Constructing a floating tire breakwater the Lorain, Ohio experience

[From the U.S. Government Printing Office, www.gpo.gov]

Coastal zone
Intormation CONSTRUCTING A FLOATING
Center
TIRE BREAKWATER
THE LORAIN, 0HIO EXPERIENCE
March, 1982

City of Lorain

TC
333
.l43
1982

CONSTRUCTING A FLOATING TIRE BREAKWATER
- THE LORAIN, OHIO EXPERIENCE -

Principal Author: D. Thomas Lee
D. Thomas Lee & Associates
2200 West Erie Avenue
Lorain, Ohio 44052

Editor: John G. Sulpizio
Executive Director
Lorain Port Authority
Room 511, City Hall
Lorain, Ohio 44052

Typist: Ruth Wiseman
Executive Secretary
Lorain Port Authority
Reprodu ction: Goodyear Tire and Rubber Company
Akron, Ohio 44316

Photocopy: D. Thomas Lee
John G. Sulpizio
Goodyear Tire and Rubber Company
Funding: The Ohio Department of Energy
Lorain Port Authority
This report is available from the Lorain Port Authority
at a $5.00 cost to cover postage and handling.
A 65-slide presentation with written narrative is available
from the Lorain Port Authority at a cost of $ 100.

O:r (7rC LibrarY

U . S . DEPARTMENT OF COMMERCE NOAA
COASTAL SERVICES CENTER
2234 SOUTH HOBO'ON AVENUE
CHARLESTON , SC 29405-2413

This report was prepared, in part, with financial assistance from the Coastal Energy
Impact Program, Coastal Zone Management Program administered by the Ohio
Department of Energy.

PREFACE

In January, 1981 the Lorain Port Authority began the construction of a Floating Tire Breakwater, a relatively
new technology in wave control, to expand recreational boating opportunities in the east harbor basin of the Port of
Lorain, Ohio. The construction project represents the determination and perseverance of a small local agency trying
to innovate solutions to local needs. Convinced that one must make the most of any situation and do it swiftly, the
Lorain Port Authority pioneered the construction of the widest FTB built in the world.
Its experience with this Floating Tire Breakwater is shared in this paper. The project planning, pre-construction
activities, and actual construction technique are unique, yet representative of what can be accomplished by other
local leaders. In this context, this report is offered as encouragement to those leaders, and as a contribution to the
present literature.
Little of theexisting literature presents a thorough description of "how to build"a FTB. In this paper, the reader
is presented a detailed case study with a concentration on construction procedure. We hope it will contribute to the
advancement of the technology, more widespread practical application, and access to a bountiful resource, the
waterfronts of America.

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TABLE OF CONTENTS

Page No.

1. INTRODUCTION .................................................................. 6
Location ....................................................................... 6
Planning ....................................................................... 6
Funding ....................................................................... 7

11. FLOATING TIRE BREAKWATER TECHNOLOGY .................................... 8
Existing Literature .............................................................. 8
Site Visits ...................................................................... 8
Goodyear Design ............................................................... 8
Application to Lorain .......................................................... 9

111. PRECONSTRUCTION PLANNING .................................................. 10
Funding ....................................................................... 10
Bidding ........................................................................ 10
In-House Construction .......................................................... I I
Construction Site ................................................................ I I

IV. THE CONSTRUCTION PROCESS ................................................... 12
Tires .......................................................................... 12
The Belting ..................................................................... 13
The Flotation .................................................................. 16
Nuts and Bolts .................................................................. 18
Building Modules ............................................................... 18
Assembling The Mat ............................................................ 20
Anchors, Mooring Lines, and their Installation ...................................... 22
Towing and Connecting .......................................................... 24
Navigational Lighting ........................................................... 26

V. COST ANALYSIS .................................................................. 28
Budget Estimates ............................................................... 28
Unit Costs ..................................................................... 30
Foam ..................................................................... 30
Mooring System ............................................................ 30
Nuts and Bolts ............................................................. 31
Total Project Costs ....... 31
Unit Cost - Total Project ................................................... 31

VI. SHORT TERM OBSERVATIONS .................................................... 32
The Mooring System ............................................................ 32
Binding Material ................................................................ 32
Flotation ...................................................................... 32
Debris Collection ............................................................... 32
Seaweed and Sediment .......................................................... 32
Fish Population ................................................................ 32
Effectiveness ................................................................... 32
Ice Conditions .................................................................. 33
Public Response ................................................................ 33

VII. CONCLUSION AND RECOMMENDATIONS ......................................... 34

VIII. APPENDICES

Acknowledgements .............................................................. 36
About People .................................................................. 35
Bibliography ................................................................... 38

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LIST OF FIGURES

Figure: Page No.
1. Lorain Harbor 6
2. 1970 Site Plan 6
3. East basin area ...................................................................... 7
4. 1978 Site Plan 7
5. Phase I Development Plan ............................................................ 7
6. Module configuration ................................................................. 8
7. Tire mat 9
8. Worker dewatering tires ............................................................... 12
9. Branding ........................................................................... 12
10. Dewatering, branding, installation of flotation and stacking operations ...................... 13
11. Pile of tires unloaded from a 45-foot semi trailer ......................................... 13
12. Cutting conveyor belt squarely ........................................................ 14
13. Rolling out conveyor belt for cutting ................................................... 14
14. Cutting conveyor belt to length ........................................................ 14
15. Moving conveyor belt to slitting area ................................................... 14
16. Moving conveyor belt to cutting table .................................................. 15
17. Chalking out cutting lines ............................................................. 15
18.- Slitting belts ........................................................................ 15
19. Stockpiling belting material ........................................................... 15
20. Pneumatic punch operation ........................................................... 15
21. Woodhall and CETA workers putting flotation blocks in bags ............................. 17
22.' Heat sealing of bagged flotation blocks ................................................. 17
23. Worker installing flotation in tire using tire hook system .................................. 17
24. CETA employees at work installing flotation in tires ....................................... 17
25. Assembling modules ................................................................. 18
26. Installing bolts in the binding straps .............................................. I ..... 18
27. Tightening down the connector bolts ................................................... 18
28. Storing the modules ................................................................. 19
29. Warehouse filling up with tires ........................................................ 19
30. Tire preparation/ stacking ............................................................. 19
31. Connecting modules at river's edge on rubber pad ......................................... 20
32... Modules about to be dropped into position from carrier trailer at launch area ................ 20
33. First three rows of modules completed and ready for launching ............................ 20
34.. Pushing first sections into the water .................................................... 20
35. Modules entering the water ............................................................ 21
36. Hauling Modules from warehouse to launch area ......................................... 21
37. Forklift Pushing mat into the water .................................................... 21
39.' Offloadirig m6dules into position from trailer ............................................ 21
39. Mat section length approaching commercial channel ...................................... 21
40. Another row assembled, ready for pushing .............................................. 21
41., Completed mat sections moored near launch area ........................................ 22
42. Sandstone anchors being delivered to construction site .................................... 22
43. Shock absorber connection ........................................................... 23
44. Mooring line assemblies .............................................................. 23
45. Mooring line connection to anchor stone ................................................ 23
46. Installing connector cable to modules ................................................... 23
47. Loading anchor stones on work scow ................................................... 23
48. Loading mooring lines on work scow ................................................... 24
49. Setting marker for anchor locations ..................................................... 24
50. Setting anchor stones into water ....................................................... 24
51. Positioning mat section for hooking up moorings ........................................ 25
52. Making connection of mat to mooring line .............................................. 29
53. Temporary marker light positioned on modules .......................................... 25
54. Towing section for installation ........................................................ 25
55. Worker connecting modules in the water .................................................. 25
56. Pad eye-mooring line connection at pier ................................................ 26
57. Drawing of marking light ............................................................. 26
58. Diver connecting float bag to anchor-marker light ........................................ 26
59. Deflating float bag, positioning marker light mast and anchor ........................ ..... 27
60. Mast in position ..................................................................... 27
61. Mounting marker light to mast ........................................................ 27

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62. Light, solar panel and battery ......................................................... 27
63. Marker light installation completed ........................ ; ........................... 27
64. Seaweed growth on tires .............................................................. 32
65. Effectiveness ........................................................................ 33
66. Effectiveness ........................................................................ 33
67. Effectiveness ........................................................................ 33
68. Long waves ......................................................................... 33
69. Long waves ......................................................................... 33
70. Ice conditions ....................................................................... 33

Introduction PLANNING
LOCATION: The commission of a study entitled Recreational
Boating and Co mmercial Docking Facilities.for Lor-
Lorain, Ohio, situated along the U.S. north coast, is ain, Ohio prepared by Stanley Consultants in 1970 for
in the middle of,the industrial Midwest region of the the Lorain Port Authori ,ty was the first documentation
country. Located approximately 30 miles west of of the need for additional r6cr IeatiOnal, docking and
Cleveland, it has its entire northern corporate bound- .comme .rcial marina facilities. This'study proposed a
ary along the south shore of Lake Erie. Expanding development concept that combined the fu Iture com-
inland fr'orn the banks of the Black River in the center
of the city, Lorain has developed into,a community of rnercial needs for port development' with the future
diverse, cultural -composition, a true "metropolitan" needs'for irecreational docking facilities. It proposed
constructing additional commercial wharfage.in the
city. It'relies heavily on industrial production, mainly outer harbor and a 950 berth marina. For the most
ship building, steel making and auto-production as its part, the plan was considered impractical because of
economic backbone. the cost of the large landfill areas that were required.
Lorain's harbor, at the mouth of the Black River, Two significant aspects should be noted. Firstly, the
was the site of the original settlement of the town in projected need for additional recreational docking
1811, and historically, it played a major role in the facilities justified the development of 950 additional
development of the town and its industry. Lorain's docks in Lorain harbor. Secondly, the proposed site of
harbor now provides services to all of the Great Lakes the development of the additional docking facilities
region as a major bulk commodities port of call. was located in the east basin of the Lorain harbor.
Incoming, outgoing, and trans-shipments of coke Interestingly, in every study since 1970, these same two
breeze, iron ore, taconite, limestone, oil, sand and conclusions have been reached. (Figure 2)
gravel cargoes move through its 30-foot-deep port
facilities.
The focus has been on Lorain as a commercial port Ou'r OR LAKE ERIE N
and its harbor area has only recently been viewed as a

CHANNEL 11111AL 11111111
owned boat yards and liveries had always existed along
valuable recreational resource. While small privately LAKE APPROACH
AS BREAKWATER
the banks of the Black River, it was not until the 1950s tEDERA_LPROJ-EC-T
that local government began considering proposals for LIMITS PROPOSED 11.111111.
HARBOR DOCKING AREA
recreational boat harbors. In 1967, the first public
marina with 70 berths was developed by the city as part PROPOSED
of the public works project that also built the city's first 4 RECREATIONAL
MARINA AREA
major sewage treatment facility. With an increasing '.:EAKIdATER
AT R
RD
LLUTOIO
L
I ONTROL
awareness of the Lorain harbor and its great potential OL
AT
as a major Great Lakes port, the city council, in 1964,
OHIO
voted to create a local port authority as prescribed SERVICE
SC
under State statute. With the creation of the Lorain
Port Authority, an advocacy body was now in place to
carry forward harbor and port planning and develop-
COMMERCIAL
ment. (Figure 1) DISTRICT

Figure 2
While nothing of a tangible nature happened during
the 70s to further develop Lorain's harbor, develop-
4
ments in the area just outside the harbor to the east led
to renewed interest in fostering recreational boating
opportunities in the east basin. In 1973 the U.S. Army
Corps of Engineers, as part of its Congressional man-
date to contain contaminated dredge spoils as a water
'w
-44@
pollution control effort, determined that the area just
< east of Lorain harbor adjoining the east shore arm
would be the site for a Diked Disposal Area for dredge
spoils taken from the Black River in its annual mainte-
nance efforts. The Diked Disposal Area for dredge
material containment was completed in 1978. A rub-
blemound breakwater surrounds a 58 acre area which
w en corn
pletely filled, in 7 to 10 years by Corps
estimates, will become reclaimed land and be given to
the City of Lorain for public use.
Recognizing the unique opportunity this develop-
Figure I ment offered to the City of Lorain, the Department of

