CONSTRUCTION METHODS FOR THE MOLE INSTALLATIONS IN THE OUTER HARBOR OF THE RUEGEN ISLAND PROJECT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A001300080002-7
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 19
• Document Creation Date: December 22, 2016
• Document Release Date: January 28, 2010
• Sequence Number: 2
• Publication Date: June 3, 1953
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SECRET
SECURITY INFORMATION
East German REPORT
SUBJECT Construction Methods for the Mole DATE DISTR.
Installations in the Outer Harbor of the
Ruegen island Project NO. OF PAGES
This Document contains information affecting the Na-
tional Defense of the United States, within s he mean-
ing of Title 18, Sections 793 and 794, of the U.li. Code, as
amended. Its transmission or revelation of Itt, contents
to or receipt by an unauthorized person is yrohibited
by law. The reproduction of this form is prohibited.
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
1. As requested by the Soviet-sponsored Ministry of Interior, the large
Jasmunder Bodden is to be made available' toEhipping as an anchorage
by *.e Summer of 1954. This may be accomplished by making an excavation
east of Glowed At the same time a waterway must be made which is to lead
to the extensive harbor and shipyard installations which are also to be
constructed. In later years, these installations will be grouped all
around the Bodden0
ARMY JNAVY AIR
FBI I F?C FT
(Note: Washington Distribution Indicated By "X"; Fi.id Distribution By "#",)
3 June 1953
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.1 1.
2. The most important prerequisite for the complete use of the
Jasmunder Bolden is a completed channel, dredged to its full
12 m. However, for protection, it would be necessary to com-
plete the outer harbor mole installation. Since this is not
possible, the following compromise was accepted. By the
summer of 1954, at least 300 running meters of quayage in
the so-,called fiehin harbor must be completed. In order to
allow smaller units (requiring six meters of.water) to use the
harbor by that date, the natural cofferdam which will remain as
a canal boundary on the northeide will have to be broken through
to a width of 60 m. and a depth of six meters below mean water
level. Iin order to give this entrance the necessary protection
against =unning seas, the mole installations (east W west
moles) should be finished to the six-meter water line by the
end of 1954.
Final complete dredging of the above mentioned cofferdam will
hardly 'be necessary or possible before 1956 or 1957. B then
the large shipyard construction (dry and building docks) on the
eastsid.e of the Bolden in the latitude of Martine Port, will
be completed; furthermore, the mole installations can be
completely finished by then.
4. Since the moles will not be completed until 1956, the entrance
to the canal will be inadejuately protectecl at the time the canal
is open to traffic (end of 1954). However, this is not con-
sidered serie*usJ since the entrance will be dredged only to
six meters,and since the waves caused by storms from the north-
west to a northeast direction will break up on the rising
beach. Only seldom would one have to count on the Waves oom-
ing into the canal,and then the back water would slow down the
water disturbance very guiokly.
5. However, one will have to reckon with a large amount of erosion
f
directly an either side of the entrance. Large reserves o
stone shoring (stone facing) and wattlework would have to be
installed for such an event in the immediate vicinity. Further?~
more, smaller units would have difficulty in entering and
leaving during wind velocities of Beaufort scale four or more,
and duting upland winds (east over south to northwest).
In order to most the above emergenoies as quickly as possible,
the order was given to hasten the completion of the outer
harbor in a building program through 1956. The east mole
was favored, and is ?to be completed ahead of the west mole.
seasons for this are as follower
a. The oil depots are, to be located on the east side of the
outer barber ands together with the nearby underground
storage depots, were given a very high priority.
b. Since the east mole is considerably shorter than the west
mole, one oould construct berths for a depth of 12 m.
much quicker. By the one. of-1955 the mole is to be oom-
plet+d as far as the aolehead. Of special importance is
the fact that the railroad tracks planned on the east mole
can be connected directly to the network of tracks on the
island and therefore, no ferry will be needed.
8OET
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planned in 8-40.
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o. Navigational considerations are part of the deciding factors.
Sixty per cent of all winds come from a 8outiliwest -jto north-
west direction. During the winter about 20% of the winds
come from an eastern to a .northeastern direction. The
Arkona peninsula can act as a natural wind protection for
the entrance from almost all winds except those from the
north. The west mole, which runs about 450 m. long in a
west--eaiV ' direction, would. have to protect the entrance
from the north. But this construction will not be complete
until 1956,
25X1
On the other hand, the conditions on the east side are con-
siderably different. As has been proved in, the large model
in Potsdam., southeast to northeast winds cause a strong east-
west current along the coast at Glowe. In cold weather these
winds would also bring floating ice to the canal entrance
creating a danger of shifting ice. These east cross winds
would influence navigation in the canal entrance very much.
