Aco ere Coast Erg: Res, Cen CETA 79-4 (AD-o17 905) Determination of Mooring Load and Transmitted Wave Height for a Floating Tire Breakwater BTC hg ola yay] WH OTS by DOCUMENT Michael L. Giles and James W. Eckert COLLECTig;, if COASTAL ENGINEERING TECHNICAL AID NO. 79-4 SEPTEMBER 1979 U.S. ARMY, CORPS OF ENGINEERS — — COASTAL ENGINEERING To RESEARCH CENTER Kingman Building ug Fort Belvoir, Va. 22060 coe 09n30 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 22161 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 use 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. iliounun 0301 008 MMnaa i UNCLASSIFIED 8008090809888 —_, SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) REPORT DOCUMENTATION PAGE READ INSTRUCTIONS BEFORE COMPLETING FORM T. REPORT NUMBER 2. GOVT ACCESSION NO. 3. RECIPIENT'S CATALOG NUMBER CETA 79-4 - TITLE (and Subtitle) 5. TYPE OF REPORT & PERIOD COVERED Coastal Engineering DETERMINATION OF MOORING LOAD AND TRANSMITTED Technical Aid WAVE HEIGHT FOR A FLOATING TIRE BREAKWATER - AUTHOR(s) 8. CONTRACT OR GRANT NUMBER(s) Michael L. Giles James W. Eckert - PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT, PROJECT, TASK AREA & WORK UNIT NUMBERS Department of the Army Coastal Engineering Research Center (CERRE-CS) F31616 Kingman Building, Fort Belvoir, Virginia 22060 - CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE Coastal Engineering Research Center 13. NUMBER OF PAGES Kingman Building, Fort Belvoir, Virginia 22060 . MONITORING AGENCY NAME & ADDRESS(if different from Controlling Office) 15. SECURITY CLASS. (of this report) UNCLASSIFIED 15a. DECL ASSIFICATION/ DOWNGRADING SCHEDULE - DISTRIBUTION STATEMENT (of thie Report) Approved for public release; distribution unlimited. . DISTRIBUTION STATEMENT (of the abstract entered in Block 20, if different from Report) . SUPPLEMENTARY NOTES - KEY WORDS (Continue on reverse side if necessary and identify by block number) Breakwaters Mooring force Floating tire breakwater Wave height Monochromatic waves Wave transmission . ABSTRACT (Continue om reverse side if necessary and identify by block number) Floating tire breakwaters (FTB) are being used to protect and improve small- craft harbors, and as the need for additional mooring space increases, FTB's are often being placed in locations exposed to larger waves. Other uses for FTB's include protection of construction operations, protection of dredges, and beach stabilization. Methods for predicting the transmitted wave height, as well as for determining the anchor loading for the Goodyear module FTB, are presented. (continued) DD , ree 1473 ~—s EDITION OF 1 Nov 65 1S OBSOLETE UNCLASSIFIED SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) UNCLASSIFIED SECURITY CLASSIFICATION OF THIS PAGE(When Data Entered) These methods are based on laboratory tests that used full-scale monochromatic ave conditions typical of partially sheltered bodies of water. Wave transmission is given as a function of the ratio of the breakwater width to incident wavelength. The mooring load is also given as a function of incident wave height. Design curves and procedures are presented for determining the breakwater width required to obtain a desired degree of wave attenuation, and for determining the mooring loads for each anchor line. Various anchor types are discussed to aid in the design of an anchor system. Z SS See SECURITY CLASSIFICATION OF THIS PAGE(When Data Entered) UNCLASSIFIED PREFACE This report presents techniques for estimating wave transmission and anchor loading for the Goodyear Module Floating Tire Breakwater when subject to given incident wave conditions. A discussion of anchor selec- tion is also presented. The report was prepared by Michael L. Giles, while a member of the Coastal Structures Branch, and James W. Eckert, Coastal Design Criteria Branch, under the general supervision of Dr. R.M. Sorensen, Chief, Coastal Structures Branch. The authors acknowledge the useful suggestions provided by R.A. Jachowski and Dr. F.E. Camfield of the Coastal Design Criteria Branch. 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. yy, ISHOP Colonel, Corps 6f Engineers Commander and Director CONTENTS CONVERSION FACTORS, U.S. CUSTOMARY TO METRIC (STI) SYMBOLS AND DEFINITIONS . I INTRODUCTION. II DETERMINATION OF BREAKWATER WIDTH . III DETERMINATION OF MOORING LOADS. IV SELECTION OF A MOORING SYSTEM . ; : 1. Selection of the Mooring Line al Hendneen 2. Selection of the Anchor . V EXAMPLE PROBLEM . VI SUMMARY . LITERATURE CITED. TABLE Values of ny - FIGURES 1 Section of assembled breakwater composed of individual modules. 