA 517 - 736-8446

Proposed.Docking Facility - North Manitou Island Soil Test Borings et the site ol __________________________________ _

McNernee, Porter & Seeley - Consulting Engineers For: _______________________________________________ _

2 BORING No 6-8-85

Oete Started . .......•

Wat er Surface Elev ........... . ~.

6-8-85 Date Completed .....•

H. Faitel Datum ••..••.....•...•....•....•...•••••....•.. Orllt.r

1:L!IV, OU"TH STRATA SAMPLK

CHANGE TYPII ·'N"

SOIL

CLAS.lf"ICATION

RE.M.A.RKS

---:---------------------------570 -- 10'6" 5 10-- 5 - ss 6 - !8 -- ss -

- t 8' 12

- 17

20- ss 12 -- 11 -- 13

- ss 13 -

550 - 28' 12

- 19

30- ss 33 -- 12 -- 19 - 36' ss 30

540 -

40------------------------ "N" -Standard ?eMtretlon Reslatanco 5.5.-2" 0.0. Split ~'"'!0¢(\ Samplo l.S.--S:e,ct;onal l!ner Semple S.T.--S.."9lby Tuba ~,pie

W AT E R

Fi rm gray-brown "wet" medium

SANO

Compact gray "wet" medium to fin~ SANO

Compact & very compact gray "wet" medium SANO

End o·f bor i ng

B-4

34' of 2¼" casing used to advance boring.

ES-85-061

Job No. ---------·---

3 ShMt ____ of

GRANO RAPIDS AREA

P. 0. BOX 181

GRANO HAVEN, MICHIGAN 49417

AREA 616 - 842-0486

MAIN OFFICE

21537 MORLEY

DEARBORN, MICHIGAN 48124

AREA 313 - 562-7275

TEST BORING REPORT

ALPENA AREA

WEST TRASK LAKE ROAD

BARTON CI..TY, MICHIGAN 48705

A~EA 517 - 736-8446

Propo~ed Docking Facility - North Manitou Island Soll Teat 8oring1 at the site ot. _______________________________________ _

Ni<:Namee, Porter & Seeley - Consulting Engineers For: __________________________ .;._ __________________ _

BORING No

Wat er Surface Elev ............ ~!.~~ .. ~~(./ Datum ............................ '

KLKV. DEPTH STRATA SAMPL.

CHANGE TYPE •'N"

aotL C1.Aee1,-1cATIOH

6-10-85 Date Started ..•

6-10-85 Date Completed

H. Fai tel Orfller

REMARKS ___ , ____________________ _

-- W AT ER

10--- 14 I 5 - 5

- ss 6 37' of 2¼" casing

Fi rm gray-brown "wet" medium

SAND

used to advance borinc.

560 -- ss

20- 22' --- ss ---- 550 - ss -

30---- ss ---- 540 - 39' ss

40------------------------ "N" -Standard Pe~tntlon Re1i1tancie S.S.-2 .. 0.0. Split Spoon Sample !..S.-Sectional Uner Semple

5. T.-Shelby Tuba S.mpl.

IU

II

II

Compact gray-brown "wet" medium

SANO

End of boring

·{:S -85-06 I Job No. ____________ _

B-5 4 4 Shee._ ___ of----

'APPENDIX C

STEEL BIN-TYPE RETAINING WALL

USUAL DEPTH/

HEIGHT COMBINATIONS

WALL HEIG .. H

WALL HffG Hl

I l' o

DESIGN A

• 1' SPACERSj 064 . THtCKI

WA.l.LHEIGHT l 2 o· ~

DESIGN D

r 10 7' SPACERS t 109~ HIICIC I

DESIGN B

a 3 ' SPACERS I Q6.4 • THICKJ

DESIGN E

C- 1

WALL HEIG HT

WALL HEIG HT ~

15 67

-wmp,-------- J O !.l.QQ_

DESIGN C

DESIGN F

I --J

PLAN AND ELEVATION

OF TYPICAL BW 2

TABLE II

PARTS PER TRANSVERSE SECTION-NORMAL WALL(D

WALL

HEIGHT

(F.ei)

4.33 5.67 7.00 8.33 9.67

11.00 12.33 13.67 15.00 16.33 17.67 19.00 20.33 21.67 23.00 24.33 25.67 27.00 28.33

FIIONT VERT. CONN. (F"1)~ AEAA VERT. CONN. (Feet)(D<l')

GRAOI!