6.7

Community Development authorized Stanley Consul- specifically at developing "a program of site protection
tants to re-examine the Lorain harbor under these new and marina implementation at Lorain harbor that
circumstances and focus their attention on recre- would permit a marina to begin as early as 1980-198 L"
ational use. Stanley Consultants completed their Lorain It should be noted here that the U.S. Army Corps of
Harbor Recreational Area Study in December, 1978. Engineers was simultaneously examining the Lorain
Their conclusion found that the east basin of Lorain harbor under a long-term study program for harbor
harbor was the most ideal and economically practical improvements for commercial users and recreational
area for marina development. With 58 acres of re- users. The Corps' study also identified the east basin as
claimed land becoming available to support marina the primary marina site. Federal assistance for per-
activities, it made the site even more desirable. (Figure manent wave protection structures might become
3) To quote some of their conclusions, "all marinas in available to Lorain in 10 to 12 years after the comple-
the Lorain area are full and have waiting lists. Marinas tion of the Corps' study. This study is expected to be
in the Cleveland area are also full, and long waiting complete in late 1983.
lists exist at several spots. Lorain, being only 25 miles Bearing in mind the Corps' lengthy planning pro-
from Cleveland, would be expected to attract boaters cess, the Stanley feasibility study was aimed at two
from the major metropolitan area if necessary. There specific concerns. The first item was the provision of a
seems little doubt that sufficient demand exists for temporary breakwater for the site that could serve as
r
small boat facilities in this area. Lorain Harbor has an adequate, economical wave protection until such time
added advantage over many other marinas, because it as permanent structures could be developed. The
could offer an excellent modern protected facility with second item was a short-term marina development
easy access to the lake." (Figure 4) program. The results from this study recommended
VICINITY MAP the construction and installation of a Floating Tire
Breakwater in the east basin of Lorain harbor to pro-
.... ROACH vide adequate wave protection for the development of
a marina.

FUNDING
Although committed to pursuing the recommenda-
tion of the feasibility study, the Lorain Port Authority
found itself without the money to build a Floating Tire
Breakwater. A search of State and Federal agencies
that could fund the construction of a Floating Tire
N.M: NO... -RV Breakwater began. The Ohio Department of Energy
found the project to be unique and they entertained a
grant application that could be funded under the Coast-
Figure 3 al Energy Impact Program. Funds were awarded.
The course was set for the Lorain Port Authority to
.... .... build a Floating Tire Breakwater. Thus, the first step in
the development of a new marina for the City of Lorain
was to be a reality. (Figure 5)

I
R
R

Zla

Figure 4 %
The 1978 report was concerned primarily with pro-
ject feasibility and did not address detailed analyses of
physical, environmental and economic conditions af- Figure 5
fecting development of such a plan. In an effort to
evolve a viable development program for a marina in
the east basin of Lorain harbor, the Lorain Port
Authority retained Stanley Consultants to prepare a
Lorain Marina Feasibility Study. This study looked

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Floating Tire Breakwater Technology able assistance in the early planning stages and through-
out the actual construction. Goodyear's technical
EXISTING LITERATURE: assistance and loaning of equipment considerbly eased
The idea of floating breakwaters is not new. Litera- the pre-construction planning process. The Goodyear
ture exists dating back to 1842, citing.the possible staff had a broad awareness of what was happening in
usefulness of,such devices, but to reiterate the words of the field of FTB technology, When unable to answer a
another writer, "the theory of floating breakwaters has specific question, they would help to find an answer.
reflected an idea in search of a need." It now seems the This assistance was invaluable.
need is at hand. Demand for coastal shoreline protec-
tion continues to grow as more leisure time is trans-
lated into increased, participation in recreational boat- GOODYEAR DESIGN:
ing activities throughout the country. Extremely high Through the process of reviewing the existing FTB
costs associate d with fixed-bottom-resting breakwater literature, making site visits to existing installations
structures coupled with the demand for increased with consultants, the port authority developed a basic
shoreline wave protection have been major factors understanding about FTB technology. Goodyear's
spurring initial technological advancement in the design can best be described as a surface floating mat
development of floating tire breakwaters. of interconnected modules of tires. The modules are
Floating breakwater design utilizing scrap automo- actually 18 individual tires aligned in a specific pattern
bile tires got. started in 1969 with the development of and bound together with rubber straps or chains. To
the "Wave Maze" by H. M. Noble. Major advances visualize this pattern, imagine tires lying flat on the
took place in 1972: when the Goodyear Tire and floor stacked on top of each other in a vertical fashion
Rubber Company refined the design concept. The with a 3,2,3,2,3,2,3 layering pattern. As they are
Goodyear-designed modular concept has since been, stacked, the binding material, (2 separate pieces) is
the most practical and most utilized design for FTBs. woven through the tire pile, and connected together
It became apparent while researching the existing with nuts and bolts. (Figure 6)
literature on FTBs that much of the research, testing,
and field use of FTBs has been with those of the
Goodyear design. It seemed clear that in selecting a
FTB design for Lorain that the Goodyear design was
the way to go-based on its history. All other design
concepts seemed to be in the research and testing phase
of development. Published research information, on
tying materials, flotation, mechanical connectors, per-
mit considerations, wave energy transmission and
measurement, and all other related topics relevant to
FTBs is currently available. A bibliography of avail-
able reports can be obtained from the Northeast
Regional Coastal 4 nfo rmation Centerat the University
of Rhode1sland and is referenced at the end of this
report.
Two publications that were frequently used in the
early research in the Lorain project and throughout the 77777"W"
actual construction were: Scrap Tire Shore Protection
Structures, 1977, R. D. Candle & W. J. Fischer and Figure 6
Enhancing Wave Protection with Floating Tire Break-
waters, 1978, Bruce DeYoung. To form the interconnected mat of modules, two
additional tires are added to each module as "marry-
ing" tires. These are interconnected to two tires on the
edge of one module with two edge-tires of another
module. The binding material is again woven through
SITE VISITS: the tires and connected together with nuts and bolts.
The investigation into FTB technology was not (Figure 7)
strictly confined to researching the existing literature The binding material for the modules may vary from
as the port authority prepared to undertake the FTB rope to chain to rubber belting. Belting is usually from
project. Site visits to Dunkirk and Barcelona, N. Y. scrap conveyor belt material. All of these binding
were made to see FTBs in use at these harbors. Discus- materials had positive and negative characteristics and
sions were conducted with the agencies that were consensus was that rubber conveyor belting served as
responsible for the construction and maintenance of the best binding material.
these FTBs to uncover as much practical information The provision of supplemental flotation in the tires
as possible. took on special significance. Early thinking in FTB
Technical assistance from Goodyear was also solic- development reflected the view that a tire, when placed
ited. Lorain's close proximity to Akron, Ohio, Good- in the water in a vertical position, would capture air in
year's headquarters, allowed for easy site visits to the crown or upper one-third of the tire sphere.
Lorain by Goodyear consultants who provided invalu- Anyone who has been around a lake shore or river-

-8-

I .
Wave Attack w.0P the metal nuts and bolts were unacceptable due to salt
water corrosion. Nylon bolts and nuts in salt water has
proved to work well. In fresh water, such as Lake Erie,
Typical it was recommended that all metal nuts, bolts, and
S
y
N washers be hot-dip galvanized to retard normal rusting.
The last aspect of concern was the anchoring system.
_NX
,r. - @ - I Design criteria for this was available. The systems
'A @J described were similar to those that are used to anchor
rC h.!, 'n' boats at single mooring points. The main difference
KN seemed to be that larger weights were used for the
anchors. The consensus on positioning of anchors
U. . recommended spacing 50 feet on center for the leading
Tire Module edge, or side of wave attack, and 100 feet on center for
the leeward side, or shore side.
APPLICATION TO LORAIN:
With a basic understanding of the current FTB
W.V. Attack technology, the port authority felt equipped to begin
Area of preparing for the actual design of its FTB. As the
Attenuated Wave -W... Di.flpatiph- ncid.et we-. literature clearly points out, the first issue to be deter-
Floating Tire mined is the type of waves that are to be attenuated by
Module the FTB. Wave analysis and FTB design work was left
Mooring Chain to Stanley Consultants in their marina feasibility study
Anchor effort. Their study evaluated the problems of water
level fluctuation, the physical constraints of the harbor
Harbor Be geometry, wave conditions outside and inside the har-
Figure 7 bor@, and ice conditions. Of principal concern in prepar-
front area can attest to the accuracy of this theory. ing to design a FTB is the wave data, specifically wave
FTB thinkers logically concluded this same principle frequency, wave height, wave length, and wave steep-
would apply to a FTB module. They postulated cor@ ness., From their study, Stanley Consultants concluded
rectly. However, they also found that air is absorbed that: .
into the water causing the module to lose it buoyancy, "From the analysis, waves in the 2 to 3 foot
if the module rested calmly for an extended period. height range are possible throughout the
This concern vanished quickly when it was realized development area. Waves of this height are
that as soon as the wind starts to blow and cause wind unacceptable to a marina. Waves of this
waves to develop, the movement of the modules in the height with short periods are within the
choppy water was sufficient to replenish any lost air. limits that can be reduced by 50-70 percent
They reasoned that they had a reliable flotation by temporary breakwaters. The resulting
system. wave steepness is 3 percent. Temporary
Well, not quite. They forgot to keep in mind that in breakwaters are relatively ineffective against
almost every case when building an FTB, scrap tires long period waves; a 9-second, 3-foot wave
are used to build the modules. Scrap tires are scrap will have a wave steepness of approxi-
tires for one reason. They will not hold air pressure. mately the same (3 percent) as the short
They have holes in them. In a FTB module, the tire will period waves, From the wave analysis, it
rotate in the binding until the area with the hole is was found that all waves were within accep-
above the waterline and the buoyancy is lost with the table limits of safe marina operation, or
escaping air. If this happens to just a few tires in a could be adequately dissipated to within
module, it will swiftly sink the entire module. It follows these limits."
that if there are a lot of modules tied together, it just Stanley Consultants designed the size of the FTB
takes the sinking of a few to pull an entire FTB down to needed to meet suitable marina development stand-
the bottom. ards. The design criteria and methodologies are set
This was exactly the case of the FTB at Barcelona, forth in the DeYoung publication mentioned earlier
N.Y. It sank at its mooring from lost buoyancy. It had and Preliminar -1, Report On The Application Of Float-
no supplemental flotation in the tires. The results of ing Tire Breakwater Design Data, 1978 by V. W.
this bad experience was that the U.S. Army Corps of Harms and T. J. Bender.
Engineers, in issuing the permit to build the Lorain It is not within the scope of this study to report on
FTB, required that supplemental flotation be,installed design criteria and methodologies. It is recommended
in every tire used in the FTB. A further discussion of that ,the above-mentioned publication be studied be-
the application for permits will follow in the next fore designing an FTB. Stanley's recommendation for
/,4

section. Lorain was that a FTB 600 feet long (86 modules) by 80
The most successfully used connector systems for feet wide (I I modules) would provide the necessary
attaching the binding material together has been protection for a marina development in the east basin
standard machine bolts and nuts with washers top and of Lorain harbor. It is noteworthy that the 80 foot
bottom. In salt water installations, it was found that width would prove to be the widest FTB ever built.

