b'2 7.3 13J1 Tie Immuii i k Sarlor §f duck, By J. VINCENT BROWNE, C. E. KEKV BBFOBB THE AMERICAN SOCIETY OF CIVIL ENGINEERS. • ■ • » • • • • • • . • • •• • • . •• •" -• t «*■*••• « • h * • ■ • t • « \. '\ I ^ "^ li L-' 3 8 17 '•fr^'i-' PRESENT BOARD OF QUEBEC HARBOR COMMISSIONERS. Chairman—T. V. Vaun, Esq., M, P. Hon. Taos. McGbkkvy, M, P. WtLUAM Rab, Esq. Br. B. DoBixii, Esq, James Patton, Esq. J. BxiiL FoBjrrrH, Esq. JoHK Shabpi/ibs, Esq. Fbkdinand HAjcEt, Esq. JuLiEN Chabot, Esq, ifeec'y and Treas.--A. H. VEBiiBT, Esq. Designing Engimers~KxHmpFEB,andMonms, M. I. C. £., London; Resident Engineer — ^Woodfobi> Pu,kington, M. I, C. E. Besideni Assistatd—Sft. Gbo. BoswsiiL, A. M. I. C. E. , Quebec C!cmr of all dimensions to this pliice. This railway and the iniprovt>n\ents of the iiarbor will fortn an important fac- tor in the prosperity ol' (^noboc. The great width of the Ht. Lawrence river at (^Huoboc and its almost perpendicular rocky fore-shore, the unusual depth of water in places close in shore, with strong currents and the great rise and full of the tide, render it necessary that some sort of harbor of refuge should be provided so that vessels under detention or late in arriving can winter here in safety. Accesa to deep water at all stages of the tide must also be provided for tbo carrying Umlo opened by the North Shore Bail- road. The immediate vicinity of the mouth of the St. Charles river was se- lected for commencement of the present Harbor Improvomeuts, wljich are now rapidly approaching completion. Kuipple & Morris, of London, England, are the designing engineers, but the works are under the immediate supervision of Wcjodford Pilking- ton, also of London, England, all of whom are members of the Insti- tution of Civil Engineers. The contract for these works was awarded to Simon Peters, of Quebec, Edward Moore of Portland, Maine, and Augustus R. Wright, of New York City. The contract holds the con- tractors responsible for the work and its maintenance for a period of twelve months after its final completion. It also requires the con- tractors to furnish a competent engineer to take charge and generally superintend the entire woi'k. Work was commenced in the fall of 1877, but little was then accom- plished. During the succeeding seasons of 1878-9, rapid progre-ss htis been made. The work at present in iirogress of construction could form a centre embankment for a double wet dock, as well as a double tidal harbor, but one of each is all that is now contomi^lated. See Plate XXX. The present embankment forms the northern wall, and the foreshore the southern wall of the wet dock and tidal basin ; the west wall of the wet dock is formed by Gas House Wharf, and the east wall by the cross- wall, which latter forms the west wall of the tidal harbor. This embankment is named, " The Princess Louise Embankment." It has a length from east to west of 3 500 feet, a height above low water, of 24 feet, and extends from Gas House Wharf to, and forms a junction with what has been for some years an isolated mole or break- water, which stands in 50 feet of water at low tide, and is known as Ballast Wharf. The south wall of the Louise Embankment, which is the north wall of the tidal harbor and wet dock, is nearly complete and is to be for its entire length a cut stone superstructure resting on a foundation of timber oribwork and concrete filling. The north wall of the embankment is formed by a continuous (en- tremese filling) oribwork, with counterforts at intervals of every 20 feet, extending into the embankment 22 feet. ?irnrca>f KV<»j,«^. : J.-;75BS55 ■ J'«'-«iiri.-j;teitoaiiSLi2i^*ft:K: Mt^a,. **''**r*"^ • ■■ ■■ i all lip ■•'^^>«?ewte*i«ti«X::ji **''^'W»a**«KHMSIli;(«r« » ^ttt ''7%>&.-j ,»•• < wwsr-w*'.' m 13 NT M J ^^ >: n 2>g ■>«iSir.*. On finn> <'ompletion of this omlMinkmoiit there will be added to the Icngtli of till' wliiuf iU'coinuiodiition of this \Hn't iipwai'dn of one uud a half mill's. The entiro water area inclo.sed is sixty acres. The works have already domonstrated their value as a protection to shii)[)ing, as not a dollars worth of damage has been sustained by the vessels within them last winter, although the ice was heavy. All the crowding and shoving that has taken place in former years, is now done away with. The value of floating jiroperty wintered within the limits last sea- son was upwards of two hundred and fifty thousand dollars. There is now under consideratiou a steam ferry, for the purpose of transferring cars from the terminus of the North Shore Railroad, which is at the east extremity of tlio Louise Embankment, to the opposite shore, or the Point Levis side of the St. Lawrence river, thereby giving thn)ugh connection from the west to Halifax, Portland, Boston and New York. For the foundations of the north wall of the wet dock and tidal basin a preliminary channel was dredged 150 feet in width, for 1 2-10 feet in length, to a uniform depth of 24 feet at low water ; the remaining 2 310 feet, which falls inside the wet dock, was dredged to a depth of 10 feet at low water. No serious imi)ediment was encountered, except the great rise and fall of the tide, which averages 18 feet, the spring tides often running as high as 22 and 23 feet. The work of dredging was pushed night and day. The foundation