anchor. A wench for each cable length permits adjustment of pier position and cable 

 tension. North-south positioning is accompUshed by cables connected to anchors located 

 beyond the north and south ends of each pier. The north cable lines also have wenches for 

 adjustment. The seven east anchors, the nine north anchors, and five of the seven west 

 anchors consist of concrete blocks resting on the marina bottom. Several tons of rock piled 

 in front of the anchors provide additional resistance. Two west anchors connect to the new 

 steel breakwater extension. Anchors located on the shoreline consist of concrete blocks 

 weighted with earthfill. These blocks also support the bridge ramps between the shore and 

 floating piers. 



Cables are pretensioned sufficiently to hold approximate horizontal positions. The 

 system wiU accommodate changes in water level up to about 5 feet without wenching 

 adjustments. Connecting the several piers has a calming effect on the marina basin, tending 

 to dampen waves and reduce movements during storms. 



This unique anchorage system combined %vith the existing site-feature advantages have 

 provided the Cleveland area with a safe fuU-service marina facility since 1969. 



(3) Galveston Yacht Basin. Probably the most uniquely engineered small-craft 

 installation encountered during the marina survey was the Galveston Yacht Basin (Fig. 169). 

 This fuU-service marina is located only five blocks from downtown Galveston and is sited on 

 Galveston Channel, which provides access to both the Intracoastal Waterway and the Gulf of 

 Mexico. 



This installation offers covered berths for 416 power cruisers, pigeonhole dry -storage 

 parking for 180 boats, and open slips for 150 sailboats. The layout plan is shown in Figure 

 170. In the north basin, shown at the top of the figure, are four long, parallel-covered piers. 

 The three piers labeled B, C, and D each shelter 116 craft; pier A shelters only 46 because of 

 the land interface on its south side. These piers are protected by two moles and a 

 breakwater. 



The mole on the north side also provides protection for 50 open sailboat slips that are 

 located in its lee. The southwest mole supports one of the two fuel stations. The south basin 

 contains the remaining sailboat slips, a smaller covered row of 17 slips, the launching 

 facilities, and a second fuel dock. Both basins are 12 feet deep at low water. 



The most unusual engineering feature of the marina is the structural design of piers B, C 

 and D (with pier A differing only because of land-water interface). Each main walk is of the 

 usual reinforced concrete slab-on-stringers design, but alternate finger piers of massive 

 concrete construction form the bases for structural steel roof -support columns about 10 feet 

 out from each edge of the main walk. From that point outward to ends of fingers and edge 

 of roof, both the concrete finger piers and the steel-framed roof are cantilevered. The entire 

 concrete floor system with superimposed roofload is supported on timber piles, 

 pressure-treated with coal-tar creosote. Intermediate finger piers between the roof-support 

 fingers are of very narrow timber construction on creosoted timber pile supports and are 

 intended for fendering and for mooring ties rather than for the boarding of passengers. 



277 



