U-.S), Avow.<^CooL^.CuL<3. V^e^.

^/: i,i

TP 78-3

Prototype Scale Mooring Load and

Transmission Tests for a
Floating Tire Breakwater

by

Michael L. Giles and Robert M. Sorensen

TECHNICAL PAPER NO. 78-3

APRIL 1978

Approved for public release;

distribution unlimited.

U.S. ARMY, CORPS OF ENGINEERS

COASTAL ENGINEERING
^/5 RESEARCH CENTER
Kingman Building
Fort Belvoir, Va. 22060
.TV
h4 7?'3
 Reprint or republication of any of this material shall give appropriate
credit to the U.S. Army Coastal Engineering Research Center.

Limited free distribution within the United States of single copies of

this publication has been made by this Center. Additional copies are
available from:

National Technical Information Service

ATTN: Operations Division
5285 Port Royal Road
Springfield, Virginia 22151

Contents of this report are not to be used for advertising,

publication, or promotional purposes. Citation of trade names does not
constitute an official endorsement or approval of the usi; of such
commercial products.

The findings in this report are not to be construed as an official

Department of the Army position unless so designated by other
authorized documents.

-.a
im
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READ INSTRUCTIONS
REPORT DOCUMENTATION PAGE BEFORE COMPLETING FORM
t. REPORT NUMBER 2. GOVT ACCESSION NO. 3. RECIPIENT'S CATALOG NUMBER

TP 78-3
4. TiTLE (and Subtitle) S. TYPE OF REPORT & PERIOD COVERED

Technical Paper
PROTOTYPE SCALE MOORING LOAD AND TRANSMISSION
TESTS FOR A FLOATING TIRE BREAKWATER 6. PERFORMING ORG. REPORT NUMBER

7. AUTHORfs) 8. CONTRACT OR GRANT NUMBERfs;

Michael L. Giles
Robert M. Sorensen
PERFORMING ORGANIZATION NAME AND ADDRESS
Department of the Army
Coastal Engineering Research Center (CERRE-CS) F3I538
Kingman Building, Fort Belvoir, Virginia 22060
11. CONTROLLING OFFICE NAME AND ADDRESS 12. "REPORT DATE
Department of the Army April 1978
Coastal Engineering Research Center 13. NUMBER OF PAGES
Kingman Building, Fort Belvoir, Virginia 22060 50
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16. DISTRIBUTION STATEMENT (ol thla Report)

Approved for public release, distribution unlimited.

17. DISTRIBUTION STATEMENT (ol the abetract entered In Block 20, II dltterent from Report)

18. SUPPLEMENTARY NOTES

19. KEY WORDS (Continue on reverse side II , ary and identity by block nutnber)

Breakwaters Monochromatic waves

Floating tire breakwater Mooring force
Mobile breakwater Wave transmission

ABSTRACT fCtazrtfiujs am rmnram «z«At f/ nmic«^aary aad. Identity by block number)

Prototype scale tests of the mooring load and wave transmission

characteristics of a floating tire breakwater were conducted in the large
wave tank at the Coastal Engineering Research Center. Standard Goodyear
Tire and Rubber Co. 18-tire modules connected to form breakwaters, 4 and
6 modules (8.5 and 12.8 meters, 28 and 42 feet] wide in the direction of
wave advance, were tested in water depths of 2 and 4 meters (6.56 and
(Continued)
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SECURITY CLASSIFICATION OF THIS PAGE (WIten Data En(
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13.12 feet). Monochromatic waves with a 2.64- to 8.25-second period range

and heights up to 1.4 meters (4.6 feet) were used in the tests.

Test results indicate that wave transmission is mainly a function of

the breakwater width to incident wavelength ratio with a slight dependence
on the incident wave height. However, the mooring forces are mainly a
function of the incident wave height with only a slight dependence on the
incident wavelength and breakwater width. Recommended design curves for
the wave transmission coefficient versus breakwater width to wavelength
ratio and mooring load as a function of incident wave height are presented.

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SECURITY CLASSIFICATION OF THIS PAGE(When Data Entered)
 .

PREFACE

This report describes a brief series of prototype scale tests of a

floating tire breakwater system that uses the Goodyear Tire and Rubber
Co. tire module arrangement. The report is published to provide coastal
engineers with information on the mooring load and wave transmission
characteristics of the floating tire breakwater system for a range of
incident wave conditions at two water depths. The research was carried
out under the structure-sediment-hydraulic interaction research program
of the U.S. Army Coastal Engineering Research Center (CERC)

The report was prepared by Michael L. Giles and Robert M. Sorensen,

Coastal Structures Branch, Research Division, CERC, under the general
supervision of R.P. Savage, Chief, Research Division.

The tests were conducted jointly by CERC and the Lake Erie Marine
Science Center (LEMSC) in the CERC large wave tank. The LEMSC provided
the tire breakwater and the mooring system. The load cells used to
measure the mooring loads were provided by the Lord Corporation, Erie,
Pennsylvania, through the LEMSC. Dr. R. Pierce and several students
from the LEMSC actively participated in setting lip and conducting the
wave tank tests. M.L. Giles, the CERC project engineer for the tests,
was also assisted by F.L. Lago and L. Meyerle.

Comments on this publication are invited.

Approved for publication in accordance with Public Law 166, 79th

Congress, approved 31 July 1945, as supplemented by Public Law 172,
88th Congress, approved 7 November 1963.

J^
'JOHN H.COUSINS
Colonel, Corps of Engineers
Commander and Director
 CONTENTS

Page
CONVERSION FACTORS, U.S. CUSTOMARY TO METRIC (SI) 6

SYMBOLS AND DEFINITIONS 7

I INTRODUCTION 9

II THE GOODYEAR FLOATING TIRE BREAKWATER SYSTEM 10

1. Breakwater Components 10
2. Breakwater Assembly and Anchoring 11
3. Breakwater Costs '
11

III EXPERIMENTAL SETUP AND PROCEDURE '

16
1. Test Facility and Instrumentation 16
2. Module Arrangement and Test Setup 16
3. Test Procedure 20
4. Difficulties Encountered During Tests 20

IV EXPERIMENTAL RESULTS 23
1. Wave Record Analysis 23
2. Mooring Force Record Analysis 23
3. Results 23
4. Discussion of Results 27

V SUMMARY AND CONCLUSIONS 41

LITERATURE CITED 42

APPENDIX TEST RESULTS '

43

FIGURES
1 Location of flotation material and punched holes in an
individual tire 12

2 Assembled modular unit consisting of eighteen 14- or 15-inch

automobile tires 12

3 Assembly of modules for use in the FTB 13

4 Section of assembled breakwater composed of individual modules . 14

5 Typical anchoring arrangement for a four-module-wide FTB .... 15

6 FTB sections before testing in CERC's large wave tank 17

7 Large wave tank setup 18

8 Plan view of an eight-module FTB as installed in the large wave

tank 19
 CONTENTS

FIGURES-Continued

Page
9 The 2, 500-pound- load cell used to measure forward mooring
forces 21

10 Front anchor-pulley system used to moore FTB and measure

mooring loads 21

11 Original anchor-pulley system used at the beginning of the

study 22

12 Typical wave and force records for a 3-second wave period. ... 24

13 Typical wave and force records for a 4-second wave period. ... 25

14 Typical wave and force record for an 8-second wave period. ... 26

15 Transmission coefficient for an eight-module structure in

4 meters of water 28

16 Transmission coefficient for a 12-module structure in 4 meters

of water 29

17 Transmission coefficient for a 12-module structure in 2 meters

of water 30

18 Design curve for predicting the transmission coefficient

knowing the W/L ratio 31

19 Peak mooring load per meter length of breakwater for an

eight-module FTB in 4 meters of water 33

20 Average mooring load per meter length of breakwater for an

eight-module FTB in 4 meters of water 34

21 Peak mooring load per meter length of breakwater for a

12-module FTB in 4 meters of water 35

22 Average mooring load per meter length of breakwater for a

12-module FTB in 4 meters of water 36

23 Peak mooring load per meter length of breakwater for a

12-module FTB in 2 meters of water 37

24 Average mooring load per meter length of breakwater for a

12-module FTB in 2 meters of water 38

25 Design curve for predicting peak forces per meter length of

breakwater for a given incident wave height 39

26 Design curve for predicting average forces per meter length

of breakwater for a given incident wave 40
 CONVERSION PACTOIIS, U.S. CUSTOMARY TO METRIC (SI)
UNITS OF MEASUREMENT

U.S. customary units of measurement used in this report cam be converted

to metric (SI) units as follows:

Multiply by To obtain

inches 25.4 millimeters

2.54 centimeters
square inches 6.452 square centimeters
cubic inches 16.39 cubic centimeters

feet 30.48 centimeters

0.3048 meters
square feet 0.0929 square meters
cubic feet 0.0283 cubic meters

yards 0.9144 meters

square yards 0.836 square meters
cubic yards 0.7646 cubic meters

miles 1.6093 kilometers

square miles 259.0 hectares

knots 1.8532 kilometers per hour

acres 0.4047 hectares

foot-pounds 1.3558 newton meters

millibars 1.0197 X 10"3 kilograms per square centimeter

ounces 28.35 grams

pounds 453.6 grams

0.4536 kilograms

ton, long 1.0160 metric tons

ton, short 0.9072 metric tons

degrees (angle) 0.1745 radians

Fa]ircnheit degrees 5/9 Celsius degrees or Kelvins^

^To obtain Celsius (C) temperature readings from Faiircnhcit (F) readings,
use formula: C = (5/9) (F -52).

