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ABSTRACT: {Floating breakwaters are inventoried. The various types are sepa-
rated into 4 general categories, wMehSale Box, Pontoon, Mat, and Tethered
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Float. The Tethered Float was identified as a special category but lacked suf-
ficient prototype experience for detailed analysis. Advantages and disadvan-
tages of the Box, Pontoon and Mat are presented. Hydraulic model test results
and prototype experience for these 3 types are presented. Alternative mooring
systems and anchorage methods are summarized. The engineering studies ttstt*
aBy^needed for a suitable design are outlined. Costs and design data for se-
lected prototype installations are tabulated.-]
INTRODUCTION
ANALYSIS
S T A N D A R D B A R G E SIZES ON
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I N L A N D WATERWAYS A R E
195' X 35' X 12' A N D 1 7 5 ' X 26' X 1 1 '
I N C L I N E D BARGES (ONE E N D SU B-
MERGED1HAVE BEEN T E S T E D .
PONTOON
TWIN P O N T O O N C A T A M A R A N SHAPE
FLO TAT/ON
BALLAST
*- WOOD SHEET
SECTION
nr. *
^M= DECK IS OPEN WOOD FRAME.
MAT
T I R E MAT S C R A P T I R E S S T R U N G ON P O L E
F R A M E W O R K OR B O U N D T O G E T H E R
WITH C H A I N OR B E L T I N G . FOAM
F L O T A T I O N IS U S U A L L Y N E E D E D .
L O G R A F T C H A I N E D OR
CABLEDTOGETHER.
TETHERED FLOAT
FLOAT
F L O A T S P L A C E D IN ROWS.
TETHER
ANCHOR - / ' V PLATFORM ^
SECTION
305
The box, pontoon, and mat types have considerable model and proto-
type experience, which is summarized in this paper. The tethered float
is only identified as a unique type worthy of a separate category. How-
ever, since the known published information (summarized in Ref. 8) is
experimental, the tethered float breakwater is not examined further in
this paper.
PROTOTYPE PERFORMANCE
Three types of tire mats have been model-tested and constructed: Wave
Maze, Goodyear, and Wave-Guard (also called Pole-tire and pipe-tire)
as shown in Figs. 2-4. Advantages of the tire mat'breakwater are: (1)
Low cost; (2) easily removed and beached for maintenance or to prevent
ice damage; (3) can be constructed with unskilled labor and minimal
equipment; (4) lower anchor loads than box type; and (5) much lower
reflected waves than box type. Disadvantages are:
B- <=*=*=*(II 3 S l ngggEjK^acz^r, Q
B ocDcajn n ] J J [ JrCZHmcZKZIKZZH-
-H
CHAIN
3 TIRE-STRING
- o o o ( [ JJ J [ ]}CZHZ3C=M=K=>-
-H
ANCHOR =
-CZMZ3C3{[]J fl flf1)c=H^H=H=H=i-
Q- -Q
FIG. 4.Wave-Guard or Pipe Tire (After Ref. 10)
307
v
- H=WAVE HEIGHT
l_ = WAVE LENGTH
B = BREAKWATER WIDTH
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sec period waves). Wide mats or a series of unconnected mats may ex-
tend application to more severe wave climates.
4. Litter entrapment.Field experience shows the tire mat breakwa-
ters tend to accumulate floating debris, which some consider unattrac-
tive.
Box BREAKWATER
w n FT A \
V-
Disadvantages are: (1) High cost compared with the mat type; (2)
maintenance, if damaged, may require towing to dry dock; and (3) con-
nectors can be a problem if not adequately designed.
Fig. 8 shows the wave attenuation performance of the box-type break-
water. The caution of using the L/W (or W/L) parameter discussed above
\ \
W
310
^i
PONTOON BREAKWATER
MOORING
Floating breakwater can be held in place by: (1) Piling, which allows
the breakwater to rise and fall with the tide but not move laterally; (2)
concrete mass or ship anchors and line; or (3) stake piles and line. The
three types of moorings are shown in Figs. 14-16. Pile-anchored break-
waters are limited to fairly shallow sites [about 30-ft (9.1-m) water depth]
and require suitable bottom material to allow adequate pile penetration
and sufficient lateral strength. Stake piles can be steel H beams or tim-
ber. Generally, they are driven below the mud line to develop the great-
est strength and prevent destruction of wood piles by marine borers.
Stake piles are suitable for fairly firm foundations and water depth less
than 50 ft (15.2 m). Anchors can be the deadweight type, such as con-
crete blocks or ship anchors. Deadweight anchors (shown in Fig. 17) can
be used in any water depth, but work best in sand or mud bottoms to
311
3.5 SEC
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.-'
*'s -3.0 SEC
^ - 2 . 5 SEC
2.0 SEC'
1 1 1 !