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BIDDING
The project took an unexpected turn. Stanley Con-
sultants, after careful analysis of wave and bathometry
data, recommended a FTB design of 80 feet (I I
modules) wide by 600 feet (87 modules) long to reduce
waves to an acceptable size,to permit marina develop-
ment. The estimated total cost for the recommended
Preconstructi.on Planning FTB design was $63,100. This size, and its attendant
cost estimate, much to the surprise of the port author-
FUNDING: ity, wIas almost twice' as large as what was planned for
Several months before Stanley Consultants' feas@ibil-.. in the ODOE grant application and exceeded the grant
ity study was completed, it was evident to the port amount by one-third. ,
authority that a Floating Tire Breakwater would be thc'@ There was a glimmer, dhope, however. In the prepa-
most economical and effective way to provide wave ration of their cost estimate, the consultants included
protection at the prop'osed marma site. This early the costs of paying for scrap tires and the cost of paying
awareness enabled them to research the FTB tech- for conveyor belt material. The port authority had
nology, already made arrangements with the area tire dealers
During this same period, the port authority learned to have,all the scrap tires donated to the project, and a
of the availability of state funding through the Ohio' local steel company was todonate its scrap conveyor
Department of Energy and its Coastal Energy Iop'act belt material. The estimate for these two items totaled
Progr .am. Armed with this information, the poit' $18,000. With this. sum subtracted from the total, the
authority forged ahead with an application to fund the' new estimated cost was placed at $45,100. This total
Floating Tire Breakwater. It was determined that the estimated cost approximated the ODOE grant amount
Dunkirk site was similar to Lorain's site. Therefore, it and the port authority felt reassured. With competitive
decided to utilize Dunkirk's basic design and project bidding for the construction work, the final project
the budget requirement Is by updating Dunkirk's costs costs were anticipated to be within the ODOE grant of
to current dollars after inflation. $43 800.
The, port authority submitted an application to, .-6sing the best available narrative of how to con-
ODOE for $43,800 to construct the FTB at the pro-' struct a FTB, Constructing Floating Tire Breakwaters,
posed site. After a. short period of grant application by Neil Ross, as the backbone, the port authority
evaluations, the ODOE informed the port authority of developed its bid documents. Included were all requite-
its intent to fund its applica tion to construct a Floating ments from the Corps of Engineers, necessary legal
Tire Breakwater. With this good news, the port author- instruments, and bonding requirements, With the
ity immediately set out to finalize the grant agreement documents completed, the port'authority advertised
with th 'e ODOE and secure the necessary permits for for. bids. Because the construction of a FTB was a new
building the FTB. experience for local contractors, a pre-bid conference
was scheduled to help builders familiarize themselves
with the FTB technology. This conference was con-
PERMITS: ducted by a consultant from Goodyear. A total of 13
contractors picked up the bidding documents, which
An application for a construction permit was sub- was judged to be a reflection of the locally depressed
mitted to the U.S. Army Corps of Engineers District construction economy rather than true interest in the
Office in Buffalo, N.Y., and to -the City of Lorain project. Of those who obtained bid documents, only
Building Department. The Corps' application trig- four firms attended the pre-bid conference. At the bid
gered a typical governmental review process by other
opening, only four contractors made submissions. The
agencies with possible jurisdiction, as well as, thepub- bids ranged.in price from $89,247 to $269,307, and far
lic notice and comment period. This processing was exceeded 'the amount of the construction grant of
compl .eted with.out problem. The Corps issued a con- $43 800 from the Ohio Department of Energy. Insuffi-
struction permit with two requirements for the con-
cientfunds forced the port authority to reject all bids
struction, (1) that all tires used in the breakwater were and re-evaluate the entire pr J
to have foam flotation added to them, and (2) that each Oject.
tire used in the breakwater be hot iron branded with
11/2 inch or larger letters (LPA) prior to installation.
The reason for the foam flotation was to avoid sinking,
The reason for the tire branding wa 's to limit the port
authority's liability for retrieving stray floating -tires
washing up on private beaches along the lake shofe,.
The Lorain Building Department determined that no
permit would be required from its office because this
type of construction was outside its area of respon-
sibility.

10-

IN-HOUSE CONSTRUCTION: CONSTRUCTION SITE:
With the port authority's commitment to enhancing After resolving who would build the FTB, the next
recreational opportunity, the decision was made to question became where would it be built. FTB reports
proceed with the FTB development as an "in-house" suggested that the work site be at water's edge as near
construction project. To do so would require a much to the mooring site as possible. Work sites at water's
greater involvement by the executive director in round- edge were suggested so that the modules could easily be
ing up a workforce and coordinating the construction placed in the water so that "in the water" assembly of
effort. A strategy was developed to garner a commit- the mat could follow. This approach mandated favor-
ment from the Lorain City Government from the able weather and water temperatures. For building a
Comprehensive Training and Employment Act (CETA) FTB in the winter months, as the port authority
Program for the labor force for building the FTB. expected to do, building the modules on the ice at the
After a period of negotiation with the city administra- mooring site posed a possibility. The FTB would be
tion and local trade union representatives to resolve completely assembled with mooring lines and anchors
concerns about loss of union jobs, an agreement all laid out on the ice. As the ice melted away every-
between the city and port authority was reached. The thing settled into its proper position. This method
city would provide up to five job training positions to offered real possibilities for the Lorain project. How-
the port authority for the purpose of building the FTB. ever, with a January start-up, there would not be suffi-
The port authority decided to hire a construction cient time to get the 946 modules pre-assembled on safe
manager to oversee the project. It would be the con- ice at the mooring site.
struction manager's job to set up and manage the The early planning for the project identified the
day-to-day construction operations. The construction Federal spending beach as the site best suited to con-
manager would also: (1) assist the port authority with struct the FTB. Permission was requested for use of the
cost evaluation and inventory of sources for material site and was granted by the U.S. Army Corps of Engi-
necessary for the FTB; (2) coordinate the timely pro- neers who controlled it. However, with the prospect of
curement of required materials and subcontract work constructing the FTB during the winter months, the
as necessary; (3) research and design all implementa- suitability of this site diminished with its exposure to
tion strategies and special construction techniques and winter's bluster off the lake. A 26,000 square foot
hardware necessary for the project; (4) provide daily warehouse along the bank of the Black River approx-
coordination and supervision of the CETA employees imately one mile upstream from the mouth was identi-
during the project construction. fied. The size of the warehouse perfectly suited the
After solicitation for proposals to provide construc- needs for constructing the FTB. It contained adequate
tion management, four proposals were received. The floor space to receive and store all of the tires, and to
Board of Directors retained a manager based upon house all of the operations of constructing the modules.
experience, commitment, interest, and price. The site along the Black River, with its 1200 foot
bulkhead at the river's edge, offered the ideal condi-
tions for launching the modules. Arrangements were
made with the owner to lease the site for the construc-
tion of the FTB for a lump sum of $1,500. The rent was
low and the arrangement constituted a contribution by
the owner.
With a plan for b uilding, management and staffing
program, and an ideal site for constructing the Float-
ing Tire Breakwater, the work was ready to begin.

The Construction Process The elimination of tires with exposed and sharp
metal.belting became very important. Knowing that
A thorough discussion of the construction process is workers w Iould have to swim around these tires while
the primary focus of this report. It is felt by many FT-13 be,It,in*g.modules.together made everyone aware of the
experts that the, experience of the Lorain Port Author- dange'f of,Ipersonal injury in the water. An area of the
ity adds substantially to the existing construction war,ehouse was designated to store'the unusable tires,
technology With innovations in the areas of flotation,
moorings anchor systems, and construction tech-
niques For this reason, as much detail as possible will
be included in this section to aid future FTB builders.
It is, by no means, intended to be considered the final'
word in "how to do it." Further improvement in con-
struction technology is surely needed and will come
with mote experience in the field.
The section is arranged into discussions of the indi_'
vidiial components 'used in the construction, the'pro-
cesses involved in building the modules and assem-
bling the mat, assembly and installation of the anchors
A
and mooring*system, transporting and attaching the
mat to the mooring system, and installation of the
marking device, Every effort is made to give the reader
a feeling for the chronology, of events to aid in under-
Figure 8
standing the over-all process.
and it *ame common for as much as 10 percent of
in the beginning, little actual work with the tires'
;. each delivery to be. discarded.
tdok p1ace. Passingthe word to the tire dealers in the
The tire branding o perati on, required in the Corps
area and having them bring the tires to the constrUc-
o.f, Engineers' permit, was kept simple, but seemed a
tibn site took much more time than had been expected.
re,al-Inuisance due to.r its lack of utility to the overall
Many of the early days we:re spent preparing the ward-
construction of the FTB. To put the brand on the tires,
house for construction activity. The four-man CETA ; - 11 - . ..
a set offour.meta,l branding irons with 11/2 inch-long
crew and construction manager revitalized the'pre-
letters "LPA" on each iron was purchased. These irons
viously un6 'sed warehouse by ihstalling new doors and were fabricated at a loc,al sheet metal business. The
locks,'buildirig'a shelter area for use as an office a
and
irons were attached.,to a. 24 ihch-long metal handle with
eating area, and constructing work tablesthat could be
I wood hand gri,p,..To heat the.branding irons, gas-fired
used for various tasks during the,project. Simultahe*7 plu mibers lead pots were used, putting the iron directly
ously, telephone and electrical service for lighting" over the 'flame until red hot, removing and imme-
general use and equipment were being installed. Dur-
diately applying to the sidewall area of the tire. (Figure
ing this period, the CETA employees, who were all 9) There was usually enough heat stored in an iron to
unskilled workers with various backgrounds, ga:V'e the
immediate impression of being an industrious group of brand 3 or 4 tires per heating. With the use of two or
three irons, using one while the others were reheating,
good-natured individuals. For the most part this c'on-.
a continuous branding operation was achieved. A sys-
tinued to be the case throughout the project. tem evolved whereby one ma n would pull tires from
the pile, deice or dewater, inspect, and roll the tire to
the branding station. Another man caught the incom-
ing tires, laid them on their side for the branding, then
TIRES: quickly picked up the branded tire and rolled it into the
Tires began arriving at the site during the second
week of the project. Almost all of the scrap tires were
stored outdoors before being delivered. This meant
that nearly all the tires had large chunks of ice frozen
inside the tire casing as one might expect during the
middle of January. After unloading the tires, the ice
was removed. By bouncing the tire on its tread and
quickly flipping it over the ice fell out. This same
method was used to remove the water in the tires in
warmer weather.
0
The deicing and dewatering operations were wet and
dirty activities. It necessitated wearing rubber gloves
and water-proof boots to work. The worker would also
closely inspect the tire to assure that it was the right
size, 14 or 15 inch, and that it did not have any large
7
holes, broken rim beads or large amounts of sharp
metal belting protruding through the rubber. (Figure
8) Figure 9

- 12-

temporary storage area. Branding consumed the time
of a third person. The fourth man stood in the tempor-
ary storage area and stacked the branded tire for later
use. As the project progressed, the need for temporary
storage was eliminated by moving the tire directly to
the foam installation process that will be discussed .7
later. (Figure 10)
An electric branding iron was tried, but without
much success. The electric branding iron would not get
hot enough to make a good brand. The idea of using
electric branding irons in other projects should not be
ruled out. They have been successfully used by others.
One positive feature of the branding operation was

Figure I I
18,920 - plus about 2500 rejects had been delivered
to the construction site. A total of 21 different -firms
made deliveries of tires during that 15-week period.