To obtain Kelvin (K) readings, use formula: K = (5/9) (F -32) + 273.15.

 SYMBOLS AND DEFINITIONS

F^ forward average force

F„ forward peak force

H^ incident wave height (centimeters)

H^/L wave steepness; inci'3ent,.wave height/wavelength

H^ transmitted wave height (centimeters)

K+ transmission coefficient; H^/H^

L incident wavelength (meters)

t length of breakwater measured parallel to the wave crest

T incident wave period (seconds)

W breakwater width measured in the direction of wave travel

W/L breakwater width/wavelength ratio

Y/D breakwater depth/water depth ratio

 PROTOTYPE SCALE MOORING LOAD AND TRANSMISSION
TESTS FOR A FLOATING TIRE BREAKWATER

by

Michael L. Giles and Robert M. Sorensen

1. INTRODUCTION

Floating breakwaters of varying size, shape, and constituent material

have been in lise for several decades. However, during the past few years
there has been an increased interest in floating breakwaters, particularly
at sites exposed to short-period waves. They are being used for shore-
line erosion control, as combination breakwaters and docks for marinas,
and for the temporary protection of dredging and logging operations,
waterfront construction, and other coastal activities.

One class of floating breakwaters currently being used at several

locations, particularly in sheltered waters, is the floating tire break-
water (FTB). FTB's are constructed of scrap automobile or truck tires
made buoyant by plastic foam or some other material and connected to
form assemblages of modules with a variety of configurations (Candle and
Fischer, 1977). Scrap tires are available at no cost (except transport
costs to the site) and are extremely durable when placed in the marine
environment. Thus, a floating breakwater made of scrap tires can often
be constructed and installed at a low cost in comparison to breakwaters
constructed with many other materials.

The most important information needed for an adequate functional

design of a floating breakwater is the wave energy transmission character-
istics, usually given in terms of the transmission coefficient (ratio of
transmitted to incident wave height) The transmission coefficient
.

depends on the incident wave period, height and direction, the water
depth, the characteristics of the mooring system, and the characteristics
of the breakwater. Floating breakwaters prevent wave energy transmission
by reflection and by dissipation primarily through the generation of tur-
bulence in breaking and the interaction of water particle motion with
the breakwater structure. Also, the dynamic response of the breakwater
to wave motion and the consequent regeneration of waves in the seaward
direction helps to diminish wave energy transmission.

An important aspect of the structural design of a floating breakwater

is the determination of mooring loads for the range of possible incident
wave conditions and water depths. Mooring loads must be evaluated to
determine the required mooring line strength and anchor requirements.

There has been little field or laboratory research into the wave
transmission and mooring load characteristics of floating tire breakwaters
Kamel and Davidson (1968) conducted model tests, using 15. 3- centimeter-
diameter (6 inches) tires, for an FTB known as the "Wave-Maze" (Noble,
1969). They evaluated wave transmission and mooring loads for a range
of wave periods (0.75 to 2.5 seconds) and heights 0.03 to 0.30 meter
(0.1 to 1.0 foot) at water depths of 0.30 and 0.61 meter (1 and 2 feet).
In addition to usual Reynolds niomber scale effects involved in tests at
reduced scale, the mooring load and transmission results obtained in
their study may also have suffered scale problems due to the decreased
flexibility of the rigid model tires in comparison to the greater flexi-
bility of prototype automobile and truck tires.

Kowalski (19 74) reported a brief field investigation of the wave

transmission characteristics of a "mat-type" FTB made up of three layers
of tires lying flat and strapped together to yield the dimensions 15.2
by 15.2 by 0.46 meters (50 by 50 by 1.5 feet). Two sets of wave measure-
ments were made using a pair of wave gages, one placed seaward and the
other shoreward of the FTB. -The incident waves had significant heights
of 0.8 and 0.9 meter (2.5 and 3.0 feet) and significant periods of 2.0
and 1.8 seconds, respectively. No mooring forces were measured.

Sucato (1975) conducted a brief field test using a module FTB proposed
by Goodyear Tire and Rubber Co., with overall dimensions of approximately
25.6 by 5.9 by 0.8 meters (84 by 19.5 by 2.5 feet). Wave transmission and
mooring loads were evaluated for an incident wave condition having a
significant wave height of 0.46 meter (1.5 feet) and a significant period
of 2.2 seconds. Sucato compared the effectiveness of this breakwater to
the one used by Kowalski (1974) and found that the Goodyear module- type
FTB was more effective in attenuating waves. He also found the mooring
loads were less for the Goodyear FTB than for the mat-type FTB. Since
loading is cyclic he speculated that premature failure due to creep could
occur.
This study measures wave transmission and mooring load characteristics
at prototype scale for an FTB constructed of tires arranged in one of the
modular forms being used at several locations in coastal waters. Using
an 18-tire module arrangement proposed by the Goodyear Tire and Rubber
Co. (Candle and Fischer, 1977), breakwaters that were 4 and 6 modules
(8.5 and 12.8 meters, 28 and 42 feet) in the direction of wave advance
were tested in water 2 and 4 meters (6.56 and 13.12 feet) deep for a
range of wave conditions. Tests were conducted in the large wave tank
at the Coastal Engineering Research Center (CERC) . This report describes
the FTB characteristics typical of a field installation, the experimental
setup in the large wave tank, experimental procedures, data reduction
techniques, and the results obtained. Experimental results and their
application to the design of FTB's for field installation are discussed.

II. THE GOODYEAR FLOATING TIRE BREAKWATER SYSTEM

1. Breakwater Components .

The Goodyear floating tire breakwater uses a modular construction

concept. Eighteen 14- or 15-inch (36.6 or 38.1 centimeters) standard
automobile tires are tied together to form a basic 1.98- by 2.13- by
0.76-meter (6.5 by 7.0 by 2.5 feet) module. Individual modules are then
joined to form a floating breakwater of desired length, t, and width, W.
 .

Before the tires are tied together to form a module, two 5.1-
centimeter- diameter (2 inches) holes are punched in the bottom and
flotation is added to the crown of each tire (Fig. 1) . The holes reduce
the amount of sand and debris which would accumulate in the tire, and
allow water to drain from the tires if the breakwater has to be removed
from the water.

When placed vertically in the water, a tire traps a sufficient amount

of air in the crown to support its immersed weight. However, this trapped
air will dissolve with time or escape through holes in the tire. In addi-
tion, each tire provides an ideal environment for aquatic growth. The
additional weight of this growth plus the loss of trapped air will even-
tually cause some tires to sink. The use of flotation materials such as
rigid urethane or polystyrene will keep the breakwater uniformly afloat
and will permit the use of severely damaged tires which otherwise could
not be used.

Individual 18-tire modules are constructed by stacking the tires in

a 3-2-3-2-3-2-3 combination and threading a line (e.g., chain, rope)
through the tires as they are stacked (Figs. 2 and 3). The weight of
the tire stack and physical con^ression of the tires by hand allow
fastening of the line to form a tightly secured unit.

