The purpose of this research is to assess the effectiveness of a ship used as a detached floating breakwater for coastal protection and forming salients of sand or tombolos. Floating breakwaters have been extensively used as port or coastal protection structures and display advantages in terms of construction and ecology, amongst others. However, the greatest problem these structures present is the limited range of wave heights and periods for which they are really effective. Furthermore, ships may be considered as floating structures which, used as breakwaters, would keep the advantages of floating breakwaters and would increase their range of applicability. The possibility of using ships at the conclusion of their useful life for this purpose would also involve greater economic and environmental advantages. Tests were carried out to assess the ship’s effectiveness as a detached floating breakwater using a scaled down physical model to determine the vessel’s transmission coefficient (Kt) as to regular waves with significant periods of 5 sec to 12 sec and significant wave heights of 1.5 m to 4 m at depths from 20 m to 35 m. The ship proves effective for waves up to 4 m significant height and significant periods up to 9 sec. Hanson and Kraus and Pilarzyk’s analytical models, which take transmission coefficients into account, were used to analyse the shore’s response to the breakwater protection. The results obtained show that salients form for waves with periods between 6 sec and 9 sec. It is also concluded that the depths tested are far different from the more usual shallow water involved in constructing detached breakwaters and the shore’s response is therefore scarce
Trang 1Use of a scrapped ship as a floating breakwater for shore protection 225
Use of a scrapped ship as a floating breakwater for shore protection
A Fernández Lázaro†, R.M Gutiérrez Serret‡, V Negro∞ and J.S López-Gutiérrez§
† Laboratorio de Experimentación
Marítima
Centro de Estudios de Puertos y Costas
CEDEX
Antonio López, 81 Madrid, 28026, Spain
angel.fernandezlazaro@cedex.es
‡ Laboratorio de Experimentación Marítima
Centro de Estudios de Puertos y Costas CEDEX
Antonio López, 81 Madrid, 28026, Spain ramon.m.gutierrez@cedex.es
∞ Research Group on Marine, Coastal and Port Environment and other Sensitive Areas
Universidad Politécnica de Madrid, Profesor Aranguren, s/n 28040, Spain
vicente.negro@upm.es
§ Research Group on Marine, Coastal and
Port Environment and other Sensitive
Areas
Universidad Politécnica de Madrid,
Profesor Aranguren, s/n 28040, Spain
josesantos.lopez@upm.es
INTRODUCTION
The use of floating breakwaters as protection structures in
marine engineering involves economic, ecological, construction,
functional and safety advantages compared with other
conventional solutions secured to the sea bed However, this type
of structure also displays problems which may be summarised in
that most of them offer less resistance to wave height and period
than sloping or vertical solutions In addition, the types accepting
greater waves such as floating concrete caisson breakwaters,
constitute a greater challenge in technical, construction, transport
and price terms
Furthermore, the floating structure par excellence is the ship
Ships are bodies designed to float and sail, with centuries of
development and improvement in construction and operation
behind them which, initially, may provide certain advantages over
the usual floating structures Their different types and dimensions
and their mobility make this option a versatile solution, easy to install and dismantle for temporary breakwaters Ships used for this function may be temporarily used vessels in good order or ships that have reached the end of their useful life, are recycled and altered to serve this purpose Both possibilities would involve environmental and economic advantages compared with building new infrastructures
A possible application of a ship as a floating breakwater structure is its use as a detached floating breakwater for protecting
a stretch of shoreline A detached breakwater is an off-shore marine construction, isolated and noticeably parallel to the coast constructed a certain distance from the shore to protect a certain area of shoreline by reducing the amount of energy penetrating therein The reduction in wave action the detached breakwater achieves causes materials in the area sheltered to sediment giving rise to salients forming If a salient develops until it reaches the detached breakwater it is called a tombolo
The purpose of the investigation described in this paper is to assess how a ship performs as a detached breakwater for coastal`
ABSTRACT
Fernández Lázaro, A., Gutiérrez Serret R.M., Negro, V and López-Gutiérrez, J.S., 2012 Use of a scrapped ship as a
floating breakwater for shore protection Proceedings 12th International Coastal Symposium (Plymouth, England), Journal of Coastal Research, Special Issue No 65, pp 225-230, ISSN 0749-0208.