THE BELTING:
The port authority, in its planning for building the
FTB, asked local steel plant officials at the U.S. Steel
Corporation to donate any scrap conveyor belt mate-
rial that might be available in the mill. Fortunately,
this request received a favorable response, and U.S.
Steel agreed to provide the scrap belting, as long as the
port authority made the arrangements to have it
hauled out of the plant. This agreement was made
several months before the project actually started.
Except for a van that was loaned to the port author-
ity by the City of Lorain Park and Recreation Depart-
Figure 10 ment and a fork lift that was rented for use during the
project, all other equipment for the project had to be
its portability. As more tires were processed, floor rented or borrowed. Without the exceptional coopera-
space was quickly used up storing tires. With delivery tion from the various divisions of city government and
trucks driving into the warehouse, it was possible to benevolent volunteers who assisted by loaning equip-
spot the unloading wherever convenient. The ability to ment and time, the project would have been more
relocate the branding operation kept handling of the costly.
tires downto the bare minimum. Using a large dump truck from the Park and Recrea-
Receiving an adequate supply of tires was a key tion Department and a volunteer's dump truck, the
aspect of the project. It became clear that the local tire first, load of belting was transported from the steel
dealers were not going to be able to provide enough plant to the construction site. Due to the weight of the
tires, given the construction schedule. During the first material, three trips into the steel mill were necessary
three weeks of the project, a total of 1800 tires were to get all of the belt that was needed for the project. The
delivered. At that rate, it would take over 33 weeks to last trip necessitated the use of a large 15-ton dump
gather the 18,920 tires needed to build the FTB. The truck from the City Street Department to pick up a
construction sc 'hedule was projected at 20 to 25 weeks 5,000 square foot roll of belting.
total. This reality triggered a concerted effort by the The conveyor belt material donated by U.S. Steel
project manager to research, identify and contact other had been' used in its coke plant. The rolls varied in
potential suppliers. Goodyear helped to find addi- width from Yto 5'and in thickness from V2" to 3/4" and
tional suppliers. Other tire manufacturers in the Akron had 5 or 7 plies of nylon reinforcement. After rolling a
area, all the area (a 75-mile radius) tire recappers, and small roll out on the floor, it was realized that the
used tire distributors were contacted. In the end, it was material was much heavier and stiffer than expected. A
an area recapping firm and two Akron area used tire few strips, 3" wide by about 15' long, of belt were cut
distributors that saved the day. The recap firm was using utility knives for prototype testing. It was found
able to make two or three deliveries per week with an by assembling of a module, that the narrow 3" wide
average of 300 to 400 tires per delivery. The two used strips of belt were not very flexible and fairly difficult
tire distributors brought their tires on 37' or 45' box to bend into the over-lapped position required for
trailers, holding an average of 900 to 1200 tires. (Figure bolting together. After consultation with Goodyear, it
11) The only challenge was to get them unloaded as was decided that the module binding straps would be
quickly as possible. During one five-day period, nearly 1 V-6" long. The connecting straps for attaching the
3000 tires were delivered. At the end of the 15th week module together to form the mat would be T-0" long. It
of the project, all tires necessary to build the FTB was decided that all the straps would be 4" wide.

13 -

The next challenge was to efficiently cut the wide
rolls of conveyor belt material into the strapping.
Thinking on the subject started with the identification
of alternatives. These included using a heavy duty
industrial vertical handsaw, portable circular saws, a.
self-propelled concrete cutting saw, or sharp bladed
knives.
Checking with a few companies who specialized in
cutting,the belting, the handsaw method was recom-
mended as the best and most efficient way to get thejob
done. The cost of buying or leasing a new or used
vertical handsaw far exceeded what the project could
afford. The circular saw and concrete saw method were
tested on the material. Both of these methods proved
unsuccessful due to the high speed rotation of the Figure 13
cutting blades. This caused tremendous heat buildups
on the blade and subsequent burning and smoking of
the material. Cutting small sections with these saws led
to filling the entire building with a dense smelly smoke,
making these approaches totally unacceptable. Hand
cutting with knives, originally thought as too difficult
and time consuming to seriously consider, was the only
alternative left. The work of cutting the conveyor belt-
ing to size began.
This process began with the building of two I I foot,
6 inch long and two 7 foot long wood jigs. These jigs,
with parallel straight edges were laid on top of the belt,
which had been rolled out on the floor. Squarely cut-
ting the wide belts to the right lengths eliminated the
need to measure each piece before cutting. (Figure 12)
With the large warehouse floor, it was possible to roll
out as much as 200 lineal feet of belt at one time.
Because the rolls of belting were so heavy, the only way Figure 14
to roll it was to push it with the fork lift. (Figure 13)
After the belt was cut into the required length, it was
stacked into small piles and moved with the fork lift to
the cutting area for slitting the 3, 4 and 5 foot wide
pieces into 4 inch wide strips. Figures 14, 15)
The 24-foot long slitting table was able to hold two

Figure 15

second man was stripping away the piece being cut.
The cutting and stripping had to be performed in uni-
Figure 12 son to prevent the knife from binding in the rubber.
of the I I foot, 6 inch long pieces of belt, and the entire This method of cutting proved to be vigorous work for
crew working in two-man teams was able to work at the men and was the cause for grumbling until they
the slitting table at one time. To cut the belt into strips, became accustomed to it. (Figure 18) As each strip of
.M2%
Off#- I "'W'

the men would position each large piece on the table belting was cut, it was placed in a storage pile near the
and place cutting lines at 4" centers across the entire pneumatic air punch that punched the holes in the belt.
width of the belt using a standard construction chalk This pile of belting grew to a size of 30 feet in diameter
line. (Figures 16, 17) Working together, one man by 6 feet tall. (Figure 19) A total of 2050 long strips and
pulled the knife blade through the material, while the 1820 short strips, which was equivalent to 36,315 lineal

14 -

on belt cutting. Most days were broken up by unload-
ing tires, deicing and/or dewatering, branding, or
other tasks.
The use of a compressor and pneumatic punch
needed for punching the bolt holes in the belting mate-
rial was pre-arranged with Goodyear. As the project
U start-up date approached, Goodyear was notified and
the necessary arrangements were made to have the
equipment shipped to the construction site. The equip-
ment was to be shipped by truck from a Goodyear
manufacturing facility in the Brownsville, Texas area
to Lorain. The delivery of the equipment was delayed
and did not arrive at the construction site until the
sixth week of the project. Ted Woodhall, a retired
Goodyear engineer, came to Lora' n to assist in setting
Figure 16 up the equipment for operation. A highly qualified
engineer, Woodhall had been involved in FTB devel-
opment work and brought with him a wealth of practi-
cal information that was invaluable throughout the
project.
Goodyear, through Woodhall, had the punch and
die sets machined for use on the pneumatic punch. It
kly discovered however, that the punch and
was quic
A4 die set that had been made up was not going to work.
The die was to punch two holes with one motion by the
pneumatic ram, each property @paced. The belting was
WE, @t, so tough, (i.e., the composition of the rubber, the nylon
ply reinforcement, and the age of belt) it resisted the
punch from penetrating through the belt when maxi-
mum pressure was applied. This forced the machining
of a new set of dies that would punch a single hole.
Figure 17 Woodhall redesigned the new die and had it machined
in Akron. Upon his return a week later, he had the new
punch and die sets. With a spacing index it was possi-
ble to punch the two holes individually on each end of
the belt with exactly the right spacing to allow for
proper alignment when lapping the ends together for
bolting. With only slight adjustment to the system,
everything worked well. The only maintenance in the
"A' operation was resharpening or replacing the punch
about once a week, as it dulled enough to ineffectively
V N,
cut the rubber and push the plug out. (Figure 20)

Figure 18

Figure 19 Figure 20
feet or 6.88 miles of 4" wide belt, were cut over a A four wheel cart, typically used in lumber yards,
five-week period. Other work was performed during and built with a 4 foot wide by 12 foot long deck, was
this period and very few full days were spent working used to transport a large supply of the belts to the area

- 15 -

next to the pneumatic punch. This permitted the punch material. This material was resistant to chemical deg-
operator to increase his efficiency by eliminating fre- radation from gasoline or other petroleum base mate-
quent trips to the belt pile. The cart continued to be rials. This is important in marinas where there is the
useful for moving other material and equipment possibility of gasoline spills and other types of cleaning
throughout the project. The help provided by Good- solvents being flushed into the water.
year and Woodhall in this operation was extremely Most manufacturers applied a protective coating
beneficial. over their flotation blocks or installed them inside
waterproof aluminum or plastic containers. One manu-
THE FLOTATION: facturer recommended replacing the material when it
Research on flotation began very early. The focus wears out because it is so inexpensive.
was upon urethane foam flotation as recommended in Styrofoam was, in fact, a viable flotation device for
the most recent FT13 literature. Cost estimates from an FTB. With research into purchasing G.R.-type sty-
Stanley Consultants and the unsuccessful bidding sug- rofoam, it was discovered that it was a highly special-
gested that as much as 25 percent of the budget could ized product manufactured only by special order. Use
be devoted to the flotation material. It was important in the FTB would require a special design of size and
to know exactly what we were going to get for our shape for the foam blocks. The cost estimate for the
money. Since urethane foam for marine flotation was engineering and subsequent production of G.R. styro-
foam flotation was far too high for the program
basically alike from all manufacturers, the key in budget.
selecting a supplier was the price. Knowing that 9,460 Research continued leading to a solution. An afford-
pounds was needed, the quantity of 10,000 pounds was I I
a convenient figure to use for cost comparisons. After able design was finally evolved. This idea called for
using standard styrofoam shaped in a triangular
comparing four quotes, the best price was offered by volume. The dimensions were to be based upon a
the General Latex Company in Ashland, Ohio. Ash- right-angled triangle with an A chord dimension of 6
land is only about 40 miles from Lorain and the con- inches, a B chord dimension of I I inches, a C chord or
struction manager made a visit to the General Latex hypotenuse dimension of 121/2 inches and a volume
plant to learn more about the product. New informa- depth of 6 inches. To protect this triangular "block"
tion surfaced about the product and led to a search for from chemical and physical degradation, it would be
alternatives to urethane. Urethane foam is a two-part bagged in a 10 mil extruded polyethylene bag and heat
chemical product. The chemicals used in the system are sealed. Two of these bagged blocks would be installed
highly volatile. Extreme care and safety are necessary into the crown of each tire.
in handling. In hand mixing, as was proposed, it was With this approach, the need for special engineering,
necessary to maintain a warm air temperature (60' to manufacture of special molds, and molded production
70' Fahrenheit) to get the proper chemical reaction were eliminated. Using standard styrofoam cutting
and the proper flotation quality. The work area had to tools and cutting the blocks out of large standard sized
be properly ventilated for the health and safety of the billets, the unit cost per block came in at $.27. Total
workers. The chemicals would be rendered useless if
exposed to freezing temperatures. Curing time was 24 cost per tire, which included two blocks sealed in two
hours in warm air for achieving the desired quality. bags, was $.78 per tire. The $.78 per tire cost was 60
Construction was planned within an unheated 26,000 percent higher than the material cost for the urethane
square foot A-frame warehouse with a maximum ceil- foam estimate. After adding labor, and utilities to the
ing height of 40 feet. Had the project been scheduled in urethane foam cost, a much smaller difference between
the summer months, the site would have been ideal, the two systems existed. Coupled with a concern for
but the project's starting date was in January. Although the health and safety hazards of working with toxic
the construction and heating of a small work space for chemicals, the decision to go with the styrofoam flota-
foaming and curing was considered, the total expense tion was made.
for such exceeded the budget. Subcontracting the ure- Tuscarora Plastics, Inc., of New Brighton, Penn., a
thane installation off-site was also too expensive. The company specializing in molded styrofoam provided
search for alternatives really did not go too far. There technical assistance during the evolution of this design.
was sufficient documentation in the FTI3 literature to Even though their specialty was molding styrofoam,
indicate what had failed in previous experiences. Sty- rather than cutting and shaping from billets, Tusca-
rofoam or expanded polystyrene had been tried and rora was the lowest bidder for 38,000 triangular blocks
successfully provided the necessary flotation quality. of styrofoam.
Nonetheless, it had certain undesirable qualities. The Three manufacturers of plastic bags were consulted
material was susceptible to physical degradation when in the Cleveland area. A consensus emerged on the
exposed to chaffing, to chemical degradation with type of product and its specification calling for a 10
:exposure to petroleum distillates, and to water per- inch x 16 inch, 10 mil extruded tubular polyethylene
meability. If the skin of the styrofoam could be coated bag. Price quotations for this material led to Aabaco,
with a protective cover, these problems could be Inc, of Cleveland, being selected to supply the bags.
eliminated. Aabaco also supplied the heat sealing equipment for
This notion led to discussion with floating dock sealing the bags. (Figure 21)
builders who used styrofoam for dock flotation. Most The order for the styrofoam blocks was placed dur-
of the companies molded their own Oolystyrene and ing the second week of the project. The first shipment
used a special raw material called G.R. (gas resistant) of material was to be delivered four weeks from date of