In case of drift ice together with shifting ice, it is to be
expected that shipping would be halted.
8. During 1938-40, sufficient opportunity to study the 25X1
boring vesu d determine the ground conditions.
7 .K, ,sf'r ,e able to carry forward the plans of the mole 25X1
cne?,~~a?,,_ in so short a time that the building of the west
foundation was started 1 December 1952. It must be added,
however, that the construction methods now being carried out
would not have been employed by the (ermany Navy. The impos-
si',ility of procuring sheet-piling, wide-flanged steel I-beams,
and stsel ramming piles in the Sovie t Zone of Germany forced
a. completely different structural slape than 25X1
In order to better present the development, the type of con-
atruction planned in the years 1938-40 will be described first.
It must be pointed out that at that time the moles were to
function only as breakwaters, jetties and, in some instances,
also as berths. The planning of the German Navy was based on
the fact that berths for large ships were available in the
neighboring harbors of Stettin, Luebeok, and Kiel. In t--
days' plan the moles are being developed. as efficient loading
piers.
10. In 1938-40, examination of the ground gave a?favorable picture
for the base of the moles. There was chalk over which marl
was found de,soending at a sharp angle to the seg. This type
of ground oe be loaded to a weight of 8 kgm/om (17.6 lbs.
per centimeter squared) and furthermore, it has other good
qualities such as the ooeffioient of friction, sliding re-
sistanoe, and 'pe rmeability.
11. Doubtlessly sheet-pilings would have served as the main part
of the construction. But in. the more shallow water near the
coast, an extraordinary number of stones was found which were
deposited there during the Ice Age and then in time exposed by
the sea.
12. The construction shown in the first sketch JE-nolosure (
was therefore planned. Wide-flanged steel I-beams in various
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statically determinate sections were to be framed by an auxili-
ary structure at intervals of about three meters. The wide-
flanged steel I-beams give way or turn to a limited. extent,
as soon as they hit against a stone and would cause a sheet-
piling to spring out of its look, thus damaging the bulkhead.
Therefore,,it was planned to place reinforced concrete girders
horizontally. on top of each other between the supporting beams.
These girder.g,?were to be prepared in various dimensions on land
and put in storage, ready for use. The inserted girders would
have to be stronger toward the bottom of the sea than at the
water line,,. These girders were to interlock similarly as with
reinforced concrete sheet-pilings- With the help of prepared
casing piles, the beams were to be embedded. in concrete by
means of underwater concreting and a ramming scaffold. Thick-
nose from the outer e&.39 c:f the beam to the inner edge of the
concrete wall, about one meter.. On this concrete wall, a
continuous reinforced concrete girder would have been placed
to enclose the wide-flanged steel I-beam heads and at the same
time serve as'a foundation for the construction of the mole.
In deeper water, stays would have had to be used in order to
reduce the cost and to preserve the free length of the supports,
13. Filling in the area behind the construction would have created
the necessary harbor site. Sandy types of terrain are found
in the Tromper Wiek whioh could have been obtained by floating
dredges for. this purpose.
14. As has alreay been explained, comparatively few stones are
found in the deeper water so that in depths of six - eight
meters under mean water level, a tightly closed steel sheet-
piling could have been provided instead of the wide-flanged
steel I--beams. The concrete apron could have then been omitted.
The continuation.. piece with parapet would have had to be con-
structed as already described.
15. Another sketch /Enclosure (B) .7y shows the actual mole con-
struction as it was planned'.for Ruegen. Ramming of the outer
row of sheet-piling separately from the inner row could have
been accomplished by using two heavy floating rams. Use of a
temporary ramming scaffold is impossibr?_e in depths of about
five - six meters. Divers..would have had to explore for er-
ratic blocks and'other hindrances and. remove them so that the
ramming work could have been accomplished without undue delay.
After the mainstay with the parallel running stays had been
installed, the filling-in with stones or sand would have been
aocomplishe'd., As soon as the entire mole had stood for a suf-
ficient per?pd of time,, so that a settling of any importance
could have been no longer expeoted, the concreting of the oovex-
ing plate with the parapet and auxiliary stays could have been
sa.oomplished from the landside without interruption.
16. Present construction methods developed for the shoring
and sides of the outer harbor were as fol3owss
a. The monolithic land section (root) L'ee Enclosure (c7.