of the quay wall of tlie tidal basin, is formed by a series of timber cribworks in lengths of 120 feet each, of the name and style known as entromese tilling, (See Plate XXXI for front view, Plate XXXII for back view, Plate XXXIII top view on section of crib, and PLite XXXIV end elevation of crib). The dimensions of these cribs are, length, 120 feet, width at base 33 feet, width on top 23 feet, and in height 27 feet, batter of face one-half inch to the foot. Plate XXXIII shows the pockets formed in the front of the cribs by a series of planking, which form the rear retaining wall for the concrete facing of foundation. Each second crib that is sunk is provided with a bulkhead, at its west end, or at the end where the next crib sunk will join. This bulkhead prevents any current in the pockets during the rise and fall of the tide, ami also gives comparatively still water in which to deposit the concrete, thereby guarding against any possible wash of the concrete after being deposited. The back of the cribs immediately in the rear of the pockets (see Plate XXXIV) is tilled with stone and clay, iu nearly equal portions, allowing it to take its natural «lope. The tilling taken with the concrete face forms a most substantial foundation. The amount of concrete in each length of 120 feet is 1 650 cubic yards {equal to 2 475 tons), and of clay and stone tilling 'i 723 tons, so that the dead weight actually placed with care in each crib is 5 198 tons, The dredged material is tUi«u tilled in over this clay and stone filling to a level of one foot below the concrete. Tl'.is style of foundation is 1 24:0 feet long, and all falls within the tidal basin. The remaining 2 310 feet of foundation, or that portion which falls within the wet dock (see Plate XXXV) is formed of skeleton cribs, with plank forming the back of pockets, the same as iu the tidal harbor, while the face of the cribs is formed by sheet piling. These cribs are brought up to the piles and then tilled with concrete, stone and clay filling and backing. These f'nindation cribs, in all instances, rest on a series of stub piles driven to • uiiform level by means of a follower, and in no instance are these piles allowed to project above the surface of the bed of the chan- nel over 12 inches. Four submarine divers have be(>n emidoyed, as with the great depth of water it would be impossible to secure a level bottom and remove various obstructions without their aid. The mode of placing the concrete within the crib foundaticms is by a skip, or box holding 1 cubic yard (see Plate XXXVI). This skip is an invention of Edward Moore, and is covered by letters patent. It is made of boiler plate iron, is '^ feeet square and 5 feet in height, and is provided with double doors as a cover. The lower part of this skip also has double doors, about two feet from the bottom, held in position by a strong spring latch, to which is attached a line, so as to spring the latch at will. When the skip is hjwcrcd to the bottom tlie latch is sinning, and the concrete di^posited and retained witliin its walls. The skip is then raised from it, leaving the concrete in block, with the least possible wash. This mode is employed for all under-water work. The mixing of concrete is done by a nnn-hine similar to the one used on the jetty works at the moutii of the ]\[ississippi river, but instead of its being u fixture it is placed ou a scow 75 feet long, 30 feet wide and 7 feet sides, drawing about 3 feet of water. In connection with the mixer is a swinging crane, with a traveling truck on its top arm. The proper cJ «■ CQ ri o OQ e *♦■? I T'.» portions of cement, sand and stone are placed in alternate layers, in an iron tub, and the reipiisite amount of water is deposited ecjually over the top of these, then it is hoisted up, and by means of a traveling truck, is run immediately over the hoi)per, whioli is directly over the mixer. The contents of the tub are dumped into this hopper, from which it imsses into the mixer. Here it receives from 6 to 8 revolutions, when it is dumped into a car immediately underneath, the car is run out under the crane which handles the skip from the car. The concrete is placed in the skip, the crane swung around, and the skip run either in or out, at will. When in position it is lowered, and the concrete deposited in its place. By this appliance a uniform deposit is made, the mixer being hauled ahead or dropped back, at will, for the entire length of the work, thereby securing as nearly as i)ossible uniform courses of concrete for the whole. Owing to the great rise and fall of the tide, and to enable the work to continue at high water, or after the cribwork is covered, traverses are secured to all angles of the rear planking, this forming a perfect 2>rofile of rear of the pockets, at the highest stage of the tide. During the season of 187!), that is, from July until the 1st of November, there were placed in position by the mixer alone ujjwards of 9 000 cul)ic yards of concrete, and by hand o 000 cubic yards. That placed by hand formed the backing of the cut stone superstructure, this requii'iug exi)ert workmen. The manner of bringing up the stone wall, and concrete backing, is as follows : A course of stone is first laid, which forms the front retain- ing wall. Plank, following