16-

To get the most efficiency from the operation
required two men. One man operated the heat sealer
and another man placed the styrofoam blocks in the
bags, maintaining a constant supply for the heat sealer.
There were 225 blocks of foam in each carton and 180
ilk
4 @Jr,17 cartons in the whole job. Maximum production in one
8 hour day was 2,000 blocks, but that was the excep-
tion rather than the rule. The monotony of the opera-
tion led to more "creative" scheduling of the workers'
time to avoid boredom.
Time soon came to insert the styrofoam blocks into
the tires. Thought a minor task, it quickly became a
m
or problem. The styrofoam blocks, to be stuffed
aj
into the crown of the tires, were specifically designed
with a width of 6" to ensure that they would be firmly
clamped by the beading of the tire. The dimension
between the rim beads is about 3" to 4" on a 14" or 15"
tire. This required the spreading of the rim beads suffi-
ciently to stuff the 6" wide block between the beads. It
was difficult to spread the rim bead, hold it open, and
stuff two blocks with only two hands. When two men
tried to do it, arms got in the way, and fingers got
@g pinched. A standard tire spreader, used in gas stations,
s tried without much success. Although it did spread
INNER&,, wa
the tire enough to insert the blocks, it was very slow to
operate, requiring precise alignment of the tire in the
M

spreader. After the blocks were inserted, it was difficult
Figure 21 to remove the tire because the spreader's hooks would
order. An earlier delivery would have been preferred, be pinched between the block and the bead.
but the manufacturer insisted upon making full truck The construction manager designed a more simple
load deliveries for reasons of economy. Delivery of the system from heavy gauge sheet metal. A flat hook,
plastic bags coincided with this timetable. There was bolted upright to a table, had a bend at its top. When
plenty of work with the tires and belts, so time was not the tire was set vertically on the table with the sidewalls
wasted waiting for the styrofoam blocks. facing the worker, he could easily catch the outside rim
The blocks and bags arrived at the construction site bead in the hook and spread the tire open by pulling on
during the seventh week of the project, one week later the inside bead. This freed his other hand to stuff the
than expected. The heat sealing equipment was as- foam block into the tire and easily unclip the tire from
sembled and a work area for the bag sealing operation the hook by tipping the tire and sliding it out. With a
established. The heat sealer was a simple piece of little practice, a worker was able to pick up a tire, set it
equipment. It was manually operated by a foot pedal in position in the hook, stuff both blocks of foam,
that closed a spring-hinged, 14-inch jaw and opened unhook the tire, and roll it into temporary storage in
automatically when foot pressure was released. Elec- less than 10 seconds. (Figure 23)
tric heat in the upper and lower jaws was thermostati-
cally controlled. It took some practice to learn how
long to keep thejaws closed on the bag to avoid a faulty
seal. (Figure 22)

@ 07"'N r
Z@
AWL

Figure 22 Figure 23

17-

Three of these flat hooks were bolted to a 4' by 8'
table allowing three men to work at this operation.
With the hooks bolted near the edge of the table, ample
k
sur I 52A
face remained to stockpile the foam blocks within
easy reach. Mounted on a table, the operation was
portable, allowing it to be moved. This eliminated
additional steps to move the tires to the work area.
Work at this operation was also tedious. (Figure 24)

"Ar

f-7

Figure 24
NUTS AND BOLTS: Figure 25
Nylon nuts and bolts were originally plantied for use
in the FTB project. In the research to identify suppliers
and costs, it was learned that they were much more
expensive than comparable metal nuts and bolts. It
was determined that there was not a critical need to use
nylon rather than metal fasteners. The metal would
rust in the fresh water, but not to a point of causing the
bolt to fail.. In fact, the rust was thought to be a positive v- V
factor. Nylon nuts and bolts came loose from the con-
stant motion of the FTB in the water. Deforming the
threads curtailed this occurrence but required an addi-
tional step in construction. The expected rust forma-
tions on the metal nuts and bolts were expected to lock A;
the nut tightly and prevent any possible dethreading.
This would serve to minimize annual maintenance.
After pricing suppliers, an order for the bolts, nuts Figure 26
and washers was placed with the Freedom Fastener throughout the project. Two men would hold the belts
Company of Lorain. The order contained 8,500 Y8"- 16" in front of them and two men would stack the tires. The
bolt and nut sets and 17,000 one inch diameter men stacking the tires took care to drop the tire onto
washers. They would all be American made. It was the stack so that the foam flotation was positioned
recommended that all of the connectors be hot dip opposite them. (Figure 25)
galvanized to prevent the excessive rust buildup. With
the galvanizing, the bolts and nuts were expected to
rust enough to prevent dethreading.
BUILDING MODULES:
Existing literature addresses itself to building mod-
4744
ules. As that literature suggests, two tire stacking racks
were built according to recommended specifications.
The experience with using the racks was not very suc-
cessful. After the module was assembled on the rack,
and the binding straps bolted tightly together, the Q,
module was tipped over on its side to remove the rack.
But the rack would not move. It had become tightly
bound to the tires. The entire crew pulling on it could 0 41"
not remove it. The heavier binding material was Will
exceeding the very small tolerance allowed in the rack Figure 27
N
7

design. Had the rack been fabricated with removable
posts, it would have worked. An alternative for assem- When all 18 tires were in place, the belt holders
bling the modules of having two workers holding the would pull out any slack in the belt and compress the
belts and weaving them through the tires was tried. stack of tires by pressingdown on the top layer. Simul-
This system worked very well, and its use continued taneously, two workers were getting the nuts, bolts and

- 18-

washers ready for bolting the belting together. Each release itself from the forks and settle into its upright
would work with one of the belt holders to get the bolt position. To set the modules on the horizontal layer the
holes to align and push the bolts through the belting. lift operator would pick up the module by sliding the
(Figure 26) Large one-inch diameter washers were forks underneath and lifting the module in its horizon-
always installed on both sides of the belt to prevent the tal position. He would move the module into its stor-
bolts from pulling through the holes in the belt. The age position, lower the forks, and slide them out by
nuts were finger tightened and both workers using backing up. (Figure 28)
hand wrenches would pull down on the nut until the It was important to employ an efficient method of
washer started to cup the rubber belt surface. Four storing the completed modules inside the warehouse. It
men working in this manner were also able to build a was undesirable to store them outside because of pos-
module in 4V2 to 5 minutes. (Figure 27) sible vandalism, especially to the flotation blocks.
After assembling a module, the workers would allow Keeping the modules dry until they were launched
it to fall on the floor with the flotation side of the into the water eases their handling. Inside storage
module on the bottom, move to another location, and required that sufficient floor space be left available for
start assembling another module. The fifth man in the the continuing production of modules and for receiv-
crew using the fork lift, picked up the module and ing and unloading additional shipments of tires. The
moved it to a storage area. A number of ways of storage system employed helped to maintain the room
stacking and placing the modules in storage was tried. needed for working, although toward the end nearly all
The best was to stand the modules vertically on end, the available floor space became covered with tires.
the same way as when built, leaning them against each (Figure 29)
other, starting from a wall and working out. One layer It became clear that the production of modules
of modules would be placed horizontally on top of could not be accomplished by completing all of the
those standing on end. Two modules standing on end, sub-assembly operations first and then proceeding
. ... ... with a continuous module building process. Since it
was unknown when all of the tires needed to construct
the 946 modules would finally be delivered, combining
the operations in a day's work seemed to be more
effective.
To complete the project in a 20 to 25 week period,
module production had to be completed by the 19th
week of the overall project. With starting the construc-
0
AIV
4 tion of the modules during the 10th week, completion
wou
Id be necessary over the next nine week period,
quiring building approximately 100 modules per
re
week. A goal of 30 modules per day was established.
Building 30 modules required 540 "prepared" tires
and 60 belts punched. To have the 540 "prepared" tires
Figure 28 and the belting available each day meant operating the
leaning against each other, provided just enough area sub-assembly operations during the first part of the
to place the horizontal module on top, and the foam day, usually until noon, leaving the afternoon to build
blocks in the tires made the modules standing on end modules. To meet the daily goal for the module pro-
rigid enough to support the weight of the top module. duction, at least 1,080 blocks of foam had to be bagged
To pick up the completed modules with the fork lift, and sealed each day. Utilizing the men most efficient at
the operator would lift the module by hooking the this operation enabled it to keep pace. However, it was
forks under belting. The operator could carry the usually necessary to keep the operation running while
module to the desired storage area and place it in trucks were being unloaded, deicing/ dewatering or tire
position. When the full weight of the module was branding was being performed by the other workers.
resting on the floor again, it would automatically The tires used in these early stuffing operations were
drawn off from tires already branded and stored within
the work area. It quickly became apparent that the way
in which the tires were stacked after the foam was
installed affected the efficiency in the module building
process. After different stacking arrangements were
tried, the one that contributed most to the module
building process was a system where tires were stacked
horizontally - six tires high and six rows wide. When
the modules were built, the tire stacking took place
right in front of the "prepared" tire stacks, eliminating
N a lot of unnecessary steps. (Figure 30)
The completion of the last of the 946 modules came
on the second day of the 19th week of the project. The
concept of having daily and weekly production goals
Figure 29 paid off. Module production averaged construction of

- 19-

10 modules per hour, utilizing a four-man crew. The
largest number of modules produced on a continuous
basis in one day was 50 modules and that was limited
only by running out of "prepared" tires and belts.
The completion of the last module really marked the
end of the first phase of the project.

Figure 31
it was possible to haul nine modules on the trailer. By
P
carrying two additional modules out with the fork lift
after the trailer was loaded, the I I modules needed to
make a complete row were at river's edge. (Figure 32)

Figure 30

ASSEMBLING THE MAT:
Assembling the modules into the mat and launching
was the next phase of construction. Assembling the
-the-water" operation. It
mat was thought an "in
seemed undesirable based on two concerns: the CETA
workers had no training for working in the water, creat-
ing liability, and the lake temperature was expected to
be too cold for extended periods of exposure. There %
had to be a more efficient way to accomplish the work.
The process to be used to assemble the mat was to
attach all of the modules together at the river's edge
and push or pull them into the river. After considering
the spectrum from manually pushing to using bulldoz-
ers,it was decided that the fork lift was able to push@ the Figure 32
mat. To begin building the first mat, the first three rows of
Work began to prepare the site for the assembly modules were married together. A perimeter bridle, a
operation. The work area was a 150' stretch of sheet-
piled river bank with a 4 foot drop to the water. The continuous length of belting, (actually short belts
area was very rough and required grading to allow a bolted together) was laced through the tires of the
flat and level working surface to hook the modules modules forming the edges of the mat. When the first
together. The finished grade was elevated slightly three* rows were assembled and the perimeter belt in
above the top of the sheet pile to prevent the modules place, the launching of the first row into the water
began. (Figure 33)
from hanging up as they were pushed over the edge
into the water.
With the plan to push the modules and slide@thern
into the water, a slippery surface was needed. Bear in
mind that the plan called for sliding full width (80'
wide, I I modules sections) into the water at one time
which posed considerable friction. Some of the unusa-
ble rolls of conveyor belt material were rolled out over
the area where the modules would be hooked together
and slid into the water to form a rubber launching pad.
(Figure 31) The rubber belting as a pad to slide the
modules into the water worked extremely well.
To move as many modules as possible at one time, a
28' long dual axle open frame trailer was borrowed. A
24' long by 8' wide plywood deck was built on the
trailer, and proved to be a perfect module carrier. After Figure 33
a day of practice at stacking the modules on the trailer
and hauling them out to the assembly and launch area,

-20-

the modules had completed its work. The pushing of
the next roNv into the water would quickly follow. It
generally took three pushes - one in the middle and
one on each end - to slide the whole row into the
water and keep the entire mat in a straight line posi-
tion. (Figures 36, 37)

Figure 34
To push the modules more effectively using the fork
lift, a 16'long 6" diameter steel pipe was used as a push
bar. The pipe had two slots cut into it that allowed it to
77@
fit onto the forks. This made it possible to apply pres-
sure along 16 feet of the landside edge of the mat.
(Figure 34) The plan for launching the first three-row Figure 36
section dictated pushing it far enough to have the first
row of modules floated in the water completely. The
second row hung over the edge of the bulkhead and the
third row sat completely on the land near the edge of
the bulkhead. (Figure 35) With the third row in this
position, the fourth row would be married. The plan
worked perfectly, and not one person had to enter the
water to hook up a module.