As was mentioned above,. sheet-piling sections, wide-flanged
steel I-beams, aid. steel ramming piles (special sections)
cannot be'procured in the Soviet Zone because their steel
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industry is'not in-a position to produce such high grade
sections. Furthermore, ramming piles (diameter more than
0.25 m.) and round steel (reinforced iron) are only available
in limited amounts.
The accompanying sketch Enclosure (cl/applies to the con-
struction of the root of the west mole. Experience shows that the
root of a mole or quay construction is the most vital part.
Special technical devices against squeezing and backwashing must
be provided, The connection southwest of Koer-gshorn,i.e., near Glowe,
will be made by a jetty. This jetty must be constructionally connected to
the quay and must be built so that the approaching waves from
the north or northeast dissipate their strength on the rising embank.-
went. For this reasor~_the quay will be wider on the eastside as
shown on Enclosure (01,/. The final form of the concrete body has not
as yet been completely determined and will depend upon the hydraulic tests
now being conducted by the Hydrographic Institute at Potsdam. On
the landside, the construction should be connected to the high
shore so that the danger of backwash may be avoided.
After the necessary ground test had been completed, the following
construction method was followed,
Ramming was started using cantilever rams on the west side
of the construction on 1 December 1952 and should have
started on the east side or, 1 February 1953. Mile the
piles in the outer rows are spaced about two meters apar=t,
the inner rows are to form a closed wooden sheet piling.
The wooden constructions are to be connected by strut
beams, clamps, etc., to form a massive framework. Toward
the west side, fascine mattresses will be placed between the rows
of piles and the sheet-piling. On the east side, a dike
of large erratic hlOgks.: will give protection against heavy
seas. This dyke will also serve as support for the filling
which will be available soon from the dredging of the
canal. The filling available on the construction site will
not be sufficient for the second phase of construction so
that additional terrain will have to be acquired.
After completing this sheet-piling enclosure, the excava-
tion will be drained by means of a pump installed on the
shore. By means of a small dredger installed on an auxil-
iary structure, the required depth in the excavation will be
attained. The foundation of the concreteenclosure should
be about one meter below the natural floor level. It.will
be attempted to ram a concrete apron in very small sections
almost to the er:.d=6~f the .sbbee. jpUir on'the .outer..-side. LIn
15 meter-long concrete sections, from the expansion joint
to the next joint, the individual locks will be concreted in one
operation as high as the mean water level. Cogging and,
iron connections are provided so that the cementing to
the upper part is assured.
After the lower part of the construction is concreted and
sufficiently set, the removal of the ramming framework can
be accomplished. The outer rows of piles should be ac-
complished. The outer rows of piles should be pulled and
the sheet piling be out under water above the ground. On
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the water side, divers will then supplement the fascine
mattresses with additional fascines-additional bottom
support.
Concreting of the upper portion can only be accomplished
when the entire west mole is completed, so that the entire
construction can settle sufficiently first and cracks
caused by the settling may be avoided. Concreting can then
be done from both ends simultaneously, while main cable
duct is left hollow and later equipped.
b. The block constru tion method from the monolithic part of
the mole proper ,aee Enclosures (D)and (Ej/
As described above, the monolithic part ends at about the
two meter water line. A solution was found which follows the
so-called block construction method and which will enable the
construction to be carried farther out to sea.
The hydrographic service of the Seepolizei determined the
height of the waves to be two meters above the mean water
level. An addition for spray water was made bringing the
height of the top edge of the mole to.f_ 2.22 meters above
low tide. The top edge of the parapet was fixed at three
meters above low tide.
The static pre-examination disclosed that a concrete block
of about 55 tons, which is subjected to the strongest attack
by %rater, is not moved from its position. Therefore, the
maximum lifting power of the various special cranes was
fixed at 60 tons and special cranes (described later)
were ordered. Blocks of various shapes were developed which
all had the same weight despite the difference in dimensions.
The dimensions for the individual blocks are as follows:
From Top to Bottom
Stone 1 - 2 in, wide, 3050 in, deep, 3030 m. high
=23,1 m3 x 2.4 t/m3 = 55.44 T .
Stone 2 - 2 in. wide, 4 in. deep-, 2.90 in. high
=23.2 m3 x 2.4 t/m3 = 55.68 T.
Stone 3 -= 2 in. wide, 'x..50 m deep, 2.60 in, high
=23.4 m3 x 2.4 t/m = 56.16 T.
Stone 4 2 in, wide, 5 in. deep, 2.30 m0 high
=23 m3 x 2.4 t/m3 = 55.2 T.
