HomeMy WebLinkAboutCOM 0210.001 2000-2002 ITEMS FOR DISCUSSION
AND PERUSAL
7~
Anticipated meeting with:
COUNCILMEN: DIMINIC YAGONG, AARON CHUNG
DIRECTOR OF PUBLIC WORKS, DENNIS LEE
1. Lihiwai/ Lila?aokalani Gardens:
While I any in agreement with Councilman Dominic Yagong's proposal for a three
months trial, I am, within my own convictions maintaining that this area should be blocked off
completely. As I mentioned on my testimony about the "HISTORY" of the "gardens" now that
we do have an access route as the Banyan Drive adjacent to the Cold Storage Building,
Liliuokalani must be maintained as a "PUBLIC PARK" as was set aside by ACT 53 of the S.L.
Of 1917. The onl-5j reason that it was a roadway was because there were not other accessible
routes to then the'"OLD NANILOA" Hotel, Banyan Drive, Reeds Bay. This road would exit to
AALAPUNA AZ= ENUE bisecting KILOHANA and KAINEHE Avenues thence to KAMEHA-
MEIIA AVENUE. Later there was an exit from BANYAN DRIVE to KALANIANAOLE
AVENUE as a new road was made on the "COLD WATER POND" adjacent to the HUKILAU
RESTAURANT. n keeping this Garden closed, I am to introduce the COUNTY OF HAWAII
PARKS AND RECREATION "JUNIOR FISH TOURNAMENTS FOR THE YOUTH" The
area in introduction will be from the OLD ISLES, the historical Wharf, then on to MOKUOLA
(COCONUT ISLt'~.ND.) After all, we are mandated to provide WHOLESOME YOUTH
RECREATIONAL ACTIVITIES preventing Youthful criminal activities.
By opening this Garden as an accessible route just to "see the reflections on the water in
TIDE BAY fxorn ibis point" as was introduced by one of the proponents is absolutely absurd, as
notir_g tre reflecti~fns can be seen in many areas on the BAYFRONT HIGHWAY. I hope that the
"BLOOD" of victims of an accident will not scar the "hands" of those who proposed that the
GARDEN be opened permanently.
There is a "TEA HOUSE" which was donated by the "TEA MASTER" as authorized by
the GOVERNOR OF TOKYO in maintaining a "sisterly" relations between TOKYO and HILO.
Later a SUMO (w-restling) area was donated and several JAPANESE LANTERNS to enhance
the beauty of the GARDENS. Later JAMES W. GLOVER donated a large BLUE LAVA
ROCK. The symbol and relationship of this STONE was to strengthen the "ties of friendship"
between JAPAN <~nd the ISLAND OF HAWAII. Because of this, many of the citizenry and even
leaders of our COUNTY seem to forget the ECONOMIC GROWTH by the visitors of JAPAN
into the ISLAND OF HAWAII.
Another item of somewhat concern, is that by allowing it to be opened and placing a 5
mile or 10 mile S-PEED LIMIT will not solve the problem as motorists will speed through this
area being in direct contact with the many picnickers, visitors and those who utilize this area as
one of tranquility and peace. " TO THOSE WHO THINK OTHERWISE, WAKE UP TO
REALITY"
2. Redesign BANYAN DRIVE AND REEDS BAY to be more of a safe and attractive area
for visitors and the GENERAL PUBLIC who congregate in this area and occupying the
HOTELS. From the drive starting from HILO I IAWAIIAN HOTEL continuing through the ~ 1 ~ f f
max. ~ ~ ~ ~~~01
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BANYAN DRIVE past HILO BAY HOTEL and towards the NEW NANILOA HOTEL, the
Banyan trees overhead are encroaching and entwining, preventing the SUNLIGHT to "peer"
through to the street, making it very opaque and a very dangerous and unsecured commuting by
the employees of the business enterprises who ordinarily would have to walk across to the
Parking Lot across the Street towards the "Golf Course." The OUTDOOR CIRCLE
ORGANIZATION have been very ADAMANT in having the center of the Trees cut, as they
have stated, "IT b~'ILL DEFACE THE BEAUTY OF THE DRIVE". No, they are wrong as the
Trees would still be there, but the Drive would be "safe to drive through or walk across".