2 Relationship 3 Design curve knowing the 4 Design curve between wave period, wavelength, and water depth . for predicting the transmission coefficient W/L ratio. for predicting mooring loads per foot of breakwater length for a given incident wave height . S Failure modes for a short-rigid pile in cohesionless soil 6 Failure mode for a short-rigid pile in cohesive soil. Page 14 10 15 16 CONVERSION FACTORS, U.S. CUSTOMARY TO METRIC (SI) UNITS OF MEASUREMENT U.S. customary units of measurement used in this report can 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 1.852 kilometers per hour acres 0.4047 hectares foot-pounds 1.3558 newton meters millibars ASONOY 53° sOre kilograms per square centimeter ounces 28.55 grams pounds 453.6 grams 0.4536 kilograms ton, long 1.0160 metric tons ton, short 0.9072 metric tons degrees (angle) 0.01745 radians Fahrenheit degrees 5/9 Celsius degrees or Kelvins! a eee lfo obtain Celsius (C) temperature readings from Fahrenheit (F) readings, use formula: C = (5/9) (F -32). To obtain Kelvin (K) readings, use formula: K = (5/9) (F -32) + 273.15. SYMBOLS AND DEFINITIONS Cy undrained shear strength pile diameter water depth modulus of elasticity e lever arm of lateral load above firm soil Fo factor of safety Fy lateral mooring-line load (tension) f depth of maximum bending g acceleration of gravity H; incident wave height Hy transmitted wave height I moment of inertia of pile cross section Kp coefficient of passive Earth pressure K transmission coefficient; H,/H; L incident wavelength L embedment length of short-pile anchor L total required length of pile anchor t teld yielding moment of pile section ny constant of horizontal subgrade reaction P design lateral load on pile q length of pile below maximum moment point a wave period W breakwater width measured in the direction of wave travel Wy weight of concrete anchor We unit weight of concrete We unit weight of soil W) unit weight of water n short-pile coefficient u coefficient of static friction ob internal friction angle DETERMINATION OF MOORING LOAD AND TRANSMITTED WAVE HEIGHT FOR A FLOATING TIRE BREAKWATER by Michael L. Gtles and James W. Eckert I. INTRODUCTION This report presents methods for predicting the transmitted wave height and required anchor capacity for a floating tire breakwater (FTB) using the FTB module concept proposed by the Goodyear Tire and Rubber Co. (Candle and Fischer, 1977). The methods are based on prototype-scale wave tank tests of the Goodyear module FTB (Giles and Sorensen, 1978). Because of the ease of module construction and availability of used tires, this type of FTB provides an alternative means for sheltering shorelines, docks, and boats from both storm and normal wave conditions. In comparison to other types of floating or fixed breakwater structures, the proposed module design has a relatively low cost. Because floating breakwaters are most effective for short-period waves, this type of FTB may best be used as protection for harbors of refuge and for shorelines in which the waves are limited by fetch or water depths such as in large coves, estuaries, and reservoirs. The FTB is assembled using individual 18-tire modules (Fig. 1) measuring approximately 6.5 by 7.0 by 2.5 feet (2.0 by 2.2 by 0.8 meters). The modules are constructed by stacking the tires in a 3-2-3-2-3-2-3 combination and threading tying lines through the tires as they are stacked. An evaluation of various types of tying materials for both freshwater and saltwater environments (Davis, 1977) has found that con- veyor belting and unwelded open-link chain were the optimum choices for corrosional resistance. Typically, the FTB has flotation material added to the crown of each tire and two 2-inch-diameter (5 centimeters) holes are punched in the bottom of each tire. The use of flotation material, such as rigid urethane or polystyrene, will maintain uniform flotation of the breakwater and will permit the use of severely damaged tires which otherwise could not be used. The holes are to reduce the amount of sand and debris which may