Stone 5 - 2 in, wide, 5.50 m deep, 2.10 in, high
23.1 m3 x 2.4 t/m' 55,44 T.
Also shown Sn Enclosure (D17, is the construction of the
cogging. Each stone is constructed with two raised bilges
or two oblong notches or'all four longitudinal sides;
thus there are no straight joints anywhere. At this point,
it must be mentioned that the main pressure exerted on these
blocks is not by the water, but by the pressure of the wet
back filling, The tracks which lead to the west mole must
be laid on this bank filling, about 30 M. from the quay,
since the construction cannot absorb the load of the rolling
stock.
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Before commencing the construction of the shore wall, a
careful SpngiturUndl section in the axis of this wall with
closely spaced soundings (one meter) must be made.
results will be plotted and the plan for laying the blocks
will be made accordingly. The blocks will be numbered
and pre ared in the factory. Since all cement blocks from
type (1) through (5) have the same width of two meters and
on all stones the bilges and/or notches are so arran ed
that, for example, stone (1) can be placed on stone (3),
it will be possible to determine the best combination of
the stones according to various water depths determined
by the soundings. After the axis of the sea floor has been
cleared by divers and all hindrances removed by blasting,
if necessary, the placing of stone 1 in conjunction with
the monolithic part may be started.
According to the plan LSee Enclosure (E,)f the stones will
be brought under the crane on a service track which is on the
construction part already completed above mean water level.
The stones are placed in the wagon in such a manner that
the two meter side is to the front, that is, under the trol-
ley carriage, they must be turned 900? The idea for develop-
ing this type of crane framework was taken from bridge
construction, The crane framework runs on tracks. These
tracks are placedlhoxizontaily on rai .for ;ed ;,oncrdte .gimlet,,.
The girders are cemented to the blocks already in place
and thus create a firm longitudinal binding of the top
row of stones. The crane framework can be sufficiently
directed on its wheal so that small curves can be negotiated.
After the trolley carriage has run back to the counter-
balances the stone is hooked on and the trolley carriage
brings it to the construction spot at the beginning of the
quay wall. The stone is let out gradually until it can
be turned under the crane framework. With the help of
devices, the stone is then put in place. The process is
then repeated.
This method can be used as far as the ten meter water line.
Then it is almost necessary to employ the developed mole
construction methods, particularly because the tracks for
the west mole must be placed at the beginning of the mole
in such a way that the shore wall is considerably loaded.
c. The mole construction /see Enclosures (F), (G), (H)s and (1)7,
The method described above sunder ba) cannot be applied in
the construction of the moles. Even if two of the described
crane frameworks were employed (for each side of the mole),
construction would progress slowly. Particularly because
the range of these cranes is limited, the crane would always
have to be moved forward (construction of tracks), and
furthermore, this equipment cannot be used in building the
partitions and other reinforced concrete cgpnecting sections.
The afore, in 1952 a block setting crane Lees Enclosure
(F J was developed and manufactured for the west mole, which
will be ready in May 1953 and one fta.r the east mole,
which will be ready in June 1953. The technical data is
60 tons lifting capacity with 18 m, working radius.
The upper crane structure can be moved 3600.9 and at the
on"r and there is an additional lifting device for five
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$40 RET
-8d,
tons. This serves to assist the divers in removing ob-
stacles. The crane operates on its own power, diesel-
electric.
The procedure 'o the work is similar to that described
above Gunder b/. First, divers clear the sea floor
along the construction axis. Next the floating dredges
produce the necessary depth of 12 m. under mean low
water. Extensive dredging is necessary for the east mole.
Then the first two bottom stones are layed with the aid
of divers who, while laying the bottom stones with the
help of cement sacks, must watch that the stones lie
horizontally. On the basis of the placement plan, the
stones are layed according to numbers. The same width of
all stones (two meters), the vertical arrangement, and
the togging oonstructic.n,all permit the assembly of the
blocks in carious ways, according to the depth, for example
(5) on (3), (1) on (3), etc.
As soon as the crane has placed the next six stacks of
blocks on top of each other, the prepared round iron frame
of the reinforced concrete partition is put in the slot
left open for it. The prepared mole walls are then not
up and fastened by divers to the two (2) bulkheads between
the two (2) rows of stones. Now the bulkhead can be
concreted by the underwater process. At the same time
the longitudinal girders on the top stone are brought into
place which, together with the supporting beams of the
crane track and the sill, which is concreted on the par-
tition, form the constructional framework of the mole.