3. PROTECTION OF THE CITY OF HILO BY TSUNAMIS AND TIDAL WAVES IN
THE FUTURE. Sometime in the latter part of the 40's and 50's, the U>S. ARMY CORPS OF
ENGINEERS intraduced "A RECEDING WALL FROM THE OLD LIGHTHOUSE IN
DOWNTOWN H€LO WHERE WAIANUENUE EXISTS TO ROUTE 19, THEN ON TO
MOOHEAU PARK." Somehow there were no "LISTENERS". A note of interest is that one of
the Organizations. who objected to this PROJECT remarked :"IT IS STUPID, AS WE CAN NO
LONGER BE ABLE TO SEE THE BAY AND OCEAN". Well, I disagreed with them and
stated: While beauty is relative, my main contribution is to HUMAN LIVES. Well, this can be
put to realistic approach by having our CONGRESSIONAL REPRESENTATIVES FROM
HAWAII seek FEDERAL GRANTS for this most important Project.
4. ELIMINATION OF POLLUTION IN THE BAY AND HARBOR.
There must be a concerned and exerted effort by the COUNTY, STATE AND FEDERAL
OFFICIALS in this type of Endeavor. I would suggest after, having a conversation with my son,
DR. FRANCIS L. BENEVIDES, with an ELECTRONIC ENGINEER DEGREE,to segmentized
the existing BREAKWATER in interval areas to allow the "flow in and flow out" system of
waves, and even be `helpful' in minimizing the strength of a TIDAL WAVE and TSUNAMI
wave action.
5. BREAKWATER PROTRUDING FROM the "OLD HILO SUGAR MILL". This would
allow apassage-way through the channel and also pt•event the "SPLASH of Tidal wave of
Tsunami endangering HILO. In the past, experiencing, personally on the onslaught of this
destruction was caused by a wave action hitting the coastline of the entrance to the Hilo Bay and
City of Hilo by splashing against the sides of this coastline.
6. REDESIGN REEDS BAY FOR A MORE ATTRACTIVE AND YET "GATHERING
PLACE" for our commuters. I have redesigned a sketch of a `new Reeds Bay' that allow more
Beach area, parking and security.
AN ADDED NOTE IN THE PROTECTION OF OUR HARBOR, I AM ALSO
INTRODUCING THE ARRIVAL OF MORE OCEANLINERS TO HILO (we did it in the 20's
and 30's), we can do it again. With the arrival of Oceanliners, the one `selling point' is the
presenting of Flower leis (Not artificial) to the visitors as we did in the past "WHEN WE HAD
DIRECT FLIGH`T'S TO HILO" until the year 1981when some of our LEADERS for
"INVESTMENT GREED" `crucified Hilo and East Hawaii in its economic growth.' And yet,
the Audacity to place a stupid sign "INTERNATIONAL AIRPORT". What International
Airport?? Do you see a great number of Aircraft (International) to HILO? SUGGESTION: The
sign is a misnomer and should be TAKEN DOWN AND REPLACED WITH A NEW SIGN
where visibility or identifying the entrance of the Airport NORTH and SOUTH on
KANOELEHUA :'VENUE. Asit is now, there is no sign stating the entrance to the AIRPORT
on KANOELEHUA AVENUE facing North. In its place, the name as was always in the past,
~
GENERAL LYMAN AIRFIELD or AIRPORT. In the present identification, are we making a
mockery of HILO ? Whomever were responsible for the name, "INTERNATIONAL AIRPORT"
had no sense of reasoning. Let's do something realistic for the city of Hilo, and not destroy it.
THINK ABOUT IT.
IN the area. of presenting of leis to the visitors, as aforementioned, we must seek more
allocated funding from the HAWAII VISITORS Bt1REAU for this type of venture.
TO THE PEOPLE OF HILO: WAKE UP AND BE HEARD FOR THE FUTURE
OF OUR CHILDREN, THOSE WHO ARE HERE NOW, "SAVE THE CHILDREN,
SAVE TI<E ELDERS", AND ABOVE ALL SAVE THE CITY OF HILO.