accumulate in the tires. Additional details on the construction of the individual modules and assembly of the modules to form a complete breakwater are presented by Candle and Fischer (1977) and by Kowalski and Ross (1975). The data and design curves presented are applicable for wave heights up to about 4.5 feet (1.4 meters), wavelengths between 30 and 165 feet (9.5 and 50 meters), and water depths between 6.5 and 13 feet (2 and 4 meters). If design conditions are significantly different, then care and engineering judgment should be used in applying these design procedures. II. DETERMINATION OF BREAKWATER WIDTH For specific site conditions, given the design incident significant wave height, HH» wave period, T, water depth, d, and transmitted Corner tires are rotated 100° Direction “of wave approach Note: Each individual module is 2 by 2.2 by 0.8m. Figure 1. Section of assembled breakwater composed of individual modules. wave height, H;; the wavelength, L, and transmission coefficient, Ky, can be determined. The wavelength, L, can be determined for a given wave period, T, and water depth, d, hy use of Figure 2 or the equation - T2 b= Ee tann ( 272) , (a) The transmission coefficient, K,, can be determined using the following relationship: H ; t K, ==. (2) t H; Knowing the wavelength, L, and the transmission coefficient, K,, the required breakwater width can be determined from Figure 3. Since the overall efficiency of the breakwater decreases as the breakwater width increases, the width determined from Figure 3 may be too small if the indicated breakwater width is much greater than the maximum tested length of 42 feet (12.8 meters). III. DETERMINATION OF MOORING LOADS Giles and Sorensen (1978) found that the mooring-line load for the FTB system is essentially a function of the incident wave height. Figure 4 provides a procedure for determining the mooring-line load for a given incident wave height. Since the design curve is based on limited data, care and engineer- ing judgment should be used in extrapolating the curve for wave heights greater than 4.5 feet. Also, if the breakwater width to wavelength ratio is greater than 1.4 the actual load on the anchor may be slightly higher due to additional modules being added. Figure 4 is applicable to mooring lines placed on a slope of 1 on 7. If steeper mooring-line slopes are used, then the loads would be slightly higher and proportional to the change in the tangent of the slope. The rear mooring system should be designed for the largest force determined by either the force of the largest wave coming from the shore- ward direction or 20 percent of the seaward force, whichever is greater. IV. SELECTION OF A MOORING SYSTEM 1. Selection of the Mooring Line and Hardware. To minimize the vertical load on the anchor, the mooring line should have a minimum length of approximately eight times the maximum expected water depth and the anchor should be positioned seven times the maximum water depth from the breakwater. The anchor holding capacity must exceed 00¢c 06I -yjdep 103eMm pue ‘yuUsTOAeM ‘potted sAeM useM}0q drysuoTIeTOY *Z sIN3TY (44) 7 ‘y4buajannm 08! OZ! O91 OSI Obl OE! O2@!I Oll OO! O06 O8 O2 ysbuajyanDM JO abudDYy 2)qQ09I| 9 P OD Of O72 OF OG (+4) ‘y4daq J240M Ol 0 10 "OTVEL = J/M 42 Butmouy JUSTITZFZOOO uOTSSTuUSUeT} dy BUTZITpord TOF oAIND UsTSeq “¢ sINBTY (7M) Y46u2]an0m Of Y4PIM 4240MyDa1g 40 O14DY 091 Ov! 02! 001 080 090 0v0 020 o 020 Ov 0 090 $U91914}809 uolssiwsuds] (@) co [@) ty) ( 00 | O02 | ZYSTOY SACM ZUSPTOUT USATS B® IOF yABuUeT ToJemyeorq FO OOF Lod speoy, ButTrOOW BUTIITpertd TOF oAIND udTSOg (43) 44610 aADM juapiouy G p € 4 | (29. 1l-+H 940M) GG poo] bulsoow ‘yp omn3sTy O02 Ov 09 08 (44/41) poo] aui7—buisoo 00 02! 12 ‘the maximum force expected to occur. Since the forces are cyclic, all the connections between the breakwater and anchor should be as flexible and free-moving as possible. Therefore, it is suggested that either galvanized steel or wrought-iron chain be used. Wire cable has been used, but the cable is subject to both axial fatigue and corrosion weakening. All connections should also be oversized to allow for cor- rosion and wear. Secondary methods of connection, such as cotter pins and extra nuts, should be used to prevent disconnection. 