The purpose of this research is to assess the effectiveness of a ship used as a detached floating breakwater for coastal protection and forming salients of sand or tombolos Floating breakwaters have been extensively used as port or coastal protection structures and display advantages in terms of construction and ecology, amongst others However, the greatest problem these structures present is the limited range of wave heights and periods for which they are really effective Furthermore, ships may be considered as floating structures which, used as breakwaters, would keep the advantages of floating breakwaters and would increase their range of applicability The possibility of using ships at the conclusion of their useful life for this purpose would also involve greater economic and environmental advantages Tests were carried out to assess the ship’s effectiveness as a detached floating breakwater using a scaled down physical model to determine the vessel’s transmission coefficient (Kt) as to regular waves with significant periods of 5 sec to 12 sec and significant wave heights of 1.5 m to 4 m at depths from 20 m to 35 m The ship proves effective for waves up to
4 m significant height and significant periods up to 9 sec Hanson and Kraus and Pilarzyk’s analytical models, which take transmission coefficients into account, were used to analyse the shore’s response to the breakwater protection The results obtained show that salients form for waves with periods between 6 sec and 9 sec It is also concluded that the depths tested are far different from the more usual shallow water involved in constructing detached breakwaters and the shore’s response is therefore scarce
ADDITIONAL INDEX WORDS: Physical model tests, transmission coefficient , salient, shore’s response, scrapped ship
www.JCRonline.org
www.cerf-jcr.org
DOI: 10.2112/SI65-039.1 received 07 December 2012; accepted 06
March 2013
© Coastal Education & Research Foundation 2013
Trang 2226 Fernández Lázaro, et al
protection and the forming of salients or tombolos The work was
undertaken in the following phases:
1 First, a review was carried out on the most usual types of
floating breakwaters and their effectiveness, expressed in
terms of their transmission coefficients (Kt)
2 Tests were then performed on a reduced scale physical model
in order to ascertain the vessel’s effectiveness working as a
floating breakwater The transmission coefficients and range
of waves were compared with the most usual floating
breakwaters
3 Two analytical models were then used for designing detached
breakwaters in order to determine the shoreline’s response to
this alternative for its protection and to assess the possible
forming of salients or tombolos The models used were
Hanson and Kraus (1990) and Pylarzyk (2003), due to their
both considering the influence of the structure’s transmission
coefficient
4 Finally, the discussion on the obtained results, the proposal as
to future lines of work and a list of references cited are
included
FLOATING BREAKWATERS: MOST
USUAL TYPES AND EFFECTIVENESS
The main function of a floating breakwater is to attenuate wave
action However, the structure cannot completely dissipate the
incident wave which is partially transmitted, reflected and
dissipated
In general, investigations concentrate on the structure’s
effectiveness against wave action, studying its capability of
dissipating their energy by defining the transmission coefficient by
the quotient between the height of the wave transmitted and the
height of the incident wave: Kt=Ht/Hi Other concepts under
investigation are the reflection coefficient, stresses in the
anchoring and mooring lines and stresses in the elements joining
the different modules in the case of modular solutions
The following main types of floating breakwaters have been
synthesised following Hales (1981), McCartney (1985) and Mani
(1991):
Box or pontoon type floating breakwater
Sloping pontoon type floating breakwater
Floating type breakwater
Floating frames
Anchored float breakwaters
Porous wall floating breakwaters
Floating concrete caisson breakwaters
The most relevant investigations in this field are summarised
hereafter and a range of satisfactory operation is established for each one The general criterion for setting this range was the fixing of maximum thresholds for a 0.4 transmission coefficient, i.e., the wave heights and periods for which the structures tested dissipated at least 60% of wave energy
Ofuya (1968), Carver (1979) and, more recently, Koutandos (2005), Martinelli (2008), Dong (2008) and Peña (2011) have developed various experiments to test different pontoon type floating breakwaters The general conclusions drawn of this type
is that it works satisfactorily with wave heights around 1.5 m and periods around 5 sec