After this process is well underway, the construction
should progress very quickly. In the rear gtirt of the
mole which has been completed, the spaces between the bulk-
head are filled with stones and sand without disturbing
the'a dvance construction. The concreting of the top part
of the mole (from about 0.3?m. above low tide to 2.22 m.
above low tide) is accomplished when the crane has com-
pleted its task and has been cleared from the mole.. There-
by the construction has a longer time to settle.
a sketch Lnolosure Tf which shows how the
par on should fit into the two rows of stones. The
spaces in the stones are arranged so that they lie over
each other and fit to saoh other. By this method every
second row,of stones is fastened to the next one. Only the
middle row of the three remains without this security.
37+ Described below is a method of constructing the mole proper
Which 0 would be feasible and which would considerably
a+aoslerate construction.
as Attention is called to Soviet demands that if the dead-
lines st be met with the method of construction described
above in 16 c?], it will be very difficult to complete
the M, 79's on time. Continuous investigations were being
made to determine whether the method of construction using
floating caissons could be used in addition. It is un-
doubtedly the most modern and fastest method of construction.
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b. As soon as it is possible to work with floating caissons,
construction could be carried out from the moleheads as
well as from land. All considerations of this possibility
were dropped because no appropriate site on Ruegen could be
found where the lar floating caissons could have been
built (slip or dock. Construction of an appropriate in-
stallation (slip) was often considered. For such a large
floating caisson there would have to be a submerging depth
of at least six meters. Possibilities on land, near
Stralsund, were also examined but dropped because of the
distance of transportation.
could be installed in three adjoining rows at the base of the ::.
canal at a width of 90 m. and a depth of 12 m. below low tide,
like a dock. A very fast and most favorable (in cost, materials,
and deadlines) construction of the moles would be possible.
When the canal is flooded in the fall of 1954, the caissons
would float and could be towed to the construction site.
canal, in a stretch of about 150 m., could be made ready by
exerting every effort. The chalk and marl floor found here
guarantees a dry construction pit. The floating caissons
In my opinion, it will be possible to meet all deadlines
by using the floating caisson construction method. No
difficulties will be encountered in constructing the moles
as far as equipment and materials (round iron, cement, gravel,
and sand) are concerned. Procurement of labor will also
be accomplished promptly. The lack of first class expert
engineers, however,will show itself in carrying out such
a difficult construction project.
Cq=nu: In countries where the availability of steel
poses no problem, the construction methods described in this report would
perhaps appear incongruous, especially in consideration of the magnitude
and relative importance of the Ruegen iorrFrd edt. The ingenious alter-
native methods of construction planned and covered in this
report, serve to emphasize again how fortunate it is that0imagjnation and
creative ability are no longer available to East Germany and USS
ENCLOSURE (A): Sheet-piling Type Construction, Part A
ENCLOSURE (B); Sheet-piling Type Construction, Part B
ENCLOSURE (C): Mole Root'Construction
ENCLOSURE (D): Shape of Concrete Block
ENCLOSURE (E): Placing Blocks from Shore to Seaward
ENCLOSURE (F): Cross Section of the Mble during Construction
ENCLOSURE (G): Longitudinal Section of the Mole during Construction
ENCLOSURE (H): Top View of Mble in Various Stages of Construction
ENCLOSURE (I): Cross Section ofCompleted Mole Showing Transport
Capabilities
ENCLOSURE (U): Top View Showing Placement of Reinforced Concrete
Partition.
By about February 1954, the northern part of the
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 A
IN
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S''EET-'PILING TYPE CON TRUCTION
Ev,closu,re (5)
S E C. RW T
Sc Ie 11100
PART 8
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L60i 5ke - ? scale 112"5oo
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2-Oo
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3.50
Top View
4 i ew of 44 a don a from
consfr kc+Ion axis
3.30
1.00 1.10 I.OO
Side view of +4 s4ov+d
3.30
Scale -11 50
14At~E. of CO1JCR-CTe 'LOCK..
Snc o s ure (rD)
SF.GRET
25X1
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 rn
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'25X1
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& kt e 25X1
o15
60 ion Mole pert able
Cr4Ke (Special)
ReinForeed concrete
partition as crosspiece
c.I%4 s+i ff eKer .
CROSS SUTIOfJ of +he MOLE, duriyig. CO NS RU-C:T1OU_
Er closure (F)
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S CC R1
~~1'~~iIIII 1
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Sanitized Copy Approved for Release 2010/01/28: CIA-RDP80-0081 OA001300080002-7
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