2. Selection of the Anchor. The selection of the type of anchor depends on the maximum mooring force, bottom conditions (i.e., mud, sand, or rock bottom), and the var- ious available methods for placing the anchor. The four basic anchor types normally used with floating breakwaters are deadweight anchors, embedment anchors, screw anchors, and pile anchors. The most commonly used anchor is the concrete block deadweight anchor which is usually cast at the site. The design anchor weight (W,) of these anchors can be determined by the following relationship based on a static analysis: petesinatels tv © Hon) We where u = the coefficient of static friction W, = the total weight of concrete anchor in air w, = the unit of weight in water We = the unit weight of concrete F, = the lateral mooring-line load Fo = the factor of safety The embedment anchor is often used by small-boat operators. The holding capacity of embedment anchors vary with the type or marine soil and embedment anchor design. This is discussed by Taylor and Lee (1972) and Berteaux (1976). Vesic (1971) and Jenkins (1976) describe methods for determining the holding capacity of the screw anchor in various soil types. They indi- cate that the maximum holding capacity is equivalent to the capacity developed by a short pile of equal length. Disadvantages of the screw anchor are that they usually have a short length and are difficult to install in firm marine soils. 13 A When the available equipment and materials suggest a pile anchor system be used to hold the floating breakwater, the required design may be accomplished by one of the methods described below. Anchor piles are designed by finding the ultimate lateral resistance of the pile-soil system and increasing the lateral mooring load, F;, by a safety factor, Fo, to find the design lateral load on the pile, P; i.e., The ultimate lateral reststance of the anchor pile is reached when either the passive strength of the surrounding soil is exceeded or when the yielding moment of the pile section is reached. Simple design methods, as described in Broms (1964a, 1964b), are divided according to the soil characteristics (cohesionless or cohesive) and by the pile characteristics (short-rigid piles or long-flexible piles). Only the cohesionless and cohesive short-rigid pile cases are included here because these will normally suffice for anchor piles for floating breakwaters. In considering cohesionless soils (i.e., sands), the definition of long versus short piles depends on the calculation of the dimensionless term, n&, where: 175 Nh = 5 [=| () and & is the pile length. This term includes the pile section stiffness (EI) and the constant of horizontal subgrade reaction, nz, which is a function of the soil only. Values of np, are given in the Table; when n& is less than 2.0 the pile is considered short and rigid and when n& is greater than 4.0 the pile is long and flexible. Table. Values of ny (from Terzaghi, 1955). Relative density (tons/£t3) 7 21 56 4 14 34 The short-rigid pile is assumed not to bend when laterally loaded but will rotate about a point approximately 1/3 to 1/4 its length above the pile tip. The soil reaction increases with depth below the firm bottom as shown in Figure 5. Embedded soil condition Above water table Below water table (a) DEFLECTIONS (b)SOIL REACTIONS (c) BENDING MOMENT Figure 5. Failure modes for a short-rigid pile in cohesionless soil (after Broms, 1964b). Because anchor piles are designed for the soil's ultimate lateral resistance rather than deflection of the pile head as in structural piles, the design is predicated on sufficiently large deflection to develop the full passive resistance. This is defined, based on comparison with test data, as three times the Rankine passive Earth pressure from the ground surface to the center of rotation (Broms, 1964b). The resulting equation for ultimate lateral resistance is: af w, D 2°K, ee 2(e + &) where P = design lateral load (P = F.Fo, eq. 4) D = characteristic width of pile (the diameter for pipe pile) We = unit weight of soil e and 2 = defined in Figure 5 Rankine's coefficient of passive Earth pressure; Se % 1 + sin 9 = ye 7 2 1 - sin ¢ (7) > = angle of internal friction of sand Equation (6) may be solved by iteration as shown in the example. 