The sloping pontoon floating breakwater and some of its variations have been studied by Raichlen (1978), Bayram (1998) and Heng (2006), all with tests on a physical model It works well with wave heights up to 2 m and periods of 5 sec
Another type uses old tyres, as studied by Kamel and Davidson (1968), Giles and Sorensen (1978) and Harms (1978) on different physical models, valid for waves 1 m in height and 5 sec period Floating frames were studied on a physical model by Jackson (1964) and Ofuya (1968) and satisfactory results were obtained for waves of 0.7 m and 4 sec
Floating breakwaters formed by sets of floats anchored to the sea bottom were tested by Seymour and Isaacs (1974) and obtained effective results for waves of 0.5 m and 4 sec period Floating porous wall breakwaters were tested by Richey and Sollit (1969) and, more recently, by Wang (2010), and good results were obtained for waves up to 2 m in height and periods of
7 sec
Finally, the Monaco breakwater’s construction (Peset et al.,
2002), a floating breakwater formed by a concrete caisson of 352
m overall length secured to land by a hinge at one end and to the sea bed by chains and piles at the other is to be mentioned The design wave was 6.2 m significant height and 11 sec peak period The test method was heterogeneous, when not lacking information, amongst the investigations reviewed, making it difficult to draw homogeneous criteria from which to draw reliable conclusions Thus, for example, Koutandos (2005) and Martinelli (2008) use significant wave heights and peak periods; Wang (2010) and Peña (2011) only specify that they work with regular waves and, in others of the investigations mentioned, it was not possible to ascertain what type of wave height and period were used in undertaking them
Despite these difficulties the conclusion may be drawn that, except for the case of the Monaco caisson, the types of floating breakwater investigated are effective for attenuating waves with a low height, around 2 m, and short periods, around 5 sec The next step in this investigation is, therefore, to assess the transmission
Figure 1 Diagram of the physical model test set up for assessing the ship’s behaviour as a floating breakwater
Trang 3Use of a scrapped ship as a floating breakwater for shore protection 227
coefficient of a ship working as a floating breakwater to compare
it with the types tested up to now and determine its usefulness as
coastal protection
TEST ON A PHYSICAL MODEL OF THE
PERFORMANCE OF A SHIP AS A FLOATING
BREAKWATER Description of the test
The test was carried out in the facilities of the Centro de
Estudios de Puertos y Costas (CEPYC) – Centre for Ports and
Coasts Studies - of the CEDEX in Madrid, Spain, in a wave
flume 30 m long and 3 m wide, on a 1/150 scale Froude’s laws
of similarity were used to establish the equivalence between
model and prototype Figure 1 shows a diagram of the test set
up
At one of its ends, the flume has a hydraulically driven
translational motion wave generating paddle At the other end, a
gravel beach was built as a wave anti-reflection device inside the
flume The flume’s bottom is flat over the first 10.5 m As from
this point, it slightly slopes to take the gradual closeness of the
coast into account
Five probes were positioned to measure the waves They were
located approximately 5 m from the generating paddle The fourth,
located in the ramp area, was 1.67 m from the ship These four
probes measured the incident waves The fifth, for measuring the
waves transmitted, was located 1.33 m behind the ship
Ships with a shorter useful lifetime and, therefore, most liable to
be recycled for this use, are bulk carriers and containers
(Environment and sustainable development group of the COIN
and the AINE, 2008) This is why the ship chosen was a container
carrier of 2400 TEUs, 275.5 m overall length, 32.26 m beam,
23.90 m depth and 10.97 m draught under full load condition, all
prototype dimensions Therefore, model dimensions are 1.84 m
length, 0.21 m beam, 0.16 m depth and 0.07 m draught, resulting
in a 61% waterline flume blockage and a relative depth of 55% for
20 m depth and 31% for 35 m depth The distance from the coast
is about 500 m for 20 m depth and about 600 m for 35 m depth,
prototype dimensions, hence about 3.5 m and 4 m model
dimensions
The ship was subjected to waves of 1.5 m to 4 m significant
wave heights and significant periods from 5 sec to 12 sec Two
different depths were tested, 20 m and 35 m, both of which will
situate the ship foreseeably in transition waters, and an approach
in shallower waters was left to a second phase of the investigation