Various types and sizes of chain, synthetic rope, steel cable, and
plastic straps are being evaluated in field tests by the University of
Rhode Island, Kingston, Rhode Island, for use as a tieline (Davis, 1977).
Candle and Fischer (19 77) indicate that a specially manufactured 1.27-
centimeter (0.5 inch) unwelded, open-link chain is best suited for the
construction of floating tire breakwaters. The open-link chain has
adequate strength, is easily handled, and can be spliced with simple
handtools

2. Breakwater Assembly and Anchoring .

Interconnection of the individual modular sections to form the desired

length and width of the breakwater is accomplished by rotating the four
corner tires of each module approximately 100°. Tires are then added to
provide interlocking with adjacent modules (Fig. 4).
The breakwater is floated into position and moored (fore and aft)
using an open- link chain and steel cable normally placed on a 1 on 7
slope to the anchor. Mooring lines are attached to two modules every
15 to 30 meters (50 to 100 feet) (Fig. 5), depending on the mooring
loads expected and type of anchors used. The type of anchor depends on
bottom conditions and expected loads. Anchors which have typically been
used include formed concrete blocks, pilings, screw anchors, and embed-
ment anchors.

3. Breakwater Costs .
Total breakwater cost will depend on the labor costs for obtaining the
tires and assembling the tires into modules, and on types of flotation

II
 Figure 1. Location o£ flotation material and punched
holes in an individual tire.

(Elevation View]

Chain Tieline

(Plan View!

Figure 2. Assembled modular unit consisting of eighteen

14- or 15-inch automobile tires.
 a. Threading the chain through the tireb
as the> are stacked.

b. Sfccurmg tne cnam to form a complete moduxe.

Figure 3. Assembly of modules for use in the FTB.

 .Corner tires ore
rotated 100°

Note: Each individual

module is 1.98 by 2.13 by
0.76 m.

Figure 4. Section of assembled breakwater composed of

individual modules.

14
Mooring line (chain)

Mooring line (choin)

Anchor

Figure 5. Typical anchoring arrangement for a four- module-wide FTB.

15
material, anchoring system, and tieline used. Flotation and tieline
typically account for one-third of the breakwater cost. Labor and the
anchoring system account for most of the remaining costs as the tires can
usually be obtained free or at a nominal price. Typical costs reported
in 1977 (Candle and Fischer, 1977) for a four- module-wide breakwater (see
Fig. 5) varied from $15 to $40 per linear foot of breakwater with variable
labor costs accounting for most of variation in total cost,

III. EXPERIMENTAL SETUP AND PROCEDURE

1. Test Facility and Instriomentation .

The FTB tests were conducted at prototype scale in CERC's large wave
tank which is 6.1 meters (20 feet) deep, 4.6 meters (15 feet) wide, and
194 meters (635 feet) long (Fig. 6) .Waves of constant period and height
were generated by a piston-type wavemaker. A 1 on 15 sand absorber beach
occupied 94 meters (308 feet) of the tank length during, the testing. A
schematic diagram of the large wave tank test setup is shown in Figure 7.

Two Marsh McBimey model 100 water level gages were used to measure
the incident and transmitted wave heights. The output signals from the
gages were recorded on two channels of a six-channel Brush recorder.
The gages were calibrated for 2 meters full scale per channel. Mooring
loads were measured using a commercial load cell rated at 2,500 poimds
(1,135 kilograms). Before testing the FTB the load cell was checked by
applying known weights to the cell and recording the output signal from
the load cell.

2. Module Arrangement and Test Setup .

Two floating tire breakwaters--one containing 8 Goodyear modules, the

other containing 12--were tested. The modules were constructed as de-
scribed in Section II, using standard 14- and 15-inch automobile tires
and arranged to form test breakwater sections as shown in Figure 6. The
breakwater test sections were two modules long across the tank (parallel
to the wave crest) and four (Fig. 6, a) and six (Fig. 6,b) modules wide
along the tank (in the direction of wave travel) . Since the test section
was only two units long, various modifications were made to the test
section to make the performance of the breakwater resemble that of an
actual breakwater several hundred meters long. First, 1.9-centimeter-
diameter (0.75 inch) stabilizer bars were attached to the front and rear
modules and an open- link chain was secured along both sides of the break-
water to prevent the modules from being pulled together because of the
lack of adjacent restraining modules along each side. In addition,
wooden bun5)er plates were attached to the two outside tires of each
module (normally used for attaching other modules) to prevent the tires
from scraping the tank walls. A plan view of the modules and modifica-
tions is shown in Figure 8.

The test structure was placed in the tank (Fig. 7) with its seaward
,

edge at station 56.3 (from the wave generator). Incident wave heights

16
 a. Eight-module breakwater.

b. Twelve-module breakwater.

Figure 6. FTB sections before testing in CERC

large wave tank.
 -Breakwater length, ^-

Aft onchor lines

(open-link ctioinU
0.24-cm
less
to rear
stoln-
sfi

steel coble
I

anchor'^
^^
jJ
\
g

l.9K;m stobiizer

"^ Toward
generator

1.9-cm stobiizer^
'""' Front onchor line
0.48-cm stalnless'V
and yoke (open-
steel cable to
^
'^V^'
^ link chain)
front anchor

Figure 8, Plan view of an eight-module FTB as installed

in the large wave tank.
 .

were measured at station 40.0 and transmitted wave heights were measured
8.3 meters (27.2 feet) behind each test structure (i.e., at stations 72.7
and 77.3 for the 8- and 12-module tests, respectively). Mooring forces
were measured at station 32.0 with the load cell mounted above the water
surface midway over the top of the tank (Figs. 7 and 9).

The seaward (generator side) of the breakwater was moored using a

single mooring line secured on a 1 on 7 slope. The mooring line was made
from 6 meters (19.7 feet) of open-link chain and 0.48-centimeter (0.187
inch) stainless steel cable. It was fastened to the breakwater by form-
ing a yoke between the two front modules similar to the connection used
in field installations. The shoreward (absorber beach) side of the struc-
ture was moored using 0. 24- centimeter (0.094 inch) stainless steel cable
and 6 meters of open- link chain attached to each of the rear modules.

Each mooring line was threaded through a pulley (Fig. 10) secured
to the tank floor. The line was then attached to a load cell (Fig. 9)
located directly overhead. During the first series of tests, using the
eight-module structure in 4 meters of water, a 2,000-pound (907 kilograms)
load cell was attached to the right rear anchor line. This cell did not
accurately measure loads less than 100 pounds (45.4 kilograms) because
of the lack of adequate signal resolution; subsequently, the load cell
was removed when modifications to the test section were made.

Tank limitations and the anchor locations during the series of tests
conducted with a 2-meter water depth indicated a requirement that the
front mooring line be secured on a 1 on 10 slope. Both of the mooring
line slopes (1 on 7 and 1 on 10) were within the range of slopes used in
field installations.

3. Test Procedure .

Each breakwater section was tested using wave conditions commonly

found on a sheltered body of water such as a reservoir or bay. A total
of 165 combinations of wave period, wave height, structure width, and
water depth was tested. Wave periods ranged from 2.64 to 8.25 seconds.
Wave heights varied from 20 to 140 centimeters (0.66 to 4.59 feet).
Water depths of 2 and 4 meters were used: the 2-meter depth with the
12-module unit and the 4-meter depth with both the 8- and 12-module units.

Each combination of wave height,, wave period, water depth, and struc-
ture width was tested for 5 minutes. This allowed sufficient time to
determine the average mooring force loads and the incident and trans-
mitted wave heights. Selected wave conditions were repeated during the
study to determine the repeatability of mooring force and wave height
measurements

4. Difficulties Encountered During Tests .

Because each test duration was 5 minutes, reflections from the break-
water and the absorber beach were re-reflected from the breakwater and

20
Figure 9. The 2,500-pound load cell used to measure
forward mooring forces.

Figure 10. Front anchor-pulley system used to moor

FTB and measure mooring loads.

21
 .

wave generator blade. These reflected waves created a partial standing

wave in the wave tank during certain wave conditions. The amplitude of
the standing wave was usually small compared to the incident wave height
but did require special considerations when determining the incident and
transmitted wave heights and the peak and average mooring loads. Wave
and mooring force record analysis is discussed in Section IV.

Several attempts to moor the breakwater failed due to either the

mooring line breaking, or the anchor-pulley system pulling loose from
the tank floor. The front mooring line was a flexible cable with a
rated breaking strength of 3,700 pounds (1,678 kilograms). Despite this
strength the cable broke three times during the testing period. The
failure was caused by fatigue of the line at the pulley. A larger
diameter pulley should solve this problem in future tests.