0 1 2 3 4 5 6
INCIDENT WAVE HEIGHT H , FT
d = 10 FT
d =?9.5 FT
allow some embedment. Concrete block anchors with skirts use soil shear
strength to develop greater load capacity than similar weight concrete
block anchors. Propellant-embedded anchors (shown in Fig, 18) could
also be considered. Mooring lines can be synthetic (such as nylon), chain,
steel cable, or combinations of these three. Line elasticity must be con-
sidered to estimate loads transferred to the anchor or stake pile. Two
methods which have been proposed to reduce the impact loads on the
anchor are to include tires in the mooring line (Fig. 19) or clump weights
hanging on the line (Fig. 20). These devices are intended to act as shock
absorbers; however, a prototype test of a concrete box floating break-
water in Puget Sound, Washington, showed anchor forces were higher
with clump weights than without. Mooring lines can be crossed as shown
in Fig. 21, or uncrossed as in Fig. 22. An advantage of crossed lines is
to provide additional keel clearance for boats moored alongside. If crossed
312
i
3.5
/
' // /
3/
1 //
7 / A
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^ ^^
J/A
r
-
-IDENT WAVE HEIGH
LEGEND
2 J TYPE FOP1CI
WERAGE O N E - T H I R D HIGHEST
TOTAL I N I T I A L FORCE ON T H E
S E A - S I D E ANCHORS WAS IOC LB PER
OF S T R U C T U R E WIDTH
(np- "T2I
0 D
|0|
B R E A K W A T E R Uh IT
CHAIN OR L I N E
}^/>>jj/;^}^j,///^,,^T^ffTj>j?jjj>}?}/^rTTr^rr/t?jf/j))'i'j'//^)'i>}'///>}i>/lf
tjt (f f
',!M.i/""<j tuu^' <<.<!,m.lt.<&!.M""}{<il.W<j(.'. 'J<!1W^
mm FIRM BOTTOM
D A N F O R T H ANCHOR L I G H T WEIGHT
(LWT) ANCHOR
Zh.
FIG. 21.Crossed Anphor Lines
314
lines are used, they should be offset to prevent chafing. Mooring line
scope is usually between 3-1 and 5-1 regardless of anchorage type.
BREAKWATER LAYOUT
BREAKWATER LIMITATION
COST DATA
DESIGN STUDIES
CONCLUSIONS
APPENDIX,REFERENCES
1. Atturio, J. M., and Jones, D. B., "Sloping Float Breakwater: Initial Model
Tests and Handling Tests of Navy Lighter (NL) Pontoon Modules," Technical
Note N-1601, U.S. Navy Civil Engineering Laboratory, Port Hueneme, Calif.,
Feb., 1981.
2. Baird, A. V., and Ross, N. W., "Field Experiences with Floating Breakwater]
in the Eastern United States," MP 82-4, U.S. Army Coastal Engineering Re-
search Center, CE, Fort Belvoir, Va., July, 1982. ^
3. Bottin, R. R., and Turner, K. A., "Seabrook Lock Complex, Lake Pontch-
artrain, Louisiana, Design for Wave Protection at Lock Entrance; Hydraulic
Model Investigation," Technical Report HL-80-7, U.S. Army Engineer Water-
ways Experiment Station, CE, Vicksburg, Miss., May, 1980.
4. Carver, R. D., "Floating Breakwater Wave-Attenuation Tests for East Bay
Marina, Olympia Harbor, Washington; Hydraulic Model Investigation,"
Technical Report HL-79-13, U.S. Army Engineer Waterways Experiment Sta-
tion, CE, Vicksburg, Miss., July, 1979.
5. Carver, R. D., Markle, D. G., and Dubose, W. G., "Sloping Float Breakwater
Study: Oregon Inlet, N.C.," U.S. Army Engineer Waterways Experiment
Station, CE, Vicksburg, Miss., unpublished.
6. Davidson, D. D., "Wave Transmission and Mooring Force Tests on Floating
Breakwater, Oak Harbor, Washington; Hydraulic Model Investigation,"
Technical Report H-71-3, U.S. Army Engineer Waterways Experiment Station,
CE, Vicksburg, Miss., Apr., 1971.
7. Giles, M. L., and Sorensen, R. M., "Prototype Scale Mooring Load and
Transmission Tests for a Floating Tire Breakwater," TP 78-3, U.S. Army Coastal
Engineering Research Center, CE, Fort Belvoir, Va., Apr., 1978.
8. Hales, Lyndell Z., "Floating Breakwater: State-of-the-Art, Literature Pre-
view," TR 81-1, U.S. Army Coastal Engineering Research Center, CE, Fort
Belvoir, Va., Oct., 1981.
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318