1977, consisted of overlaying the uniformly placed tribars and the 300 ft of 

 trunk shoreward of the tribar area with two layers of 11-ton unreinforced 

 dolosse. Dolos coverage in the tribar area extended from the toe of the slope 

 to +5.0 ft mllw, while the remaining 300 ft was overlaid from the toe to the 

 structure's crown. Rehabilitation of the head with two layers of 23-ton 

 dolosse was completed in 1985. The trunk was also rehabilitated using one 

 layer of 11-ton dolosse on the sea-side slope and one layer of uniformly- 

 placed, 6.5-ton tribars on the harbor-side slope (Plate 12). Construction 

 history Is summarized in Table 8. 

 San Pedro Breakwater 



12. San Pedro Breakwater, Los Angeles, California, is one of three 

 separate breakwaters that provides protection for the Ports of Los Angeles and 

 Long Beach (Plate 13). Construction of the 11,150-ft breakwater was initiated 

 in 1899 and completed in 1912 (Plate 14). In 1917 the 392-ft S.S Governor 

 collided with the ocean side of the structure, displacing both substructure 

 and superstructure stone along a 50-ft section. Repairs to the structure, 

 completed in 1918, consisted of 1,000 tons of salvage stone and 200 tons of 

 new stone. In 1941 wave-induced damage that occurred in 1939 was repaired. 

 Although little information is available, it appears that the damage consisted 

 of displaced dimension stones from the superstructure, and the repair work 

 consisted of returning the dimension stones to their original positions. A 

 storm on 21 March 1983 caused damage to the breakwater, including breaches of 

 the superstructure at six locations as well as displacement of numerous dimen- 

 sion stones. The largest breach was 400 ft long, while the others varied form 

 20 to 80 ft. Based on results of model tests (Carver 1984), a molded concrete 

 block repair section and a stone rubble-mound repair section that are more 

 stable than the dimension stone section of the existing superstructure were 

 developed. The stone rubble-mound repair option was chosen (first use of 

 dissimilar armor on the breakwater); however, due to temporal constraints, the 

 emergency repair section used in the large breach was considered temporary and 

 differed significantly from the section developed in the model study. In 1984 

 about 12,000 tons of 7- to 20-ton capstone were placed in the major breach, 

 and the smaller breaches were repaired using 1,600 tons of 7- to 20-ton cap- 

 stone. Spot damage at numerous other locations was repaired by retrieving and 

 replacing displaced dimension stone. Plans are being formulated to strengthen 

 the major breach repair with additional 13- to 20-ton capstone, as shown in 



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