An anchoring system was reproduced by means of a chain and anchor with four chains, two on the exposed side of the ship, 3 m long in the model and two on the land side, 1.5 m long in the model The chain lengths and weights were established following the recommendations of Bureau Veritas (Bureau Veritas, 2000) The signals picked up by the probes were processed by conditioners that amplify and filter the signal and were transformed from an analogical to a digital format by a converter card The data so collected were statistically processed with CEPYC developed software Data were taken during 120 sec at the end of which the ship’s transmission coefficient (Kt) was evaluated This coefficient is obtained by dividing the significant wave height measured by probe no.5 by the significant incident wave height, which is obtained by calibration prior to the test at probes nos 1, 2 and 3 Figure 2 shows a photograph taken whilst the test was running
Results obtained
Figure 3 shows the results of the transmission coefficient recorded in terms of the significant incident wave height for the different significant wave heights studied at a depth of 20 m The good manner in which the structure performed can be observed up to wave heights of 4 m and periods of 8 sec and, therefore, the graph has been extended between the 4 sec and 9 sec periods Transmission coefficient figures of up to 0.10 are seen (i.e., 90% of the energy is dissipated by the ship) for waves 2 m in height and with a 5 sec period and transmission coefficient figures
of 0.30 for waves 4 m in height with a 8 sec period, i.e., reductions
of up to 70% of the incident waves Results ostensibly worsen as from the period of 9 sec The worst result is obtained for the 11 sec period for which figure the ship’s movement is coupled to the waves and generates a wave of even greater amplitude than the Figure 2 Photograph during the test run
Figure 3 Ratio between transmission coefficient and significant period at 20 m depth
Trang 4228 Fernández Lázaro, et al
incident wave With a 9 sec period, only 30% of waves is
dissipated whilst with 10 sec and 12 sec only 20% is dissipated
Figure 4 shows the results of the transmission coefficient
recorded in terms of the significant incident wave period for the
different significant wave heights studied at a depth of 35 m
In this case, the ship worked well up to 8 sec periods although
the percentage of energy it could dissipate was slightly lower:
from 90% in the best case with 5 sec periods, up to 60% with 8 sec
periods At 35 m depth, the ship’s movement coupled to regular
waves in periods of 9 sec, and transmitted waves higher than
incident waves were recorded whilst as from 10 sec period the
energy transmitted was practically 100%
The conclusion may be drawn that this solution is effective for
waves up to 4 m significant height and 8 sec significant period
with between 90% and 60% effectiveness at a depth of 20 m and
between 90% and 55% at a depth of 35 m The ship’s
effectiveness reduces at 20 m depth to around 20% above the 8 sec
of significant period and at a depth of 35 m wave energy does not
practically reduce above the 8 sec of significant period The
results represent significant improvement in the range of waves
for which conventional floating breakwaters prove effective
RESPONSE OF THE COAST PROTECTED BY
A SHIP AS A DETACHED BREAKWATER
A detached breakwater is a structure built some distance from
the shore and generally parallel thereto in order to protect it from
wave action by reducing its energy in the sheltered area This
reduction in wave energy causes an alteration in sediment
transport and sediment accumulates and deposits behind the
breakwater If sufficient material is deposited, a sand salient may
form and develop until reaching the detached breakwater itself
giving rise to a formation which is called tombolo
Numerous analytical models related to detached breakwater design are in existence and are used to either predict and define the response induced on the coast by a breakwater or system of detached breakwaters, or to calculate the geometrical characteristics of the works to be designed starting from the effect
it is desired to achieve on the shoreline In the case in question, two analytical models which use, amongst other parameters, the detached structure’s transmission coefficient (Kt) were chosen
Hanson and Kraus (1990)
Based on results of simulations of the shoreline’s evolution with
a numerical model and on data from some detached breakwaters, Hanson and Kraus proposed the following model in 1990 to classify the shore’s response behind a detached breakwater:
tombolo D
H K L
X
salient D
H K L
X
t
t
0 0
) 1 ( 11
) 1 ( 48
where Kt is the transmission coefficient, X the structure’s length, L the incident wave length, H0 the significant wave height
in deep water and D the depth at which the breakwater is located
By introducing the values each parameter takes in the tests carried out into these expressions, the shoreline’s behaviour as to the protection provided by the ship can be predicted Table 1 gives the results obtained in the tests at a depth of 20 m
Pilarzyk (2003)