The front anchor was originally installed in the tank by jacking

5.08-centimeter-diameter (2 inches) pipes across the tank bottom (Fig.
11). This system was soon found inadequate as it was pulled away from
the floor with a force of 1,200 pounds (544 kilograms). (Maximum loads
measured during the test period exceeded 2,000 pounds.) The anchor-
pulley system was then bolted to the floor and was able to withstand
the larger forces encountered later in the study (Fig. 10)

Figure 11. Original anchor-pulley system used at the

beginning of the study.

22
 IV. EXPERIMENTAL RESULTS

1. Wave Record Analysis .

Typical wave records for the incident and transmitted waves are shown
in Figures 12, 13, and 14. For the majority of the tests conducted, the
wave height was uniform for the first 10 waves or so before the effects
of reflected waves we.re- ^served. This allowed an accurate determination
of the average value of the incident and transmitted wave heights to be
made before reflected waves from the beach and wave generator modified
recorded values. The wave records for the steeper wave conditions (Fig.
12) were more complex due to nonlinear effects. Incident and transmitted
wave heights for these records represent an average of the highest one-
third of the waves before the reflected waves reached the gage. All wave
records were analyzed by hand and independently checked to ensure accurate
determination of the values reported.

2. Mooring Force Record Analysis .

Maximum (peak) and average forward mooring forces associated with each
test condition were measured from the mooring force records. The peak-
anchor force was taken as the maximum load recorded during the 5-minute
test. This value occurred at the beginning of most of the records as
shown in the forward load record in Figures 12 and 13. However, for a
few conditions the peakload did not occur until after reflected waves
had reached the gage (Fig. 14).

In addition to the peak force an average force v;as obtained by averag-

ing the highest one-third of the cyclic peakloads. This value represents
conditions that include the reflected waves. As shown in Figure 12, the
average force is fairly constant during the part of the record when reflec-
ted waves were occurring. However, for some wave tests, the average force
increased and decreased with time (Fig. 14) This varying force appeared
.

to depend on the test period, water depth, reflected wave height, and
breakwater width.

3. Results .

Wave measurements and mooring line force measurements for all tests
are listed in the Appendix. Since several test conditions were repeated
to assure quality control over the experiment, the composite incident
wave height, transmitted wave height, and peak and average loads are
also listed in the Appendix for each test condition. The transmission
coefficient, K^, was obtained by dividing the transmitted height, H^,
by the incident height, H^. The wavelength, L (in meters), was calcu-
lated from the wave period and water depth using linear wave theory. Wave
steepness, H^/L, was found by dividing the incident height by the wave-
length. W/L represents the ratio of the breakwater width to the wave-
length. Peak force, Fp, and average force, F^, are shown in kilograms
per meter of breakwater length parallel to the wave crest (uncorrected

23
24
25
26
for the slope of the mooring line since the difference between the hori-
zontal and slope force components is negligible for the slopes tised)
.

4. Discussion of Results .

a.Transmission Coefficient. Plots of the transmission coefficient,

K^, versus the breakwater width to wavelength ratio, W/L, are shown in
Figures 15, 16, and 17 for the 8-module FTB in 4 meters of water and the
12-module FTB in 4 and 2 meters of water, respectively. Ranges of inci-
dent wave heights are indicated by the legend symbols.

Generally, the data show that as W/L increases the transmission

coefficient decreases. As expected, the transmission coefficient is
asymptotic to unity as W/L approaches zero. Also, for the same value
of W/L, as the incident wave height increases, the transmission coeffi-
cient decreases slightly. There is considerable scatter in the data for
W/L values less than 0.40. This is because the incident wave height was
usually small and was only 2 to 4 centimeters greater than the transmitted
height. Thus, a small change in the measured transmitted height causes a
large change in the value calculated for the transmission coefficient.

For each of the test sections, minimum measured values obtained for
K^ were 0,7 for a W/L of 0.7 for the 8-module FTB in a 4-meter water
depth, 0.5 for a W/L of 1.1 with a 12-module FTB in a 4-meter water depth,
and 0.3 for a W/L of 1.35 with a 12-module FTB in a 2-meter water depth.

Comparing the data from the 8-module FTB (Fig. 15) and the 12-module
FTB (Fig. 16) for the same water depth, transmission coefficients for the
12-module FTB appear to scatter less than the 8-module FTB for given wave
heights. Also, the 8-module FTB appears to be more efficient in reducing
wave transmission than the 12-module FTB for the same W/L ratios. How-
ever, closer examination shows that for the same W/L ratios, the inci-
dent wave heights were larger for the 8-module FTB data than with the
12-module FTB. Thus, as previously noted, for the conditions tested the
larger the height, the better the FTB attenuates waves.

A comparison of Figures 16 and 17 (12-module FTB's in 4- and 2-meter

water depths, respectively) shows that for the conditions tested the
.

water depth does not appear to influence the transmission coefficient.

This observation is contrary to the expectation that as more of the water
depth is taken up by the breakwater section, the wave attenuation should
increase.

By plotting all the transmission data on one figure (Fig. 18) , a

design curve can be drawn which predicts the transmission coefficient
for a given breakwater width to wavelength ratio. The curve is based on
data having W/L ratios up to 1.4, wave heights up to 140 centimeters
(4.6 feet), and water depths of 4 meters or less.

a. Mooring Forces Two measures of the mooring force (peakload and

.

average load) were obtained for each of the test conditions. The peakload

27
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and the average load per meter length of the breakwater for given
incident heights for the 8-module FTB in 4 meters of water and the 12-
module FTB in 4 and 2 meters of water are shown in- Figures 19 to 24,
respectively. In comparing the peak force to the average force for
each of the three conditions, it is noted that the peak force is the
same or only slightly higher for the 8 modules in 4 meters of water and
the 12 modules in 2 meters of water. However, when comparing the 12-
module structure in 4 meters of water the peak force is about 20 percent
higher than the average force; the peak force is the largest overall
force recorded. This indicates that for the same wavelength and wave
height, additional modules increase the peak force slightly. Since only
two breakwater lengths were tested, it is impossible to determine if this
trend will continue if the breakwater width is increased significantly
over the tested length of 12.8 meters. The peak forces presented in the
various figures represent the maximum force measured during the test, as
discussed previously. These forces usually occur when the motionless
breakwater is first subjected to wave motion. The relative velocity
between the water motion and breakwater is largest at this time. As the
mass of the breakwater increases, a larger force is required to initiate
movement of the structure and there is a longer time period before the
force levels off.

In all cases, the larger the wave height and W/L ratio, the higher
the peak and average forcOo However, no strong steepness or period
effect was discernible in the data for either the peak or average force.
Plotting all the peak force data together (Figo 25) and the average force
data together (Fig. 26) allows conservative prediction curves to be drawn
through the upper parts of the data. These curves approach zero force
when the incident height approaches zero, as expected..

Since the peak force represents the situation when the breakwater was
initially at rest and then subjected to monochromatic waves, the maximum
force that would be calculated using the peakload curve would probably
be somewhat larger than the peakload that would occur in a train of
irregular waves. Therefore, a conservative force prediction for an FTB
would be to obtain the mooring force load based on the peakload curve
(Fig. 25).

The anchor design depends as much on the bottom conditions as the

force applied and the anchor should be designed accordingly. Also, the
connection between the anchor and the mooring line should be such that
it allows maximum movement to prevent fatigue of the mooring line.

Design of rear mooring lines and anchors was not investigated during
the study. However, limited data were collected with the four-module-
wide structure in 4 meters of water. These data show that with the waves
approaching normal to the structure, the rear forces were on the order of
5 to 10 percent of the maximum force obtained on the front anchor. Thus,
the rear anchor system should be designed for the largest force determined
by either the force of the largest wave coming from the shore or, e.g., 20
percent of the seaward force.

32
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40
 V. SUMMARY AND CONCLUSIONS

Prototype scale tests to determine the mooring load and wave trans-
mission characteristics of a floating tire breakwater system using 8-
and 12-Goodyear-tire modules were conducted in CERC's large wave tank
using wave conditions similar to those found on semisheltered bodies of
water. Two structure widths (4 and 6 modules, respectively) were tested
in water depths of 2 and 4 meters.