15 When e, the lever arm of the load applied above the firm bottom, is zero the equation may be solved directly for required pile length as: 1/2 2P Lod : oe We Ky This method of analysis has been predicated on the maximum bending moment in the loaded pile not exceeding the piling sections maximum yield moment. This is considered a safe assumption for the typical short anchor pile problem. When the foundation soils at the breakwater site are clay, the method in Broms (1964a) is used for determining the ultimate lateral resistance of a rigid-pile anchor under lateral load. As before, the pile is assumed to rotate without bending around a point in the lower half of the pile (see Fig. 6). The length of pile required is Sir © 7 IhoEID sb se ak Clo (9) (See Fig. 6 for definition of terms.) The maximum moment occurs at (£f + 1.5D) below the firm soil level where (10) The term c, is the undrained cohesive strength of the clay. Care should be taken in the determination of the value of c, to reflect the dynamic nature of the lateral load. The length, q, is the length of Figure 6. Failure mode for a short-rigid pile in cohesive soil (after Broms 1964a). 16 pile needed below the point of maximum moment to achieve the ultimate lateral resistance, and may be calculated as P(e + 1.5D + 0.5£)172 7% 2.25D (11) and the required pile length &%, may be calculated directly from equation (9). The choice of anchor type should be based on the design loading, the soil conditions, and the available method of placement. No one anchor type is universally suited for all conditions, and each type (or other types not mentioned) should be considered for a particular application and location. G3 EP EP CF C2 CRC Ch Qe 2c) CO) Ae EXAMPLE PROBLEM * * * * * * * * * * * * * & GIVEN: The typical significant wave height and wave period observed at a site during summer storm conditions are 3.0 feet and 3.0 seconds, respectively, in 6.5 feet of freshwater. FIND: (1) The width of the Goodyear module FTB that reduces the 3.0-foot incident wave height to a 1.0-foot transmitted wave height; (2) the expected mooring load (mooring lines are placed on a 1 on 7 slope); (3) the required weight and volume of a mass concrete anchor; and (4) the required length of an anchor pile. SOLUTION : (1) Find the width of a breakwater that reduces the incident wave height to a 1.0-foot transmitted height. (a) Compute the allowable transmission coefficient, K,, using equation (2): (b) Determine the incident wavelength, L, using equation (1) or Figure 2. From Figure 2 for T = 3.0 seconds and d = 6.5 feet, ib SY 286 og 17 (c) Determine the W/L ratio for the required Ky, and compute the breakwater width. From Figure 3, where = 0.33, W/L = 1.38. Thus, the required breakwater width, ie (Yb) Ch) 2 C188) GY steer) S Sl sce. (d) Determine the number of modules required which is equal to W (module width) or 51 feet per 7.0 feet per module = 7.3 modules required. Thus, the breakwater would have to be at least eight modules wide to obtain the desired wave height reduction. (2) Determine the mooring load. Using Figure 4 and an incident wave height equal to 3.0 feet, the design load is 77 pounds per lineal foot of breakwater parallel to the wave crest between the anchor lines. Assuming an anchor spacing of 50 feet, the total mooring-line load per anchor is: ss 1/7) IpyAte ss SO see Se SEESO Ml . NOTE.--The mooring-line load from Figure 4 is used as the lateral mooring-line load because they are essentially equal for the 1 on 7 slope specified. (3) Design of a mass concrete anchor. Since the bottom is assumed to be level firm sand, the coefficient of static friction, u, is assumed to be 0.4. Also, the assumed unit weight of concrete inyaix, Wes is 150 pounds per cubic foot and the unit weight of freshwater, w,, is 62.4 pounds per cubic foot. Substituting the equation (3) and solving for the total mass weight of the anchor, Wy» Thus, using Fo = Seand FiFo = 3,850 x 1.5 = 5,875 lb (or 6,000 1b) W. = 6,000 1b eos > (Ose) GS W545) Ub 25,685 1b (12.8 tons) for each 50-foot section .- The volume is 25,685 1b 5 = 171.2 ft? (approximately 5-foot 7-inch cube) . 150 1b/ft (4) Design length of a pile anchor. For bottom firm sand (medium relative density), n, = 14 tons per cubic foot (see the Table), solve for K, using $4 which must be known from soil sampling or be estimated (here assume $ = 30°). Select a 16-inch (1.33 foot) steel pipe pile with a 0.1-foot wall thickness. 