In 2003, in order to take the effect of wave transmission into account, Pilarzyk proposed that the factor (1-Kt) be considered in the elemental geometric formulas proposed by other authors to classify the type of shoreline response in terms of the length of the structure and distance from the shore:
salient K
X L
tombolo K
a X
L
t s
t s
) 1 ( 0 1
) 1 ( 5 1 0 1
where Ls is the length of the detached breakwater, X the distance to the shore and Kt the transmission coefficient
Pilarzyk’s proposed expressions allow the distance to the shore
to be left as an unknown whilst setting all the other values so that the maximum distance at which the ship can be situated for a tombolo to be formed or the minimum distance to be kept for a salient to form can be calculated The results obtained in tests at a depth of 20 m are shown in table 1
Discussion of results
Table 1 shows the results obtained from the tests carried out at a depth of 20 m In the light of the physical model’s results, the significant 5 sec to 9 sec period tests were considered to be of interest since, above 9 sec, the ship allows almost all the energy through The results obtained for the 35 m depth turned out to be non significant because the long distance of the vessel to the shoreline makes its shadow effect practically nil
The conclusion may be drawn from the shoreline’s response resulting from applying the Hanson and Kraus model,that protection as provided by a ship acting as a detached floating breakwater will give as a result the forming of salients for incident waves from 6 sec to 9 sec significant period and significant wave heights up to 4 m The most determining parameters for the breakwater’s effectiveness are the period, which appears to be more influential than the wave height, and the depth, which will, Figure 4 Ratio between transmission coefficient and significant
period at a depth of 35 m
Trang 5Use of a scrapped ship as a floating breakwater for shore protection 229
in most cases, be related to the distance from the coast The ship’s
influence on the coastline is nil with periods less than 6 s This
does not mean that the ship acting as a breakwater does not
dissipate the waves, since the transmission coefficients are
excellent, but that the wave lengths for those periods at that depth
are very short The transmission coefficient for periods over 9 sec
proves very high and the ship’s resistance to wave action is no
longer effective
The forming of tombolos is not foreseen in any of the tested
cases The results obtained from applying the Pilarzyk model to
determine the critical distance to the shoreline for tombolos or
salients to form show a range of distances from approximately 50
m to 250 m Specifically, for 9 sec significant period and 4.45 m
significant height, the range of distances between ship and shore
for which a tombolo would form range from 47.46 m to 71.20 m,
as from which distance a salient would form up to a maximum
distance yet to be determined and as from which the ship would
have no effect on the shore Moreover, the distance as from which
a salient would form for a significant 5 sec period and significant
wave height of 2 m is 249.33 m
In the light of these results, it can be reasoned that these critical
ship to shore distances are typical of water shallower than that
corresponding to the depth at the site where the ship was located
for the tests Most detached breakwaters are located at depths
below 10 m, which are less than the 20 m and 35 m chosen for this
test Therefore, the ship in the configuration tested is far from the
shallow water which most suitable for the working of detached
breakwaters
Proposals for future lines of work
A first line of investigation related to the shoreline’s response
will therefore consist of bringing the ship into shallower water
Obviously, to this effect, there will be a draught condition
determined by the ship to be used
With respect to the forming of tombolos or salients, the method employed in this investigation enables the coast’s response to the protection provided by the ship and the critical distance for creating one or the other formation to be determined However, it does not indicate anything as regards the volume of accretion or about the stability or instability of the salient formed Another possible line of investigation would therefore be to turn to other formulations or models (whether physical or analytical) in order to predict the shore’s response to this effect
Further lines of investigation also open in relation to the ship acting as a floating breakwater In our opinion, the evaluation of tensile stresses in the anchor chains, the different anchoring and the configuration of lines, the use of different types of ships and the testing of different draught conditions for the ship may be highlighted for their interest amongst the different configurations which can be tested There is also a limitation due to the experiment being only applied to one and the same ship Different sized ships must be tested in order to improve the reliability of the experiment