Results of the tests showed that as the breakwater width to incident

wavelength ratio, W/L, increases, the transmission coefficient, K^,
decreases. Also, for the same value of W/L, as the incident wave
height, H^, increases, the transmission coefficient decreases slightly.
In addition the breakwater depth to water depth ratio does not appear to
influence the transmission coefficient for the range of wave conditions
and water depths tested. A suggested design curve for predicting the
transmission coefficient for a given breakwater width to wavelength ratio
is given (Fig. 18). The curve is valid for W/L ratios up to 1.4 and
wave heights up to 140 centimeters.

The tests also showed that the peak and average mooring loads are
primarily a function of the incident wave height and to a lesser extent
the W/L ratio. In all cases, the larger the wave height and W/L
ratio, the higher the force obtained. It was concluded that a conserva-
tive prediction for design of the mooring lines and anchor system for an
FTB would be to use the mooring force load based on the peakload curve
shown in Figure 25.
 LITERATURE CITED

CANDLE, R.D., and FISCHER, W. J.

, "Scrap Tire Shore Protection Structures,"
Goodyear Tire and Rubber Co., Akron, Ohio, Mar. 1977.

DAVIS, A. P., Jr., "Evaluation of Tying Materials for Floating Tire Break-
waters," Marine Technical Report No. 54, University of Rhode Island,
Kingston, R.I., Apr. 1977.

KAMEL, A.M., and DAVIDSON, D.D., "Hydraulic Characteristics of Mobile

Breakwaters Composed of Tires or Spheres," Technical Report H-68-25,
U.S. Army Engineer Waterways Experiment Station, Vicksburg, Miss.,
1968.

KOWALSKI, T., "Scrap Tire Floating Breakwaters," Pvoaeedings of Floating

Breakwaters Conference, University of Rhode Island, Kingston, R.I.,
1974, pp. 233-246.

NOBLE, H.M., "Wave-Maze, Floating Breakwater," Proceedings of Civil

Engineering in the Ocean II, American Society of Civil Engineers,
1969, pp. 929-942.

SUCATO, P.J., "Construction and Performance Analysis of Several Scrap

Tire Floating Breakwater Configurations," M.S. Thesis, Ocean Engineering,
Department of Civil Engineering, University of Rhode Island, Kingston,
R.I., 19 75.

42
 APPENDIX

TEST RESULTS

The incident wave heights, transmitted wave heights, and peak and
average loads measured during all tests are presented in Tables A-1,
A-2, and A-3. Wave height measurements are to the nearest even centi-
meter and the loads are in fotaj, pounds recorded at the load cell.

Since several test conditions were repeated to assure quality control

during the experiment, a composite incident wave height, transmitted wave
height, and peak and average loads were determined for each stroke and
wave period setting (Tables A-4, A-5, and A-63. The transmission coeffi-
cient, K^, was obtained by dividing the transmitted wave height, H^,
by the incident height, H^ . The wavelength, L, was calculated using
linear wave theory and the wave steepness, H^/L was found by dividing
the incident height by the wavelength. W/L represents the ratio of the
the breakwater width to the wavelength. Peak force, Fp, and average
force, F^, are given in kilograms per meter of breakwater length par-
allel to the wave crest and uncorrected for the slope of the mooring line.

43
 .

TibteA-1. W.ve n»!a«un-me ntfl and moorilip line foree meanuretnenii* for an eig lit-module floaling tire breakw Iter in 4 meter of water.

TmINo. Stroke Wave period. T Incident hetgiit, il, Tranimilted height. II, Total tri nt h,ad

Peak A.g
,
(m) (•) (cm) (cm) (lb) (lb)

1 0.61 ;;.8 90 68 I.ITO 800

2 0.61 3.0 88 70 900 .-,0(1

3 0.61 3.5 78 64 600 3H(I

4 0.61 4.0 64 64 300 180
5 0.61 4.5 56 52 175 100
6 0.61 5.0 48 48 120 76
7 0.61 5.5 44 44 72 60
8 0.61 6.0 38 38 60
9 0.61 8.0 32 32 70 58
10 0.61 4.0 64 64 320 170
11 0.61 4.0 64 64 325 175
12 0.61 4.5 56 54 190 110
13 0.61 4.5 56 52 180 120
14 0.61 3.5 80 68 600 400
15 0.61 3.5 80 66 600 400
16 0.61 3.0 88 68 920 560
17 0.61 2.8 92 70 1,150 750
18 0.76 3.0 110 88 1.200 950
I'y 0.76 3.5 98 80 825 425
2i) 0.76 4.0 80 76 500 225
21 0.76 4.5 72 68 345 190
22 0.76 5.0 64 60 130 60
23 0.76 5.5 54 54 45 20
24 0.76 6.0 48 48 30 20
25 0.76 8.0 38 36
26 0.76 4.0 80 80 300 240
27 0.76 3.5 100 80 700 525
28 0.76 3.0 110 90 975 690
29 0.91 3.5 116 % 900 600
30 0.91 4.0 92 92 875 490
31 0.91 4.5 84 80 625 400 '

32 0.91 5.0 76 72 300 200

33 0.91 5.5 68 64 120 40
34 60 60 130 40
35
0.91
0.91
6.0
8.0 44 42 ——
36 0.91 4.5 84 80 400
37 0.91 4.0 92 92 900 ,525
38 4.0 92 92 950 525
39
0.91
0.91 3.5 116 98 ~—
40 0.91 8.0 44 42 40 38
41 0.91 4.5 84 80 520 300
42 0.91 4.0 94 94 800 400
43 0.91 3.5 116 98 1.400 800
44 0.91 4.5 84 80 450 200
45 0.91 3.75 108 96 1.200 600
46 0.91 4.25 88 84 650 400
47 0.91 7.75 48 48 50
48 0.91 8.25 42 40 92 80
49 0.68 2.8 110 80 1.400 1,200
50 0.68 3.0 108 80 1.225 800
51 0.68 3.3 92 72 825 240
52 0.68 4.0 76 72 440 120
53 0.68 4.5 66 60 220 100
54 0.68 4.0 72 70 200 120
55 0.68 4.0 74 72 410 120
56 0.68 3.75 84 72 500 220
57 068 4.25 68 64 260 200
58 0.6B 3.5 92 72 720 300
59 068 3.75 84 72 560 220
60 0.68 4.0 74 68 410 l,W
61 0.68 4.25 68 64 280 200
62 0.68 4.5 64 60 2.50 180
63 0.68 5.0 56 54 150 90
64 0.68 5.5 52 52 80 60
65 0.68 6.0 44 44 60
66 0.68 8.0 36 32 56 40
67 0.68 6.0 44 44 72 60
68 0.68 7.75 36 36 60 45
69 0.6B 8.25 34 32 70 60
70 0.68 7.0 40 40 55 45
71 1.06 3.5 140 116 1,700 1,400
72 1.00 4.0 120 110 1,300 BOO
73 1.06 4.5 108 94 800 4(10
74 1.06 5.0 98 88 420 200
75 1.06 5.5 88 76 280 1.50

76 1.06 6.0 82 68 270 KM)

77 1.06 8.0 60 52 130 80

44
 Table A-2. Wave nieasureinenls anil inooruit^ line force iiieasiirt'ineiits for a 12 nioiluic flo;ilin5 tiie LreaKwalc in 4 mclns t,l waicr.

Teat No. Stroke A Wave |ierio(l, T liiriJciil liciglit, H, Tiaiisiiiilled hciglit, 11, Total fr Mitl.Md
Peak Av;
(...) {^) (cm) (cm) (lb) (11.)