FRANCIS L BENEVIDES SR
PO BOX 1877
HILO, HI 96721-1877
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the shoreline adjus ment behind a segmented breakwater that is permeable and
overtopped.
d. Segmented Breakwaters. A segmented breakwater offers a very func-
tional solution for a long section of shoreline that requires wave transmis-
sion to prevent tombolo formation. The structure can be built nearshore in an
economical water depth because it permits a constant proportion of wave energy
into the protected area. Also, the diffracted waves have the same period as
the incident waves. Segffiented breakwaters can be designed to allow the beach
in their lee to accrete enough sediment to provide an erodible buffer during
storms and still maintain the natural longshore transport rate during normal
wave conditions.
The amount of :energy reaching the lee of the structure is controlled by
the width of the gaps between the breakwaters and the wave diffraction through
these gaps. The gaps should be at least two wavelengths wide, and the length
of each structure segment should be less than the distance offshore. Provid-
ing fewer gaps of greater width will cause the shoreline to respond with
spaced bulges and embayments with an enlarged relief (the seaward distance
from the more shoreward point of the embayment to the tip of the cuspate
spit}, which does not provide uniform storm protection along the project.
If this is not acceptable, increasing the number of gaps and shortening the
length of each segment will promote features of less relief, providing more
uniform protection. Segmented offshore breakwaters are illustrated in Figures
5-30, 5-32, and 5-33. Figure 5-33 illustrates the use of offshore breakwaters
in conjunction with. a beach fill.
e. Positioning with Respect to Breaker Zone. Placing the breakwater
landward of the nrsrmal breaker zone will advance the shoreline and may cause
tombolo formation (see Fig. 5-32). If positioned well shoreward of the
breaker zone, a large percentage of the total longshore transport will pass
seaward of-the structure and the effect on the adjacent shoreline will be less
severe. This method is not recommended for coasts with steep beach slopes and
narrow surf zones because the area shoreward of the breakwater will tend to
fill completely, turning the breakwater into a seawall.
f. Structure :Orientation. fihe orientation of the breakwater with respect
to both the predominant wave direction and the original shoreline can have a
marked effect on ffhe size and shape of the resulting cuspate spit or tombolo.
A change in structure orientation modifies the diffraction pattern at the
shoreline, and subsequently, the shore response. An approximation of the
shape of the shore response when waves are normally incident to the shoreline
can be deteroained by using the procedures discussed in Chapter 2, Section IV
to determine the diffracted wave crest configuration. For waves that are
extremely oblique to the shoreline, it is recommended that the breakwater be
oriented parallel to the incoming wave crests. This will provide protection
to a longer section of shoreline for a given structure length; however, it
will probably increase the amount of construction material required for the
structure since one end of the breakwater will be in water deeper than if it
were oriented parallel to the bottom contours.
6. Other Considerations.
Apart from shore response, there are several other factors which affect
5-71
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Coastal engineering ~avsearch Center
UF'l•~~`TM~N~ ®F ~a-I~ AF3MY
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~ ' Waterways experiment station, Corps of engineers
~ n>::~~~..:.:x:.~:.~>:~... . P® fox 631
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US Army Corps of Engineers
{ s~~~r~~ Washington, ®C 20314
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d. Concrete-Caisson $reakwaters.~ Breakwaters. of this type are built of
reinforced concrete shells that are floated into position, settled on a
prepared foundation, filled with stone or sand for stability, and then capped
with concrete or stones. These structures may be constructed with or without
parapet walls for protection against uaave overtopping. In general, concrete
zaissons have reinforced concrete bottom, although open-bottom concrete
caissons have been used. The open-bottom type is closed with a temporary
wooden bot-tom that is removed after the caisson is placed on the foundation.
the stone used to fill the compartments combines with the foundation material
to provide additional resistance against horizontal movement.
Caissons are generally suitable for depths from about 3 to 10 meters (ZO
n.o 35 feet). fibs foundation, which usually consists of a mat or mound of rub-
?51e stone, must support the structure and withstand scour (see Ch. 7,• Sec.
III,8). ~bhere foundation conditions dictate, piles may be used to support the
structure. Heavy riprap is usually placed along the base of the caissons to
protect against scour, horizontal displacement, or weaving when the caisson is
supported on piles.
IX. BREAKWATERS, OFFSHORE
Offshore breakwaters are usually shore-parallel structures located in
mater depths between 1.5 and 8 meters (5 and 25 feet). The main functions of
breakwaters are to provide harbor protection, act as a littoral barrier, pro-
~ide shore protection, or provide a combination of the above features. Design
considerations and the effects that offshore breakwaters have on the shoreline
and on littoral processes are discussed in Chapter 5, Section IX.
i;. Types.