Finally, mention must be made of the difficulties which arise, both in this test and those proposed, from considering the different factors of scale and the geometrical similarities coming into play
in work of this type For example, the flume’s width is a limitation
to be borne in mind when choosing the ship’s overall length There is also a limitation in the aspects of Froude’s law when working with 1/150 scale, which may not be the best for processing factors such as wave action, sea bed or volume of sand
On the other hand, working with scales with a lower denominator makes it impossible to use the model of ship chosen
CONCLUSIONS
This article gives the results of the investigation carried out on the effectiveness of a ship acting as a detached breakwater for shore protection and the forming of salients or tombolos
Table 1 Response of the shore protected by a ship acting as a detached breakwater according to Hanson and Kraus (column 6) and
the breakwater’s maximum and minimum distance to the shore for forming tombolos or salients according to Pilarzyk (columns 7 and 8)
Significant
period
Ts [sec]
Significant
height
H0 [m]
Height transmitted
Ht [m]
Wave length L[m]
Transmission Coefficient
Kt [-]
Hanson and Kraus shore response
Pilarzyk
X max for tombolo [m]
Pilarzyk
X min for salient [m]
Trang 6230 Fernández Lázaro, et al
From studying the most frequent types of floating breakwaters
as carried out in the first phase of the investigation, the conclusion
may be drawn, that, in general, the different investigations are
heterogeneous as to determining physical model testing (nature of
the flume, paddle reflection absorption, factor of scale, criteria of
similarity, type of wave action employed, etc.), and it is therefore
difficult to obtain homogeneous results on the basis of preceding
investigations Even so, the general criterion has been established
that the usual floating breakwaters are effective for wave heights
around 2 m and periods around 5 sec
A range of validity for container ships tested as floating
breakwaters for significant wave heights between 1.5 m and 4 m
and significant periods between 5 sec and 9 sec was established
from the physical model tests performed in the second phase This
result extends the range for using the most usual floating
breakwaters to laminate the effects of incident waves
The third phase of the investigation consisted of employing
analytical models which use the transmission coefficient to assess
the shore’s response to the protection provided by the ship acting
as a detached floating breakwater The models chosen were those
of Hanson and Kraus and Pilarzyk In the light of the results
obtained, the conclusion may be drawn that under test conditions,
the coast is protected by the ship, giving rise to salients forming
for periods between 6 sec and 9 sec Below 6 sec, the shore is well
protected in the light of the transmission coefficient figures but
neither salients nor tombolos are formed Above 9 sec, the ship
does not suffice to dissipate waves in order to give rise to either of
these formations In addition, the conclusion drawn is that the
depths tested are located in intermediate water, a little distant from
the shallower water more appropriate for building detached
breakwaters It is assumed that by bringing the ship closer to the
shore, it will work better although the ship’s draught should be
borne in mind as an important conditioning factor
Finally, results were discussed and new lines of work identified,
amongst which may be highlighted the reproduction of physical
model tests in shallower depths, study of the stability of salients
formed and estimation of the volume of accretion and variations in
the anchoring system and measuring tensile stress in anchor lines
Mention should be made of the important condition of draught the
ship chosen will impose when testing depths lower than studied
here, as well as the difficulties in factors of scale relating to the
various elements present in the test such as the ship, the sea
bottom, the waves and sedimentary material The physical model’s
limitations as to both the flume and the ship are therefore known
Tests were performed with the limiting factor being the standard
ship rather than the system’s hydrodynamics both in the moving
bottom and in generation conditions and wave-bed interaction In
the same way, there is a limitation in the use of the Hanson &
Kraus and Pilarzyk formulas (typical for wave transmission in a
porous environment) for studying transmission in a floating
element In this respect, the test constitutes a first approach for
determining the structural and functional response and a
modification of certain test conditions enabling coastal models to
be used will be necessary
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