201 0.61 2.8 100 60 1,200 850

202 0,61 2.8 104 60 1,200 900
203 0.61 3.0 86 62 1,1.50 830
204 0.61 3.0 86 62 1,000 850
205 0.61 3.5 76 64 850 600
206 0.61 4.0 68 60 550 240
207 0.61 4.5 54 52 500 250
208 0.61 5.0 50 48 300 1.50

209 0.61 5.5 44 42 200 120

210 0.61 6.0 40 40 180 120
211 0.61 8.0 30 28 125 80
212 0.61 2.8 96 58 1,250 1,000
213 0.61 3.0 88 64 1,160 950
214 0.61 3.5 76 64 850 600
215 0.61 4.0 68 60 500 210
216 0.61 4.5 56 52 475 275
217 0.61 5.0 52 50 290 180
218 0.61 4.0 68 60 200
219A 0.68 2.8 116 64 1,550 1,100
220A 0.68 3.0 100 76 1,400 1,050
221A 0.68 3.5 88 72 1,000 600
222A 0.68 4.0 76 70 720 3.50
223A 0.68 4.5 60 60 580 320
224A 0.68 5.0 56 56 460
219 0.68 2.8 116 60 1,460 1,200
220 0.68 3.0 100 72 1,375 1,100
221 0.68 3.0 100 74 1,400 1,150
222 0.68 3.5 88 74 1,150 700
223 0.68 4.0 78 68 700 300
224 0.68 2.8 116 66 1,1.50
225 0.68 3.0 100 72 1,300 1,100
226 0.68 3.5 88 76 1,100 600
227 0.68 4.0 78 68 650 3.50
228 0.68 4.5 64 60 575 400
229 0.68 5.0 60 56 400 200
230 0.68 5.5 52 48 200 125
231 0.68 5.5 52 48 325 100
232 0.68 6.0 48 46 220 125
233 0.68 8.0 34 34 80 70
234 0.76 3.0 112 80 1 ,5.50 1,200
235 0.76 3.5 96 80 1.300 800
236 0.76 4.0 84 76 900 400
237 0.76 4.5 68 68
238 0.76 4.5 68 68 980 500
239 0.76 5.0 64 64 600 300
240 0.76 5.5 58 56 400 150
241 0.76 5.5 58 56 4.50 150
242 0.76 6.0 56 54 300 150
243 0.76 8.0 40 40 150 100
244 0.91 3.5 120 92 1,700 1,200
245 0.91 4.0 104 92 1,220 700
246 0.91 4.5 84 84 1,100 900
247 0.91 5.0 78 76 1,000 700
248 0.91 5.5 72 66 740 300
249 0.91 6.0 64 64 600 250
250 0.91 8.0 48 48 150 100
251 1.06 8.0 58 56 200 100
252 1.06 6.0 80 72 850 400
253 1.06 5.5 86 76 950 450
254 1.06 5.0 96 92 1,000 900
255 1.06 4.5 100 100 1,400 1,000
256 1.06 4.0 116 104 1,700 1,300
257 1.06 3.5 132 108 1,700

45
 Ills iiJid mcorilij line force measurcinenls for a 12-inoduIe floalini; tire breakwater in 2 meters of water.

Wave period, T Incident heiglit, H, Transmitted height, Hi*j [

Total front load

Peak
() (cm) (cm) (lb)

301 1.06 8.0 38 30 60

302 1.06 6.0 50 42 260
303 1.06 5.5 60 44 400
301 1.06 ,5.0 66 56 320
305 1.06 4.5 72 56 600
306 1.06 4.0 78 50 700
307 1.06 3.5 96 50 700
308 1.06 3.0 72 44 600
309 1.06 3.2 92 52 750
310 0.61 2.64 68 24 600
311 0.61 2.8 62 30 440
312 0.61 3.0 56 32 360
313 0.61 3.2 52 32 220
314 0.61 3.5 52 32 180
315 0.61 4.0 40 32 170
316 0.61 4.5 36 30 110
317 0.61 5.0 34 28 70
310 0.61 5.5 30 24 60
319 0.61 6.0 26 22
320 0.61 8.0 20 20
321 0.61 3.5 52 32 100
322 0.61 3.2 52 32 190
323 0.61 3.0 54 32 320
324 0.61 2.8 62 28 480
325 0.61 2.64 66 22 600
326 0.61 2.8 62 28 460
327 0.68 2.64 82 24 700
328 0.68 2.64 82 24 660
329 0.68 2.8 74 32 580
330 0.6H 3.0 62 38 440
331 0.68 3.2 58 34 200
332 0.68 3.5 60 36 250
333 0.68 4.0 48 36 200
334 0.68 4.5 42 32 140
335 0.68 5.0 40 32 110
336 0.60 5.5 34 28 140
337 0.68 6.0 30 26 100
338 0.60 8.0 22
339 0.68 3.5 60 36 250
340 0.68 3.2 58 36 200
341 0.68 3.2 56 34 280
342 0.60 3.0 62 36 4,50
343 0.68 2.8 72 32 620
344 0.68 2.64 84 26 760
345 0.76 2.64 84 28 850
346 0.76 2.8 80 34 740
347 0.76 3.0 66 30 5,50
348 0.76 3.2 64 30 350
349 0.76 3.5 64 40 325
350 0.76 4.0 52 40 350
351 0.76 4.5 44 38 190
352 0.76 2.64 84 30 070
353 0.76 5.0 44 36 140
354 0.76 5.5 38 32 170
355 0.76 6.0 32 30 120
356 0.76 0.0 24 24 55
357 0.76 2.0 80 34 720
358 0.76 3.0 68 38 540
359 0.76 3.2 66 40 355
360 0.76 3.5 68 42 335
3C. 0.76 4.0 54 44 310
362 0.76 4.5 46 40 190
363 0.76 5.0 4-1. 38 120
364 0.03 8.0 30 30 90
365 0.03 6.0 40 32 140
366 0.83 5.5 44 36 100
367 0.83 5.0 40 42 160
368 0.83 4.5 52 40 270
309 0.83 4.0 60 46 330
370 0.83 3.5 72 42 400
371 0.83 3.2 74 44 470
372 0.83 3.0 76 44 720
373 0.83 2.8 90 40 900

46
Table A-3. Wave measurements and mooring line force incasuremeiits for a 12-modulc floating tire breakwater i 2 meters of water.
—Continued
Wave period, T Incident height, H^ Transmitted height, Hj Total front load

Peak Avg
(m) (s) (cm) (em) (lb) (lb)

374 0.83 8.0 28 28 55 40

375 0.83 6.0 38 34 145 105
376 0.83 5.5 46 34 205 150
377 0.83 5.0 50 44 165 100
378 0.83 4.5 52 44 310 175
379 0.83 4.0 60 46 350 210
380 0.83 3.5 72 46 410 320
381 0.83 3.0 80 44 760 600
382 0.83 3.2 76 40 550 440
383 0.83 2.8 92 40 980 740
384 0.91 8.0 32 32 85 40
385 0.91 6.0 44 36 175 120
380 0.91 5.5 50 38 100 155
387 0.91 5.0 56 46 165 110
388 0.91 4.5 58 46 350 240
389 0.91 4.0 50 450 200
390 0.91 3.5 50 525 425
391 0.91 3.2 44 590 480
392 0.91 4.5 46 425 245
393 0.91 4.0 52 525 340
394 0.91 5.0 46 190 105
395 0.91 3.0 44 800 640
396 0.91 8.0 32 32 140 60
397 0.91 6.0 42 36 220 155
398 0.91 5.5 50 36 210 155
399 0.91 5.0 54 44 205 100
400 0.91 4.5 58 46 475 250
401 0.91 4.0 64 52 510 260
402 0.91 3.5 76 50 515 420
403 0.91 3.2 82 42 620 445
404 0.91 3.0 84 44 860 710
405 0.91 3.5 78 48 550 420
406 0.91 8.0 32 32 120 60
407 0.91 4.0 64 52 500 290
408 0.90 8.0 36 36 120 55
409 0.98 6.0 48 40 280 170
410 0.98 5.5 54 40 330 210
411 0.98 5.0 60 50 265 90
412 0.98 4.5 64 50 310
413 0.98 4.5 62 48 460 280
414 0.98 4.0 70 56 560 420
415 0.98 3.5 &4 52 660 500
416 0.98 3.2 88 46 650 400
417 0.98 3.0 86 52 750 630
418 0.98 8.0 36 36 110 70
419 0.98 6.0 46 40 285 170
420 0.98 5.5 54 40 290 220
421 0.98 5.0 64 48 300 100
422 0.98 4.0 70 56 675 300
423 0.98 3.5 84 52 6.50 400
424 0.98 3.2 88 48 660 510
424 0.98 4.5 62 50 490 345
426 0.98 8.0 34 34 135 55
427 1.06 8.0 40 38 155 60
428 1.06 6.0 54 44 300 190
429 1.06 5.5 60 42 300 240
430 1.06 5.0 68 56 270 140
431 1.06 4.5 70 52 805 460
432 1.06 4.0 78 60 760 580
433 1.06 3.5 96 56 840 600
434 1.06 3.2 92 48 910 540
435 1.06 8.0 40 36 200 80
436 1.06 6.0 52 44 330 210
437 1.22 8.0 48 46
438 6.0 64 48
439 5.5 70 52
440 5.0 76 64
441 4.5 62
442 4.0 68
443 3.5 100 60
444 8.0 46 44
445 6.0 60 48
446 6.0 60 48