Figure 37
As soon as the row was launched, the fork lift
returned to the warehouse. The driver pulling the
module trailer would move into position. The workers
would push the modules from the trailer, spotting them
in position as the trailer moved down the row. When
the trailer was completely unloaded, the truck would
turn around and return to the warehouse for another
load of modules. Workers at the launch area aligned
the modules and made the required hookups and con-
tinued installing the bridle around the perimeter.
Using this system, eight to nine complete rows of the
FTB mat were completed each day. (Figure 38)

Figure 35

The assembly process quickly became very efficient.
As soon as the trailer carrying the nine modules was
loaded, it left the warehouse followed by the fork lift
carrying two modules hung vertically from the forks.
While the driver of the truck pulling the trailer waited Figure 38
near the assembly area, the fork lift would drop off the It was not possible to build all 86 rows of the FTB in
two modules it was carrying, then move away to pick one long piece because it would project into the Fed-
up the push bar. The push bar was located so that the eral channel of the river and would interfere with the
fork lift driver did not require any assistance in attach- commercial traffic. This made it necessary to build
ing it to the forks, By the time the fork lift driver had four sections of mat, each 150' in length. (Figure 39)
the push bar ready, the crew working on *connecting Each section took three days to complete. As each

-21 -

Figure 39

Al,

Figure 40

...... .... ..

Figure 42
T
mu
hoped that he could confirm what to use and add
quantifiable recommendations before materials were
ordered.
It was determined that the anchors and mooring
Figure 41 lines were undersized for heavy storm conditions. It
section was completed, it was pushed completely off was decided to use five-ton anchors and mooring lines
the dock and towed to a temporary mooring site along with a 18,000 pound working load limit. Arrangement
the river. A small 14' fiberglass runabout with a 25 for the anchors called for 18 anchors to be employed,
H.P. motor that was loaned to the project was used to 12 placed along the windward side with 50'spacing and
move the sections of the FTB. Everybody was sur- six anchors placed along the leeward side with 100'
prised at how easily the section could be moved. None- spacing. To help prevent anchor-dragging in storm
theless, it was difficult to maneuver or steer the large conditions, it was also planned to place the anchors
mats into an exact position with the small boat. Con- into holes dug in the lake bed.
struction of the entire 86 row, 600' length FTB was A search was then made for materials meeting the
completed in 13 working days without the need of one required specifications. Materials had to be cost con-
person doing any work in the water. The FTB was scious and easy to handle. A decision was made to use
ready for installation at its permanent mooring site, 5-ton sandstone blocks based on their cost which
pending the placement of anchors and mooring lines, equalled the material costs involved in making the
by the 22nd week of the project. (Figures 40, 41) concrete blocks. This eliminated the time and effort
required in manufacturing the concrete blocks at the
construction site. (Figure 42)
ANCHORS, MOORING LINES, AND THEIR Selecting the material for the mooring lines Was a
INSTALLATION little more difficult. Three alternatives 'were consi-
The selection of the weight of the anchors and size of dered; galvanized wire rope, chain, and nylon web
mooring lines was a topic of considerable research. belting. All three offered the required strength. In
Recommendations were carefully considered and eval- looking at chain, it was realized that it would be unac-
uated. ceptable in terms of weight and cost. Weight per linear
The one great fear that preoccupied the construction foot for an 18,000 pound working load, was very high.
manager throughout the planning and building of the In the 60' lengths for each mooring, line, it would be
FTB was the possibility of the FTB breaking away or impractical, if not impossible, to handle from a small
dragging its mooring. Such was the case in previous work boat. The cost per foot was also higher than the
installations. The data on mooring forces in FTBs was other two materials considered.
probably the least documented. The nylon web belting was the least expensive of the
To provide some additional confidence about the three materials. Further research showed it had been
anchors and mooring lines, a naval architect from the unsuccessfully tried as an underwater binding mate-
I ptz,@.,

local shipyard was consulted. Every piece of available rial. Experience had shown that sand and sand drifts
data on mooring forces in FTBs, Stanley's recommen- occurring in wave conditions, acted on the nylon belt
dations, a complete description of the FTB, and a site like a cutting abrasive. In as little as seven days time, it
visit were made available to the naval architect. It was could cut through a nylon belt. The knowledge of this

-22-

usually rest on the lake bottom and would rise off
the bottom only when forces on the FTB became severe.
tt
The tires were connected into the mooring line using
thimbled eyes in the cables and continuous loops of
chain laced through the tires. (Figures 43, 44)

The connection of the mooring line to the anchor
stones and to the modules required special considera-
. . . ... tion. Installing I V2" solid steel bar stock through a
pre-drilled hole in the sandstone with steel plates
welded to the top and bottom of the bar provided the
needed connecting point on the anchor. An open-
IV, swaged socket on the end of each mooring cable could
be connected to the I V2" bar in the anchor stone by
Figure 43 pulling the pin in the socket, sliding the jaws of the
- socket around the bar, and reinstalling the pin. (Figure
45) To connect the mooring line to the modules, a
separate 3/4" diameter piece of cable was used. This
cable was woven through the entire module to better
'SQ

N
V

Ak,
Figure 45

Figure 44
effect was enough to decide against nylon belting.
Galvanized wire rope, commonly referred to as
cable, was the material selected for the mooring lines.
Sized to meet working load requirement of 18,000
pounds meant using an I 1/ 8" diameter material. The
weight of the cable was not light by any means, but
compared to about one-fourth the weight of compara-
ble strength chain. The cost of the cable was about
one-half the cost of the chain. However, with the addi- Figure 46
tional cost for specialized fittings on the ends of the distribute the weight and load. Woven through the
cable to facilitate connection to the anchors and the module, the ends of this cable which had swaged thim-
FTB added, the cost of the cable was only slightly less ble eyes, would be connected to the mooring cable
than the chain. which also had a swaged thimble eye, using a 12-ton
In planning the use of the wire rope, shock to the working load galvanized safety shackle. (Figure 46).
cables during storm conditions could be expected. The Using this connecting method allowed for the mooring
shock to the cables was expected to be the major line with shock absorber to be attached to the anchor
contributor to cable fatigue and breakdown. As a stone and placed as one unit on the lake bottom. A
means to limit the shock and prolong the cable life, it floating marker was attached to the loose end of the
was decided to install a shock absorber into each moor- mooring line with a 1/4" "reach line" for retrieval. The
ing line. Two truck tires were selected for the shock cables attached to the modules were installed before
absorber in each mooring line. The two truck tires the FTB sections were towed to the site for installation.
attached together were placed in the mooring line Final attachment required pulling up the loose end of
about 10'from the anchor. In this manner, they would the mooring line from the bottom and connecting it to

-23 -

the ends of the cable woven through the module. This
system worked very well during the final installation
and required only three men working from the small
@4,
work boat. "E,
The installation of the anchors and mooring lines on
An,
the lake bottom was the only work in the project that
required using subcontract labor and equipment. A
local marine contractor with a 50-ton derrick barge,
tug and work scow was contracted to complete this
work, After the 18 mooring lines with their shock
absorbers had been assembled on the dock at the con-
struction site, the subcontractor moved his equipment
to the site and loaded all 18 anchor stones and the
mooring lines onto a work scow alongside the derrick
barge. (Figures 47, 48) When loaded, the equipment
was towed to the east basin site for installation. At the Figure 49
site, the first chore was to lay-out the locations for the help prevent the shock absorber tires from getting
anchors. Using a measuring chain in a skiff and a fouled on the anchor. Having the scow loaded with the
transit located on the government pier, floating mark- anchors on the inside of the derrick barge, (i.e., the side
ers were dropped for the locations of the anchors. where the FTB would be positioned) allowed the
(Figure 49) When this was completed, the derrick workers to stretch the mooring lines to the approxi-
barge and scow were moved into place. mate position of the final connection. (Figure 50) This
greatly aided the final connection to the FTB by reduc-
ing the amount of stretching needed to raise the end of
the mooring line to the surface.
While the anchors were being placed, pad eyes were
being welded to the government pier. Because of the
proximity to the water, the welding was performed
from a boat moored alongside the pier.
To set the 18 stones required two full days of work.
With the completion of setting the anchors and pad
eyes, everything was ready for towing the FTB sections
from their temporary mooring up the Black River to
the permanent installation site.

Figure 47
'10

Figure 48
Using a clam bucket, a hole was excavated in the
lake bottom for the anchor stone. The clam bucket was
removed and stone hooks for picking up the sandstone
anchor were attached to the derrick's crane. The
anchor stone was lifted from the scow with the moor-
ing line attached to it and placed into the hole in the Figure 50
lake bottom. The mooring line was stretched out and
dropped into the water as the anchor was lowered to

_ 24-

TOWING AND CONNECTING: from dusk to dawn to mark the end of the FTB. A
With the services of the harbormaster, the port standard street barricade, used for marking roadway
authority harbor patrol boat, and a volunteer, the first hazards, was borrowed from the city utility depart-
section of the FTB was towed I V2 miles from the con- ment. Typical of these barricades, it had an amber-
struction site to the east basin. On this first tow the colored battery-operated flasher. To satisfy the Coast
harbormaster's tug was positioned at the front of the Guard requirements, the amber flasher was changed to
FTB section (80'x 150') pulling and the other two craft a green-colored flasher. The barricade and flasher were
were tied off to either side of the section near the rear. mounted to the seats of a 14' aluminum open fishing
This method of towing, while easy when going in a boat. The boat was pulled on top of the modules,
straight line, was awkward to maneuver in the Black chained, and padlocked to the modules to prevent
River. The towing consumed approximately 13/4 hours. theft. (Figure 53) The boat made it easy to relocate as
The positioning of the first FTB section required the each additional section of the FTB was added. Installa-
towing crafts to be particularly careful. The section tion of the other three sections followed the same
was positioned by sliding the mat over the floating procedure with minor adjustments. To gain additional
markers tied to the ends of the mooring lines. The control and maneuverability of the FTB section, the
towing craft had to be careful not to run over the harbormaster's tug pushed, rather than pulled, the
floating markers to avoid fouling in the propellers, to mat. The other two boats were positioned along the
prevent sinking or cutting and thereby, losing the sides of the mat at the front. This permitted greater
location of the mooring lines. (Figure 51) Performed steering ability at the front of the section by having the
successfully the workers in the small work boat were boats increase or decrease their individual speed. Tow-
able to connect the mat to the anchors at the shackles. ing proceeded more confidently in the river. (Figure
After the initial two connections were made the tow 54)
craft was able to move away and the balance of the
connections were made. (Figure 52) All of the tow
boats were radio-equipped to prevent confusion. If a
connection was difficult to make because the section
had drifted out of position, a tow craft standing by
would push the section by running its bow against the
tires, All connection on the first section required three
hours.

Figure 53

01
A 71

Figure 54

Figure 51 Installation of the last three sections required men
working in the water for the first time. These three
- ---------- ---
required hookup to the previously installed
sections
A
section and to the moor, ng lines. As the section was
moved into position, the workers prepared to enter the
water, wearing life jackets and carrying the necessary
tools, extra nuts, and bolts. Working in two man
teams, they connected the mats together at outside
#4' corners to prevent the section from drifting. The mar-
rying tires and belts were attached to the end of one of
the sections. The team opened the belt, properly posi-
tioned the marrying tire and belting, and bolted the
belting back together. (Figure55)The crew in the work
boat began connecting the mooring lines, using the tow
boats to shift the position of the FTB section as
required to relieve strain. The workers in the water
Figure 52 finished connecting the nine remaining modules to-
A temporary marking light required by the U.S. gether, a task that really did not require more than one
Coast Guard had to be installed. The light had to flash hour for each of the three sections. Connecting the

-25 -

ing the port authority with publicity about the FTB
di and its final installation. Through this effort, a positive
image of the technology and the Lorain Port Authority
commitment to development in the Port of Lorain was
shared with many.