Offshore breakwaters can usually be classified into one of two types:
the rubble-mound breakwater and the cellular-steel sheet-pile breakwater. The
most widely used type of offshore breakwater is of rubble mound construction;
:..owever, in some parts of the world breakwaters have been constructed with
*imber, concrete caissons, and even sunken ships.
A variation of offshore breakwater is the floating breakwater. These
structures are :designed mainly to protect small-craft harbors in relatively
sheltered waters; they are not recommended. for application on the open coast
recause they have little energy--dissipating effect on the longer period ocean
Wives. `I'tie most recent summary of the literature dealing with floating break-
«-aters is given: by Hales (1981). Some aspects of floating breakwater design
.are given by Western Canada Hydraulics Laboratories Ltd. (1981).
Selection Qf the type of offshore breakwater for a given location first
depends on functional needs and then on the material and construction costs.
termining factors are the depth of water, the wave action, and the avail-
~bility of material. For open ocean exposure, rubble-mound structures are
usually required; for less severe exposure, as in the Great Lakes, the
eeLlular-steel sheet-pile structure may be a more economical choice. Figure
~~E~ illustrates the use of a rubble-mound offshore breakwater to trap
littoral material, to protect a floating dredge, and to protect the harbor
~w!-rance .
Probably the most notable offshore breakwater complex in the United
6-93
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States is the 13.7-kilometer-long (8.5-mile) Los Angeles-Long Beach breakwater
complex built between 1899 and 1949. Other U.S. offshore breakwaters are
listed in Table 5-3 of Chapter 5.
2. Segmented Offshore Breakwaters.
Depending on the: desired function of an offshore breakwater, it is often
advantageous to design the structure as a series of short, segmented break-
waters rather than as a singular, continuous breakwater. Segmented offshore
breakwaters can be used to protect a longer section of shoreline, while allow-
ing wave energy to be transmitted through the breakwater gaps. This permits
a constant proportion- of wave energy to enter the protected region to retard
tombolo formation, to aid in continued longshore sediment transport at a
desired rate, and to assist in maintaining the environmental quality of the
sheltered water. Additionally, the segmented breakwaters can be built at a.
reasonable and economical water depth while- providing storm protection for the
shoreline.
Figure 6-66 illustrates the structural details of the segmented rubble-
mound breakwater at Lakeview Park, Lorain, Ohio, which is on Lake Erie. This
project, which was completed in October 1977, consists of three detached
rubble-mound breakwaters, each 76 meters long and located in a water depth of .
-2.5 meters (-8 feet) low water datum (LGTD) . T'ne breakwaters are spaced 50
Haters (160 feet) apart and are placed about 145 meters (475 feet) offshore.
Bey protect 460 meters of shoreline. The longer groin located there was
extended to 106 meters (350 feet), and an initial beach fill of 84,100 cubic
teeters (110,000 cubl~ yards) was placed. A primary consideration in the
design was to avoid the formation of tombolos that would interrupt the
~ongshore sediment transport and ultimately starve the adjacent beaches.
Immediately after construction, the project was monitored for 2 years.
~.ndings indicated that the eastern and central breakwaters had trapped
~.ittoral material, while the western breakwater had lost material (Walker,
mark, and Pope, 1980;. The net project gain was 3800 cubic meters (5,000
~bic yards) of material. Despite exposure to several severe storms from the
.-rst during periods of high lake levels, there had been no damage to the
~eakwaters or groins and no significant erosion had occurred on the lake j
~ttom between the breakwaters. f
X. CONSTRUCTION MATERIALS AND DESIGN PRACTICES i
The selection of materials in the structural design of shore protective
marks depends on the economics and the environmental conditions of the shore .
area. The criteria that should be applied to coffiznonly used materials are I
scussed below. ~
I
Concrete.
i
The proper quality concrete is required for satisfactory performance and ~
r=rability in a marine environment (see Mather, 1957) and is obtainable with
concrete design :snd construction practices. The concrete should have low
se~eability, provided by the water-cement ratio recommended for the exposure
:_=xlitions; adequate trength; air entrainment, which is a necessity in a
6-95