the line of the plardiing in crib foundations, is then brought up tor a back retaining Mall, and the concrete placed in between the masonry and the planking. Great care is taken that at least 2 inches of fine material shall be secured between all the large stone placed in the concrete, as Avell as between them and the rear planking and the masonry. This concrete is finished off with each course of masonry laid, and large angular stones are left projecting from 4 to 12 inclies above the concrete backing, and embedded at least 3 inches into it, this forming a perfect bond when the next course of concrete follows. As fast as the wall is carried up the tilling in with dredged material is carried on, backing uj) the wall to within a reasonable distance from the top, so that no sand or silt may df.'ijosit itself ui^ou the concrete during high water. 6 As the matorial (hcdgi'd poi>h to form the ombankniout between the north anlaiin.'l. ci. list meted and patented a revolviiig derrick (w^e riate XXXVlli with one aim on either side, directly op.posite eai-h other, each UO U-A louf^-. This works in connection with a dipper dredge parallel to it. and 110 feet distant. From each arm of the derrick is sus- pended a tub of boiler plate iron of a capacity of 15 cubic yards. These tubs are swung alt(rnati;ly to tin? float on which they are lauded at the dredge's side, the dredge raises its dipper, tilled capacity, 3 cubic yards, swings it around, and dumps its contents into the tub. The tub is then hoisted, the derrick swung around, and the contents of the tub dunii)ed 210 feet from where it was dredged. And so tlie operation goes on day and night, moving about 1 500 yards per day. At tirst the derrick was carried on blocking, but it now rests on a pontoon, and is pulled ahead or dropped back at will. Another portion of the matiuial is moved by a clam-shell dredge, which travels on top of the northern wall of the embankment on a rail- road track. This is employed in C(jnnection with a clam-shell dredge ni the tidal basin. • The latter deposits its dredged material into scows which are run around outsidi' and along the face of the northern wall, or cribwork, and dumped. Hen- the dredge on the embankment picks it up "i"^ deposits it inside the wall, thus forming the embankment. The extent of dredging is ubout 1000 000 cubic yards, and consists (see Plate XXX) of dredging tlie tidal basin to a uniform depth of 'it feet at low water, ami the wet doek to a uniform depth of 10 feel, at low water, thus securing at all times Ui feet of water in the tidal harbor, ami 10 feet in th(^ wit dock, where formerly it was all dry land at low water. At high tide there will be secured 37 feet of water in the tiilal harbor, and when the gates are closed in the cross wall there cau be maiutainid at all times 27 feet of water in the wet dock. The plant used on the works has been 1 dipper dredge, capacity of bucket, :i cubic yards; I revolving derrick, same capacity ; 1 clam-shell dredge, capacity of biieket, 2 cubic yards ; 1 clam-shell hoister same capacity; 8 dump scows, capacity, 100 cubic yards each; 2 steam tugs; i t- G.ROUNO AT Low Watei L.W -u ^K f'l.ATE XXX1\'. THAXS AM SOr ri\' KNdW'S vol. IX X" (-(Xlll. mtOWXK ^'N QIKIiKC IIAWDOi; FttMM m S URFACE ROUND AT Low Water PLATK XXX IV'. TRANS AM SOC i'lV K.\(i vol. IX A'" CfXIIl. BHOVVXK "N- (^lEIIKC IIAKIIOJ} 81 i'latf: XXXV. TRANS AM SOC CIV KNd'H'S VOL IX N" ('CXIII. BHOWNK UN (^FKHKr IIAiniOlf deck scows ; small steam lioister ; steam concrete mixer ; 3 pile drivers ; 1 large barge (or cement store) beside numerous smaller craft for trans- porting supplies. Tlie concrete employed on these works consists of two kinds, eight to one and four to one. The former is composed of two barrels of clean, sharp sand, two of McAdam stone to pass a three-inch ring, four of large angular stone, and one of Portland Cement. The four to one concrete is composed of two barrels of clean, sliai-p sand, two of McAdam stone to pass a three-inch ring, and one of Portland cement. The cement used in these works is English Portland, manufactured by Gibbs & Co., London. Over 14 000 ban-els have been used, all of which is subjected to a rigid test of its tensile strain, viz., 750 lbs. to a section of Ij inches square. One feature should be particularly noticed, which is that cement trans- ported on steamers will not show such good results as that brought by sailing vess(ds. In one instance, when a cargo by steamer did not come up to the standard, although tested several times, I caused it to be aerated for one or two days, keeping a man turning it over gently. The rcaalt obtained after this process was satisfactory, being above the required standard. Many experiments also prove that the smallest amount of water that can be used and yet make a good stiff composition, without sweating or weeping, gives the best results, as is shown by the following table : ti jj Temperatiiro. a 4) ■s a a ^ 1-4 O C g 2 i Bbhabks. « ifi is 2(; 27 28 4| oz. of water. 5 oz. of . o\ oz of water. water. 1 a 3 4 5 6 7 •8 9 10 U 12 13 14 15 IG 17 18 19 20 21 22 23 24 25 2(1 27 28 2 niontliB. 2 mouths. :t 1 2 3 4 6 G 7 8 10 U 12 13 14 15 10 17 18 19 20 21 22 23 24 2S 2G 27 28 2 months. 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