NAVIGATIONAL LIGHTING:
A permanent navigational light had to be installed at
the end of the structure. The specification of U.S.
Coast Guard called for a structure a minimum of 10'
above the water level. The light had to be green and
display at 15, but not more than 30 flashes, per minute.
VZ The light source was to be a tungsten incandescent type
light with independent power source, to be operated
from sunset to sunrise and visible for one mile on a
clear dark night. These specific requirements led to
Fioure 55 working with Penwalt Automatic Power, Inc. of
mooring lines required more time because of the need Houston, Texas, a manufacturer of navigational aids.
to reposition the mat due to wind drift. Nearly a full Other factors about the light and its structure had to
day's work was required to tow and connect each be considered. These included the need for a buoy-type
section to its permanent mooring. (Figure 56) After since the tire modules would not support a structure
each section was anchored, the temporary marking required to be 10'above the water. Furthermore, cost
light would be relocated to the end of the new section. was a concern and it needed to be virtually mainte-
While this system worked well, it was not without nance free.
problems. First, the sinking of two markers did occur, Automatic Power's solution to these requirements
requiring a diver to locate the lost end of the mooring was a light mounted atop a tension-anchored buoyant
line and reattach a new marker and line. Locating the mast. The mast would stand upright from its anchor by
mooring cables was not difficult, but entailed patience the use of 1500 pounds of buoyancy mounted to the
since the visibility was poor and the diver searched by mast and held submerged below the surface. The
feel. Second, two leeward side anchors had been posi- design called for a 11/4-ton anchor attached directly to
tioned incorrectly causing the mooring line to be short. the bottom end of the mast. The mast would elevate the
It was easier to add cable to the mooring line for the light to a minimum of 10'above the water level during
connection. Extra cable for these two anchors, and for high water, and even higher as water levels dropped.
two other mooring lines that were too tight, were The lamp atop the mast would be a standard off-the-
ordered. With the extra cable installed in the mooring shelf ty'pe lamp with a solid state six volt flasher sys-
system, the entire 600' length of the FTB fell into an tem, with a .5 seconds on, 3.5 seconds off flashing
eye-pleasing straight line. sequence, controlled by an electronic photo sensitive
eye, have a six place automatic bulb changer to reduce
required maintenance, and powered by a solar charged
battery system with five-year battery life expectancy.
The mast structure was designed and constructed of
steel pipe and bracing for permanent installation for
summer and winter conditions. (Figure 57)
The total cost for the marking light, anchor and
"'RM'
installation was $3,446.37. The least expensive mark-
ing light considered, it was thought the best alter-
native.
The installation of the marking light proved to be
easy. Two divers using a float bag eliminated the need
A for heavy lifting equipment and a higher cost. (Figure
T
58). With the float bag, the anchor and mast could be
@7@ attached at the surface of the water and towed to its
permanent location. Deflating the float bag, allowed
the anchor and mast to sink into position. (Figure 59)
Figure 56 With the mast placed in the water (Figure 60), the
marking light unit was then attached to the top of the
The completion of the construction and installation mast from a work boat. (Figures 61, 62). This
of the FTB took about six weeks longer than originally entire operation required four hours.
planned, due to the delayed receipt of some of the With the marking light in place and operational, the
mooring lines. Actual work weeks amounted to a total entire FTB project was complete. (Figure 63)
of 24 and reflected favorably on the planning for the
project.
Special assistance was provided by Goodyear, assist-

-26-

155W LOTUN

Ell

x7tKy

VEWL 'A'

w DE-TWL 'A' Figure 59

"A-A"

Figure 57

Figure 58
Figure 60

-27-

Figure 62

WWI-,

Figure 61

. . . . . . . . . .

Figure 63

-28-

Cost Analysis

BUDGET ESTIMATES:
Two early cost estimates evolved. First, the costs
included in the application for funds from the Ohio
Department of Energy. This budget was computed
using existing literature (adjusted for inflation) and the
design of a 28 foot by 1000 foot FTB as observed in
Dunkirk, N.Y.

FLOATING TIRE BREAKWATER
1980 Cost Estimate
570 Modules x 20 Tires/ Mod 11,400 Tires
Item Quantity Unit Cost Total Cost
1. Scrap Tires 11,400 .20 $ 2,280.
2. Urethane Foam 6,600 lbs. .95 6,270.
3. Chain 20,000 ft. .95 19,000.
4. Anchors (handmade) 500 lb. 30 40.00 1,200.
5. Anchors (250 lb) 15 20.00 300.
6. Mooring Chain 3,000 ft. .95 2@850.
7. Labor estimate -
2 hrs/bundle-build & install 1,136 hrs. 7,950.
39,850.
8. Administration @ 5% 1,950.-
Total: $41,800.
9. Contingencies 2,000'.'
.$43,800.

Later, after Stanley Consultants had finished their
wave analyses, a second budget evolved based upon a
80 foot by 600 foot FTB and adjusted unit costs.

REPRESENTATIVE COSTS FOR FTB
CONSTRUCTION AT LORAIN
Item Quantity Unit Cost Totat Cost
Scrap Tires 18,920 tires $ 0.20 3,800
Foam Flotation 9;460 lbs. 0.95 9,000
Scrap Conveyor (Belt Strips) 28,400 ft. 0.50
Seaward Concrete
Anchors 1,800 lbs 13 anchors 105.00 1,400
Leeward Concrete
Anchors 900 lbs. 14 anchors 70.00 1,000
Anchor Mooring Chain
One-Half Inch Open Link 1,600 ft. 1.05 1,700
Labor
Construct (I hr/ module) 946 hrs. 15.00 14'200
Install (1.25 hr/ module) 1,183 hrs. 15.00 17:800
$63,100

The port authority, having received a commitment The four bids varied from $89,247 to $269,307. All bids
for belting and scrap tires, still believed the project was were rejected and the port authority decided to build
feasible. Excluding these costs, the consultants' total the FTB in-house. With a labor commitment from the
estimate was $45, 100, a figure very close to the $43,800 CETA program, a third budget was developed. This
grant award. Surely, it was thought, competitive bid- budget took into consideration the donation of labor,
ding would close the gap. tires, and belting, but retained a category for supervi-
The competitive bidding process proved otherwise. sion to cover the expense of a construction manager.

-29-

LORAIN PORT AUTHORITY
Floating Tire Breakwater
Work Budget
General Fund Estimated Cost
I .Supervision $12,000
2. Insurance 500
3. Site Lease 1,500
4. Utilities 1,000
5. Leased Equipment 3,000
6. Hand Tools 500
7. Lumber 1,000
8. Chains, Bolting, Anchors 3,000
9. Foam 12,000
10. Other Sub-contract 2,000
11. Marking Buoys 5,000
12. Contingencies 2,300
$43,800

As ari aid to understanding the work budget, an 7. Lumber: The cost of lumber and other material
explanation of each item follows: necessary to repair the warehouse for the project and
1. Supervision: The expected cost of the construc- materials needed for tables and other equipment used
tion manager for the project under a professional ser- in the construction of the FTB.
vice contract entered into between the port authority 8. Chains, Bolting, Anchors: This category is self-
and the construction manager. Unexpectedly and explanatory. The original cost estimate was based on
fortunately for the project, the 'Salary for the some early price quotes for chain and anchors. This, of
construction manager was eligible under the CETA course, changed drastically when the anchor and
program which freed money for expenses. mooring line design was changed and the cost of the
2. Insurance: Special insurance possibly required sandstone anchors and galvanized wire rope was used.
for employees working in the water. The need for 9. Foam: The cost of urethane changed, but from
insurance for employees was eliminated totally in the the.urethane foam system to the styrofoam block and
project. The State Workman's Compensation in- polyethylene bag system.
surance handled through the CETA payroll provided 10. Other sub-contract: Costs for specialized help.
adequate protection and no additional insurance was The marine contractor hired for setting the mooring
required. and anchor system was the main expense. The original
3. Site Lease: This cost was based on an agreement estimate reflected the cost of a lighter system. Costs for
with the landlord that fixed the lease cost, regardless of grading and site preparation at launch area were also
duration. included.
4. Utilities: Electric and telephone. Also included 11. Marking Buoys: All of the costs of acquiring the
were charges by the electric utility company for instal- buoy, anchor and installation.
ling a three-phase, 440-volt electrical service to the 12. Contingencies: Fuel costs for fork lift, boats,
warehouse and the cost of an electrician's time and branding iron, mooring rope, safety, and first aid
material for installing the electrical panel, lighting and material, and other unexpected costs.
utility plugs inside the warehouse.
5. Leased Equipment: Monthly rental costs of the
fork lift and portable field toilet.
6. Hand Tools: For the purchase of necessary hand
tools, including special tools or equipment such as the
branding irons, tire spreader brackets, and lifejackets.

30'-

ACTUAL COSTS:
In the final analysis, the project exceeded the ODOE
grant by $7,622. This shortfall was offset by the port
authority adding $6,000 from its general fund and
selling off some of the accumulated equipment at the
end of the project. The primary cause for the higher
than expected project cost was the increased expense
of the mooring and anchoring system. -These extra
expenses in the mooring system were viewed as a go od
investment in light of the potential -hazard of under-
designing.
Final distribution of expenses appeared as follows at
close-out:

FLOATING TIRE BREAKWATER
Work Budget
October 31, 1981
Estimated Cost Expense To Date Balance Budget
1. Supervision $12,000.00 $ $12,000.00
2. Insurance 500.00 500.00
3. Site Lease 1,500.00 1,500.00
4. Utilities 1,000.00 3,904.98 -2,904.98
5. Leased Equipment 3,000.00 4,203.27 -1,203.27
6. Hand Tools 500.00 @496.03 3@97
7. Lumber 1,000.00 789.87 210.13
8. Chains/Bolting 3,000.00 12,826.95 -9,826.95
9. Foam 12,000.00 14,738.63 -2,738.63
10. Other Sub-contract 2,000.00 5,754.00 -3,754.00
11. Marking Buoys 5,000.00 3,446.37 1,553.63
12. Contingencies* 8,300.00 3,762.52 .4,537.48
$49,800.00 $51,422.62 ($1,622.62)"

Gross CETA Wages at Close-out - October 31, 1981 $51,652.00 (with fringes)
*The sum of $6,000 appropriated by port authority, 7-14-81
**Recaptured by selling reuseables

UNIT COSTS: MOORING SYSTEM
FOAM The mooring system was made of 18, 5-ton sand-
Two styrofoam blocks sealed in 10 mil poly- stone anchors, 20 mooring lines, each 60 feet long, and
ethylene were required for each tire - 18,920 two intermediate connecting lines from the govern-
total tires. ment pier. The mooring lines connected to each
Foam - 38,000 block x $.274 $10,411.67 anchor, consisted of one 3/4" galvanized wire rope sec-
Bags - 38,000 bags x .1139 4,326.96 tion as the connector at the modules, two I V8" galva-
nized wire rope sections, the two truck tires as shock
Total Cost: $14,738.63 absorber, two sections of 5/8" chain and two hammer-
Unit Cost per tire $.78 locs for connectors of the tire shock abs6rbers, and one
12-ton safety shackle. The two 60'lines attached to the
government pier were 11/8" galvanized wire rope, 3/4"
wire rope module connectors, and 12-ton safety shack-
les. The last part of the mooring system was two 25'
long Y8" chain sections attached to the government pier
at intermediate points on pier end of the FTB. These
were connected to 3/4" galvanized wire rope module
connector with 12-ton safety shackles.