TOTAL 1ST 2ND 3RD TOTAL 1ST 2ND 3110 Pl.ATE Hl!IGKT LI" LI" LI" Hl!IGKT LIFT u" LI"

4.33 4.33 1.67 1.67 2

5.67 5.67 3.00 3.00 2

7.00 7.00 4.33 4.33 2

8.33 8.33 5.67 !>.6/ 2

9.67 9.67 7.00 7.00 2

11.00 11.00 8.33 8.33 2

12.33 12.33 9.67 9.67 2

13.67 12.00 1.67 11.00 11.00 2

15.00 12.00 3.00 12.33 12.33 2

16.33 12.08 4.33 13.67 1.67 12.00 2

17.67 12.00 5.67 15.00 3.00 1-2.00 2

19.00 12.00 7.00 16.33 4.33 12.00 2

20.33 12.00 8.33 17.67 5.67 12.00 2

21.67 12.00 9.67 19.00 7.00 12.00 2

23.00 12.00 11.00 20.33 8.33 12.00 2

24.33 12.00 12.33 21.67 9.67 12.00 2

25.67 12.00 12.00 1.67 23.00 11.00 12.00 2

27.00 12.00 12.00 3.00 24.33 12.33 12.00 2

28.33 12.00 12.00 4.33 25.67 1.67 12.00 12.00 2

<D Normal wall has front face 2.67' higher than rear panel. Free standing vertical walls usually have front and rear panels the same height.

~ Use corner vertical- connectors in end transverse sections.

Split vertical connectors are used to connect bins of different de signs. They are 4• shorter than the rear height of the bin with the lesser depth .

• ~ Length and thickness varies with wall depth.

WALL DESIGN

Thickness

Spacer Length

A .064 ..

4.1'

B .064 ..

6.3'

.109"' 10.7'

E ,109• 12.9'

© On normal walls, there are two more stringers in front panel than rear.

F .109• 15.1'

'l> Short stringers and stiffeners (as detailed on curvature charts) may be used in front or rear panel.

~ "Parts per panel section" is the total number of stringers in the front and rear panel.

Rear Split Panel

Corner Stringer Vertical

Connector

Vertical Connector "'

End Transverse

Transverse Spacer Section

Section Closures Spacer

Vertical Front

Connector Panel

Length

C-2

I SPACER CLOSURE

SPASER I (IN ENO TRANS. SECTION ONLY)

(l I 2.tr 4.ocr 5.33' t.17' a.oo· 1 2 2 2 3 2 4 2 5 2 6 2 7 2 2 8 2 2 9 2 2

10 2 2 11 2 2 12 4 13 2 4 14 2 4 15 2 4 16 2 4 17 2 4 18 6 19 2 6

10' Panel Section

Ii I

I I

PARTS PER PANEL SECTION -

NORMAL WALLG)

~iN~~ ,I

! ST~~ER

WALL

HEIGHT

.064·1 .079" .109" .138" ! STIFFENER (F .. I)

4 1 4.33 6 1 5.67 8 1 7.00

10 1 !l.JJ

12 1 9.67 14 1 11.00 14 2 1 12.33 14 4 1 13.67 14 6 1 15.00 14 8 1 16.33 14 8 2 1 17.67 14 8 4 1 19.00 14 8 6 1 20.33 14 8 8 1 21.67 14 8 10 __L.- 23.00 14 8 12 1

I

24.33 14 8 14 1 25.67 14 8 14 2 1 27.00 14 8 14 4 1 28.33

10' 10'

I

I I

A 600-foot-long Armco Type 2 Bin-Wall retains fill along railroad tracks preventing encroachment of fill on access road.

I' I

Armco BW 2 serves as a marina dock and slip on a laJ<.e in Michigan .

Installed in fresh water, this Armco Type 2 Bin-Wall is used to protect the shoreline from the eroding force of the lake's water.

Preassembly can speed installation time. This Armco BW 2 at a power plant site in Michigan was built in sections on shore. later placed in the lake by crane.

APPENDIX D

TIMBER WALKWAY

Li 582.Z 2

-n r£R., ~rVARl£S .. 1.:;.

1 , s,_J

SECTION

Z o 2 4 ...r. I

SCRL£ OF F~l=T

4' c;ALV.

PIP€

I BOLT ---~--+-

511 SC/-180.P!PE.

W£LD£D TO JACKET

- £NT/Rt. ASS€.MBl 1/ qALV.

)}Di€: OIJ i @, @, @j@,~OTAT~

JACXET qc; 0 rROM ShON \.

AIJO WEl05lc€V€ ro 51D€ FOR P!PE'Tt)

8,QT,E'R

TIM8c/G Pile

3 - % '' BO l TS @ 2½ ''C/C

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