2.16 x 10® tons/ft2 E for steel I of cross section = 0.094 ft (from American Institute of Steel Construction, 1973) . Assume solid bottom is 2.0 feet below anchor line attachment point: e = 2 ft Solving for the characteristic length: ee 7° 1/8 14 tons/£t3 \i/5 EI (2.16 x 10© ton/ft?) (9.4 x 10-2 ft*) 1 5 Osi =. A ft Because by definition n& < 2.0 for the rigid-pile case, try first values of 2 < 13.6 feet and use the rigid-pile analysis for cohesion- less material to find actual 2% using equation (6) and rewriting as Substituting the known values and assuming Wage 60 pounds per cubic foot for submerged unit weight of sand: 93 2 x 6,000 1b = —_______———_ = 50.12. (2 + 2) («0 2 = 8S 122) (3) ft3 Then, by substituting for &% as follows: Assume Calculate Compare to 2 (ft) g3/(2 + 2) required value 7 38.111 < 50.12 8 51.20 > 50.12 by small amount 9 66.27 > 50.12 Is) aN Note that 2 = 8 feet is less than 13.6 feet (upper limit for rigid- pile analysis). Therefore, use % = 8 feet and add e = 2 feet to obtain the total pile length 2; = 10 feet. If scour is expected, the pile should be driven to the design depth below the maximum pre- dicted scour elevation. CE a Se I eR ec Te CnC Ud HCI) wet eC Tie ee te NG OM use oe Gs. Ga!) ee OP Gs VI. SUMMARY Methods for determining the transmitted wave height and required anchor holding capacity for a floating tire breakwater using the proposed Goodyear FTB module design were presented. Application of these methods is intended to give conservative results. The discussion on various types of anchors was included to provide general guidance on anchor types as well as references for further infor- mation on anchor design. As a practical guide for the design of an FTB mooring system, an assumed harbor of refuge breakwater is considered as a design example. 20 LITERATURE CITED AMERICAN INSTITUTE OF STEEL CONSTRUCTION, INC., Manual of Steel Construc- tion, 7th ed., New York, N.Y., 1973. BERTEAUX, H.O., Buoy Engineering, John Wiley §& Sons, Inc., New WOR < 5. Woe 4 1976. BROMS, B.R., ''Lateral Resistance of Piles in Cohesive Soils," Journal of Sotl Mechantes and Foundatton Divtston, Vol. 90, No. SM2, Mar. 1964a, pp. 27-63. BROMS, B.R., "Lateral Resistance of Piles in Cohesionless Soils," Journal of Soil Mechanics and Foundation Division, Vol. 90, No. SM3, May 1964b, pp. 123-156. 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. GILES, M.L., and SORENSEN, R.M., ''Prototype Scale Mooring Load and Trans- mission Tests for a Floating Tire Breakwater,'' TP 78-3, U.S. Army, Corps of Engineers, Coastal Engineering Research Center, Fort Belvoir, Va., Apr. 1978. JENKINS, D.L., "Marine Sediment Properties and Embedment Anchors," Report 2195, U.S. Army Mobility Equipment Research and Development Command, Fort Belvoir, Va., Nov. 1976. KOWALSKI, T., and ROSS, N., "How to Build a Floating Tire Breakwater," Marine Bulletin No. 21, University of Rhode Island, Narragansett, R.1., 1975. TAYLOR, R.J., and LEE, H.J., "Direct Embedment Anchor Holding Capacity," Technical Note N-1245, Naval Civil Engineering Laboratory, Port Hueneme, Calif., Dec. 1972. TERZAGHI, K., “Evaluation of Coefficient of Subgrade Reaction," Geotechnique, Vol. 5, 1955, p. 297. ‘VESIC, A.S., "Breakout Resistance of Objects Embedded in Ocean Bottom," Journal of the Sotl Mechanics and Foundattons Division, Vol. 97, No. SM9, Sept. 1971, pp. 1183-1205. 2! ale We ec vant a SM alot perdi din e tuck & Sane ener A eke koe... =. ie Sallie a EU vicars ar ive Vag ka! : PR ney ‘yarre ptt oe ua we Rigs’ tO" hace a - a jeihresiacnyty oueka. “Wee — eo Weioda fro dwierw imag the cnet pew re «ange al z ‘geUnagubhldl at feet deo tnolee don! ke kena hy 0 Gepepeat Gui. i te LS Roe «ay ey en he, ee Mite that’ ss peg gaa! ie. bie my b.8 EL EG TON partir } agen, wets : cm ry pia | vied | a SoA Lah NR NS hi an ee : poseny of ete By tbedoy at eo lee 4. sonntehoon Lavess PORE "salt Meo (0G Tay | etc wortokna® ue a6 kt sila sivaath hee sa9oe't renee Seat aint, wi : “haat. oe ci Geet : f 7 : -haeis @ te gni Pale ah sigiretam- meet 76 Ag sabian x7 Sei Bare ev thn rhe Lt eek ae a $8 Lagteanry Tha ra " eee’ ne a = 2iett he avid SHIMAOM siege eqviczort" , at, F AP AWOR, 7 » gQMRTA: hah CREM “tesa wd ord wr)T gnisoolt 4% bist: tovied THM | <4IRe Rounes gelreent gal [ateagd . 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