47
 Table A-4. S iimmary data table for an eight- module floating tire breakwater in 4 meters of water.'

Stroke T H, Ht Kf L H,/L W/L Fp Fn

(m) (s) (cm) (cm) (m) (kg/m) (kg/m)

0.61 2.80 92 70 0.761 11.9 0.0774 0.72 122.0 84.8

0.61 3.00 88 68 0.773 13.4 0.0656 0.64 96.7 59.5
0.61 3.50 80 66 0.825 17.2 0.0466 0.50 62.5 41.7
0.61 4.00 64 64 1.000 20.9 0.0307 0.41 32.7 17.9
0.61 4.50 56 52 0.929 24.4 0.0229 0.35 17.9 10.4
0.61 5.00 48 48 1.000 27.9 0.0172 0.31 11.9 7.4
0.61 5.50 44 44 1.000 31.4 0.0140 0.27 7.4 6.0
0.61 6.00 38 38 1.000 34.8 0.0109 0.25 0.0 6.0
0.61 8.00 32 32 1.000 48.0 0.0067 0.18 7.4 6.0
0.68 2.80 110 80 0.727 11.9 0.0925 0.72 148.8 126.5
0.68 3.00 108 80 0.741 13.4 0.0806 0.64 129.5 84.8
0.68 3.50 92 72 0.783 17.2 0.0.536 0.50 86.3 31.2
0.68 3.75 84 72 0.857 19.0 0.0441 0.45 59.5 22.3
0.68 4.00 74 72 0.973 20.9 0.0355 0.41 43.2 14.9
0.68 4.25 68 64 0.941 22.7 0.0300 0.38 29.8 20.8
0.68 4.50 64 60 0.938 24.4 0.0262 0.35 25.3 17.9
0.68 5.00 56 54 0.964 27.9 0.0200 0.31 14.9 8.9
0.68 5.50 52 52 1.000 31.4 0.0166 0.27 7.4 6.0
0.68 6.00 44 44 1.000 34.8 0.0127 0.25 6.0 4.5
0.68 7.00 40 40 1.000 41.4 0.0097 0.21 4.5 4.5
0.68 7.75 36 36 1.000 46.4 0.0078 0.18 6.0 4.5
0.68 8.00 36 32 0.889 48.0 0.0075 0.18 6.0 3.0
0.68 8.25 34 32 0.941 49.6 0.0068 0.17 7.4 6.0
0.76 3.00 110 88 0.800 13.4 0.0821 0.64 126.5 99.7
0.76 3.50 98 80 0.816 17.2 0.0570 0.50 86.3 44.6
0.76 4.00 80 76 0.950 20.9 0.0383 0.41 52.1 25.3
0.76 4.50 72 68 0.944 24.4 0.0295 0.35 35.7 19.3
0.76 5.00 64 60 0.938 27.9 0.0229 0.31 13.4 6.0
0.76 5.50 54 54 1.000 31.4 0.0172 0.27 4.5 1.5
0.76 6.00 48 48 1.000 34.8 0.0138 0.25 3.0 1.5
0.76 8.00 38 36 0.947 48.0 0.0079 0.18 0.0 0.0
0.91 3.50 116 98 0.845 17.2 0.0675 0.50 148.8 84.8
0.91 3.75 108 96 0.889 19.0 0.0567 0.45 126.5 62.5
0.91 4.00 92 92 1.000 20.9 0.0441 0.41 95.2 55.1
0.91 4.25 88 84 0.955 22.7 0.0388 0.38 68.4 41.7
0.91 4.50 84 80 0.952 24.4 0.0344 0.35 6.5.5 41.7
0.91 5.00 76 72 0.947 27.9 0.0272 0.31 31.2 20.8
0.91 5.50 68 64 0.941 31.4 0.0217 0.27 11.9 3.0
0.91 6.00 60 60 1.000 34.8 0.0173 0.25 13.4 3.0
0.91 7.75 48 48 1.000 46.4 0.0104 0.18 0.0 4.5
0.91 8.00 44 42 0.955 48.0 0.0092 0.18 3.0 3.0
0.91 8.25 42 "40 0.952 49.6 0.0085 0.17 8.9 7.4
1.06 3.50 140 116 0.829 17.2 0.0815 0.50 180.0 148.8
1.06 4.00 120 110 0.917 20.9 0.0575 0.41 136.9 84.8
1.06 4.50 108 94 0.870 24.4 0.0442 0.35 84.8 41.7
1.06 5.00 98 88 0.898 27.9 0.0351 0.31 44.6 20.8
1.06 5.50 88 76 0.864 31.4 0.0280 0.27 29.8 14.9
1.06 6.00 82 68 0.829 34.8 0.0236 0.25 28.3 10.4
1.06 8.00 60 52 0.867 48.0 0.0125 0.18 13.4 7.4

Breakwater width = 8.5 meters; water depth = 400 centimeters; Y/D = 0.15; front mooring line slope = 1 on 7.

48
 Table A-5. Summary data table for a 12-module floating tire breakwater in 4 meters of water.

Stroke T H, Ht K, L H,/L W/L Fp F„

(m) (s) (cm) (cm) (m) (kg/m) (kg/m)
0.61 2.80 100 60 0.600 11.9 0.0841 1.08 132.4 95.2
0.61 3.00 86 62 0.721 13.4 0.0642 0.95 122.0 89.3
0.61 3.50 76 64 0.842 17.2 0.0442 0.75 89.3 62.5
0.61 4.00 68 60 0.882 20.9 0.0326 0.61 58.0 25.3
0.61 4.50 56 52 0.929 24.4 0.0229 0.52 52.1 25.3
0.61 5.00 50 48 0.960 27.9 0.0179 0.46 31.2 14.9
0.61 5.50 44 42 0.955 31.4 0.0140 0.41 20.8 11.9
0.61 6.00 40 40 1.000 34.8 0.0115 0.37 17.9 11.9
0.61 8.00 30 28 0.933 48.0 0.0062 0.27 11.9 7.4
0.68 2.80 116 64 0.552 11.9 0.0976 1.08 163.7 122.0
0.68 3.00 100 74 0.740 13.4 0.0746 0.95 148.8 116.1
0.68 3.50 88 74 0.841 17.2 0.0512 0.75 116.1 62.5
0.68 4.00 78 68 0.872 20.9 0.0374 0.61 74.4 37.2
0.68 4.50 64 60 0.938 24.4 0.0262 0.52 61.0 32.7
0.68 5.00 60 56 0.933 27.9 0.0215 0.46 47.6 20.8
0.68 5.50 52 48 0.923 31.4 0.0166 0.41 34.2 11.9
0.68 6.00 48 46 0.958 34.8 0.0138 0.37 22.3 11.9
0.68 8.00 34 34 1.000 48.0 0.0071 0.27 7.4 7.4
0.76 3.00 112 80 0.714 13.4 0.0835 0.95 163.7 126.5
0.76 3.50 96 80 0.833 17.2 0.0559 0.75 136.9 84.8
0.76 4.00 84 76 0.905 20.9 0.0403 0.61 95.2 41.7
0.76 4.50 68 68 1.000 24.4 0.0278 0.52 104.2 52.1
0.76 5.00 64 64 1.000 27.9 0.0229 0.46 62.5 31.2
0.76 5.50 58 56 0.966 31.4 0.0185 0.41 47.6 14.9
0.76 6.00 56 54 0.964 34.8 0.0161 0.37 31.2 14.9
0.76 8.00 40 40 1.000 48.0 0.0083 0.27 14.9 10.4
0.91 3.50 120 92 0.767 17.2 0.0699 0.75 180.0 126.5
0.91 4.00 104 92 0.885 20.9 0.0499 0.61 129.5 74.4
0.91 4.50 84 84 1.000 24.4 0.0344 0.52 116.1 95.2
0.91 5.00 78 76 0.974 27.9 0.0279 0.46 105.6 74.4
0.91 5.50 72 66 0.917 31.4 0.0229 0.41 77.4 31.2
0.91 6.00 64 64 1.000 34.8 0.0184 0.37 62.5 25.3
0.91 8.00 48 48 1.000 48.0 0.0100 0.27 14.9 10.4
1.06 3.50 132 108 0.818 17.2 0.0768 0.75 0.0 180.0
1.06 4.00 116 104 0.897 20.9 0.0556 0.61 180.0 136.9
1.06 4.50 100 100 1.000 24.4 0.0409 0.52 148.8 105.6
1.06 5.00 96 92 0.958 27.9 0.0344 0.46 105.6 95.2
1.06 5.50 86 76 0.884 31.4 0.0274 0.41 99.7 47.6
1.06 6.00 80 72 0.900 34.8 0.0230 0.37 89.3 41.7
1.06 8.00 58 56 0.966 48.0 0.0121 0.27 20.8 10.4

Breakwater width = 12.8 meters; water depth = 400 centimeters; Y/D = 0.15 front mooring Une slope = 1 on
; 7.

49
 Table A-6. Summary data lablr for a l2-mr>dule floating tire breakwater in 2 meters of v

Stroke T >^l L H,/L W/L

(m) (cm) (cm) (m) (k«/m) (kg/m)
0.61 2.61 68 24 0.33,) 9,3 0,0719 1.35 62.5 47.6
0.61 2.U0 62 28 0.432 10,3 0,0603 1.24 47.6 41.7
0.61 3.00 36 32 0,371 11,3 0,0493 1.13 37.2 2<).8
0.61 3.20 52 32 0,615 12,3 0,(H22 1.04 22.3 17,9
0.61 3.30 32 32 0,613 13.8 0.0377 0.93 17.9 11.9
0.61 4.00 40 32 0,800 16.2 0.0217 0.79 17.9 10.4
0.61 4.30 36 30 0,833 18.6 0.0193 0.69 10.4 h.O
0.61 5.50 30 24 0,800 23,3 0,0129 0,55 6.0 3.0
0.61 6.00 26 22 0.8-16 23.6 0,0102 0,50 0.0 ao
0.61 (l.UO 20 20 1,000 34.7 0,0038 0,.-)7 ao ao
0.68 2.64 82 26 0317 9,3 0,0867 1,35 74.4 61,0
0.68 2.80 72 32 0,414 10„3- 0,0700 1,24 61.0 30,6
0.68 3.00 62 36 0381 11,3 0,0348 1.13 46.1 37,2
0.68 3.20 58 34 0,586 12,3 0,0,171 1.04 29,8 22,3
0.68 3.30 60 36 0,600 13.8 0,0433 0.93 29.8 19,3
0.68 4.00 40 36 0,7,50 16.2 0.0296 0.79 2'J,8 17,9
0.68 4.30 42 32 0,762 ia6 0.0226 0,69 14,9 7.4
0.68 3.00 40 32 0.800 21.0 0.0191 0,61 10.4 7.4
0.68 5.30 34 28 0.824 23.3 0.0146 0,33 14.9 7.4
0.68 6.00 30 26 0,867 23.6 0.0117 0,30 10.4 4.5
0.68 8.00 22 '•2 1,000 .14,7 0,0063 0.37 0.0 0.0
0.76 2.64 84 30 0357 9.5 0,0888 1.35 92.3 78,9
0.76 2.80 80 34 0,423 10,3 0,0778 1.24 77.4 68,4
0.76 3.00 68 3« 03.59 11,3 0,0f.01 1.13 3ao 47,6
0.76 3.20 66 40 0,606 12,3 0,0536 1,04 37.2 31,2
0.76 3..30 64 ',2 0,6,56 13,8 0,0164 0.93 34.2 25,3
0.76 4.00 34 44 0,815 16,2 0,0333 0.79 32.7 20,8
0.76 4.30 46 40 0,870 18.6 0,0247 0.69 19.3 ia4
0.76 5.00 44 38 0.864 21.0 0,0210 061 14.9 7.4
0.76 5.30 38 32 08*2 23.3 0.0163 035 17.9 7.4
0.76 o.OO 32 30 0938 25.6 0.0123 0.30 11.9 4.5
0.76 «.00 24 24 1,000 :m.7 00069 0.37 4.5 3,0
0.83 2.00 90 40 0,4-H 10.3 0.0873 1.24 95.2 (W,8
0.83 3.00 78 44 0,364 11.3 0,0690 1.13 80.4 67,0
0.a3 3.20 76 40 0326 12.3 0,0617 1.04 38.0 46,1
0.83 3.30 72 44 0,611 13.8 0,0,522 0.93 43.2 32.7
0.83 4.00 60 46 0.767 16.2 0,0370 0.79 37.2 23.8
0.83 4.30 32 40 0.769 186 0.0279 0.69 32.7 17,9
0.a3 5.00 48 42 0.873 21.0 O0229 061 16.4 10,4
0.83 3.30 44 36 0818 23.3 0,0189 a55 17.9 14.9
0.83 6.00 38 34 0,895 23.6 10149 0.50 14.9 ia4
0.83 8.00 30 30 1,000 34.7 (,,0086 0„37 8.9 4.5
0.91 3.00 88 44 0,3110 11,3 0,0778 1.13 90.8 74.4
0.91 3.20 84 44 0,324 12.3 0,0f.82 1.04 65.5 30,6
0.91 3.30 78 30 0641 13,8 0,0,565 0.93 38,0 44,6
0.91 4.00 66 52 0.788 16.2 0.(W07 0.79 ,52.1 29.8
0.91 4.30 38 46 079.) ia6 0.0312 0.69 49,1 23,3
0.91 5.00 ,36 46 0.821 21.0 0.0267 0,61 20,8 10,4
0.91 3. .50 50 3f) 0760 23.3 0.0213 0,35 17,9 16.4
0.91 6.00 44 36 0818 2.5,6 O0172 0.50 17,9 1 1.9
0.91 8.00 32 32 1,000 .34,7 0.OO92 0,37 11.9 6.0
0.98 3.00 86 32 0,603 11.3 0.0761 1,13 78.9 67.0
0.98 3.20 88 46 0,323 12,3 0,0715 1.04 69.9 536
0.98 3.30 M 52 0,619 13,8 0,0609 0.93 6a 4 50,6
0.98 4.00 70 56 0,800 16,2 0,Ol31 0.79 59.5 44,6
0.98 4.30 62 50 0.806 18,6 0,0,333 0.69 .32.1 32,7
0.98 5.00 60 48 0.800 21.0 0.028<> 0.61 31.2 104
0.98 5.30 34 40 0.741 23.3 0.0232 0.55 34.2 22.3
0.98 6.00 46 40 O870 25.6 0.0180 0.30 29.8 17.9
0.98 aoo 36 36 1.000 34.7 0.0104 0.37 11,9 7.4
1.06 3,00 72 44 0,611 11.3 0.0()37 1.13 62,5 31.2
1.06 3.20 92 .52 0„363 12.3 0.0747 1.04 78,9 .56,5
1.06 3,50 % 56 0,3a3 !3,8 0.0696 0.93 89.3 62.5
1.06 •1.00 78 60 0769 16.2 0.0481 0.79 80.4 62.5
1.06 4.30 72 36 0,778 18.6 0.0387 0.69 62.5 37.2
1.06 5.00 68 .36 0824 21.0 0,0325 0.61 32.7 14.9
1.06 5.50 60 44 0,733 23.3 0.0258 0.55 41.7 25.3
1.06 6.00 52 U 0.846 23.6 a0203 0..50 31.2 19.3
1.06 aoo 40 38 0.9.50 .•?4.7 0.0115 0.37 2a8 7,4
1.22 3.30 100 60 0.600 13.8 0.0725 0.93 0.0 ao
1.22 4.00 88 68 0.773 16.2 0.O.342 0.79 ao ao
1.22 4.30 80 62 0775 18.6 0.0130 0.69 0.0 ao
1.22 5.00 76 64 0.842 21.0 0.0363 0.61 0.0 ao
l!22 5.30 70 32 0.713 •23.3 0.0301 0.55 0.0 ao
1.22 6.00 60 48 0.800 23.6 0,0233 0.30 ao 0.0
1.22 aoo 18 46 0.938 34,7 0.0138 0.37 0.0 ao
' B.Tdi»altr widlh - 1 2.8 mcttni; wjicr drplli = 20U CTnliimtccs; Y/U = 0,30; front i

50
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