-31 -

Anchors 9 18 @ $125. freight inc. $ 2,250.00
Mooring Line * 18 pcs. 3/4" x 30 ft. 6x19 IWRC galvanized wire rope 2/gal. thimble swaged
Components both ends @ $68.62 ea. 1,235.16
9 18 pcs. I V8" x 35 ft. 6x25 IWRC galvanized wire rope w/ gal. thimble swaged
both ends @ $173.04 ea. 3,114.72
e 18 pcs. 11/8" x I I ft. 6x25 IWRC galvanized wire rope w/ open swaged socket
one end and galvanized thimble swaged other end @ $118.76 ea. 2,137.68
* 2 pcs. I V8" x 60 ft. 6x25 IWRC galvanized wire rope w/gal..thimble swaged
both ends @ $258.84 ea. 517.68
* 4 pcs. 3/4" x 20 ft. 6xI9 IWRC galvanized wire rope w/gal. thimble swaged
both ends @ $51.26 ea. 205.04
9 36 pcs. Y8" x 5 ft. herc-alloy chain @ $36.40 ea. 1,310.40
e 42 pcs. Y8" hammerlocs @ $12.78 ea. 536.76
9 26 pcs. 12-ton safety shackles @ $23.56 ea. 612.56
9 54 ft. V used chain @ $2.50/ ft. 135.00
Total, less discount $11,956.95

Unit cost per mooring line/ anchor combination 18 @ $ 607.34
Unit cost per mooring line to pier connection 4 @ $ 280.72

NUTS AND BOLTS
Hot-dipped galvanized plated nuts, bolts, and wash-
ers were used as the belt connector for the modules.
The sizes of bolts and nuts used was Y8" - 16 x 13/4"
capscrew and Y8" - 16 hex nut. The washers were Y8"
flat washer, I"O.D. Each bolt, nut and two washer set
cost $.1024 each. While approximately 8,000 sets were
needed for the project - 8,500 sets were purchased.
8,500 connector sets @ $.1024 each $870.00

TOTAL. PROJECT COSTS:
Material and Project Support: $ 51,422.62
Labor Cost:
CETA Labor - $5.37/ hr. x 5.78 men x 960 total hours $29,814.00
Fringe Benefits $ 1. 10/ hr. x 5.78 men x 960 total hours 6,104.00
Total CETA Labor $35,918.00
Supervision - $15.00/ hr. x 960 total hrs $14,400.00
Fringe Benefits $ 1.39/ hr. x 960 total hrs 1,334.00
Total Supervision $15,734.00
Total Labor Cost $ 51,652.00

Total- Project Cost $103,074.62

UNIT COST - TOTAL PROJECT
Material and Project Support per Module (946) $ 54.36
Total Labor Cost per Module (946) 54.60
Total Project Cos -t per Module (946) $ 108.96
Total Project Cost per Square Foot
(I I modules. - 80 ft. x 86 modules - 600 ft. 48,000 sq. ft.) $ 2.15
Total Project Cost per Lineal Foot (i.e. 600 ft.) $ 171.79

In summary, early budgets were based on existing and donated to the project. Furthermore, the labor
literature, which zontained limited costing data about rates paid to the CETA employees may be lower than
relatively few installations. The biddingexperience evidenced: what might be expected in other locales. It is fair to
1. limited- general contracting knowledge of FTB conclude that anyone preparing to bid on FT13 to a
construction, and 2. a diversity of opinion on con- general contractor can expect these factors to increase
st.ruction methodology. the total costs above those experienced by the Lorain
The reader is cautioned and reminded that many Port Authority.
hours of time, and valuable equipment were loaned

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Short Term Observations SEAWEED AND SEDIMENT:
The FT13 installation in the east basin of Lorain Growth of seaweed on the tires below the water line
Harbor was completed on July 23, 1981. In the six- has been tremendous. Growth has been observedto be
month period since the installation, constant observa- as much as three feet long on some tires. (Figure 64)
tion and monitoring of the FT13 has taken place, with Storm action seems to trim some of the seaweed as the
visual inspections from a boat, observation from shore tires work against each other. Icing throughout the
during storm conditions, and under-water inspections winter is expected to strip away all algae.
by divers checking the mooring system. From these Accumulation of sediment inside the tires has been.
observations the following findings are offered: non-existent. Previous study of the area showed very
little movement of bottom sediment. For this reason,
no holes were punched in the tires to allow sediment to
THE MOORING SYSTEM: filter out. Current opinion is that these holes arenot.
An inspection of the mooring system by a diver was effective unless they are large enough to prevent plug-
performed six weeks after the installation. During that ging by sea life (i.e. 4-inch square or larger).
six-week period, the FT13 was exposed to two storms.
Although no specific data on the storm conditions was
collected, both storms exposed the FT13 to very rough
lake conditions.
The diver checked the condition of cables, the shock
absorber truck tires, and the anchors. The inspection
of the cables was performed by running a piece of cloth
over the cables by hand to feel for any strand break-
down. None was detected.
The inspection of the shock absorber tires did reveal
altered conditions. At the time of installation, a diver
inspected the shock absorber tires and they were lying
flat on the bottom. The later inspection revealed the
shock absorber tires had repositioned themselves so
that they were standing in a vertical position on the
bottom. This had to be caused by the storm forces on
the cables which lifted the shock absorbers and reposi-
tioned them.
Inspection of the anchor stones indicated that there
had been no movement. All connectors (i.e. safety
shackles, chains, and hammerlocks) were in good
condition.

4
BINDING MATERIAL:
Inspections of the binding material showed no vis-
ible breakdown or deterioration of any of the bindings.
Nearly all of the galvanized nut and bolt connectors in
the belts evidenced rusting, as expected.
Figure 64
FLOTATION: FISH POPULATION:
The flotation has worked effectively. A few of the No evidence of an increase in fish population was
foam blocks have been dislodged by the storm action. detected in the area by local fishermen. No measure-
These were retrieved from the shore to be saved for ments of fish-life near the FTB were recorded, and
therefore an accurate picture of the situation is impos-
reinstallation in the spring. The total loss amounts to sible. Other experience with FTBs has shown increases
25 pieces. It is believed that these blocks may not have in fish populations nearby. The Lorain installation
been snugly fitted in the tires as a result of the launch- presents a real opportunity for further study in this
ing or dislodged by swimmers attracted to the installa- area.
tion. The loss of these blocks of foam does not seem to
present a problem. The level of freeboard of the EFFECTIVENESS:
modules has remained the same since launched. The six-month observation period has provided
opportunity to see the effectiveness of the FTB at
work. The breakwater works effectively in reducing
DEBRIS COLLECTION: the short period (3'to 4'waves). Under the storm condi-
The FTB has proved to be a good collector for debris tions observed, the water along the leeward side of the
and flotsam. This has not proved to be much of a FT13 was reduced to calm water. (Figures 65,66,67) No
problem and storms seem to flush most of the debris wave measuring devices were placed in the area to
from the modules. accurately record wave heights, thus the amount of the

-33-

rolling through the FTB is evermore evident, (Figures
68,69)
These long period waves will pose little problem to
installing single point moorings behind the FTB; how
ever, further study of a floating dock system is
required. Amendments to the installation are being
evaluated to counteract this site specific problem.

V" EMU

Figure 68

Figure 65

Figure 69
ICE CONDITIONS:
The breakwater was exposed to floating ice-packs
during the month of December, 1981 without any vis-
ible problem. Since January, 1982 the FTB has been
completely frozen in the ice with the entire east basin
area ice-covered. (Figure 70) No signs of problems are
evident as of March, 1982. Further observation during
the spring thaw will be conducted to evaluate the
Figure 66 effects of the ice on the FTB. It is anticipated that no
problems will be experienced.

Figure 67
attenuation cannot be quantified. These devices will be
installed in the spring.
The observation period has evidenced a wave action Figure 70
that the FTB has been ineffective in attenuating. With
the configuration of the fixed breakwaters in the east
basin area, long period waves are occurring along the
government sheet-pile pier to which the FTB is at-
tached. These longer period waves roll beneath the
FTB, as if the FTB was riding the wave. Apparently,
there is a multiplication of wave energy. With the
installation of the FTB, the short period waves are
reduced and the existence of the long period waves

34-

THE PUBLIC RESPONSE: 3. Utilizing the procedures employed in this project,
Local public response to the breakwater installation a doubling of the production rate could be attained
was very favorable and was probably the result of the with the employment of four additional workers. This
joint public relations effort of Goodyear and the would allow the sub-assembly operations to run simul-
Lorain Port Authority. As the result of media coverage taneously with the building of the modules and provide
about the installation, many inquiries have been a continuous flow of "Prepared" tires to that opera-
received about available dockage, which will soon be tion. Workers trading tasks during each day is recom-
installed. mended to overcome the repetitious and boring nature
Another unexpected number of inquiries about the of the tasks.
FTB and its construction have been received from 4. The ease of the second method of towing (two
around the country, as the result of the national wire boats forward) the breakwater sections suggested that
services, leading to inquiries from as far away as it would have been far more practical to have towed
Southhampton, England. This interest from around and installed larger sections of the FTB than in this
the world bodes well for the future of FTB develop- project. It is suggested that sections up to 50 modules
ment. long can be easily towed and installed, assuming good
weather conditions; This can save a lot of time.
Conclusions and Recommendations FOR THE FUTURE:
The experience of constructing and installing the This first hand experience with scrap tires as wave
FTB in the east basin of Lorain harbor has to be energy absorbers, has proven their effectiveness in
considered a success. Although the basic goal of build- attenuating waves. This fact encourages further use of
ing a breakwater durable enough to remain in place scrap tires as a solution to other hydraulic problems.
year-around for 10 years with a minimum of annual The need for protected water space for recreational
maintenance is believed achieved, the test of time will boating opportunities has been documented. An even
be a better judge. greater demand for shoreline protection is evident
The goal of minimizing work in the water was throughout the country. With the high costs for con-
accomplished. The need for assuring the permanence ventional breakwaters solutions to erosion problems,
of the breakwater was fulfilled with the redesign and utilizing scrap tires is becoming economically practical.
installation of a stronger, heavy-duty mooring line/- Existing FTB literature cites that research and
anchor system. And finally, the overall project was development have been conducted to examine the
considered to have been performed in a timely and effectiveness of utilizing scrap tires for shore erosion
cost-effective manner. control, but much more is needed. Scrap tires, with
The nature of the project as a one time, public their proven ability to absorb wave energy, non-
agency undertaking, had a direct bearing on how the degradable quality, low cost and relative abundance,
construction activities evolved. Investment in tools make them an ideal material for solutions to hydrau-
and machinery which could have greatly expedited lics problems. Their use for shoreline erosion control,
many of the operations in the project were unafforda- lake and river bank protection, beach replenishment,
ble. Implementation of such equipment would have beach retention, and other applications are waiting to
greatly improved production and efficiency in building be explored.
modules. However, the budget of the project did not The prevalent perception of scrap tires as a waste
allow it. Nonetheless, building systems and procedures material needs to be changed so that a valuable raw
described earlier were employed with success. material resource fulfills a new usefulness.
From the Lorain experience, further suggestions to
facilitate a similar project are offered:
1. Because of delays in getting tires, delays in receiv-
ing the conveyor belt, and other factors that caused
delay in getting into module production, it is recom-
mended that a pre-construction period be expected. At
least a one-month period before construction should
be expected. One paid staff person can arrange details
for stockpiling tires, getting material ordered, making
the necessary improvements required at the construc-
tion site, and the making of other necessary ar-
rangements.
2. If the styrofoam block and bag system is used as a
flotation device, it is suggested that a glue, adhesive, or
other fastening device, be tried to more permanently
secure the flotation blocks to the inside of the tire. This
was not tried and effectiveness is yet undetermined.
Loss of the flotation blocks has not proven to be a
serious problem, but a cost-effective means of gluing
or fastening would add another degree of security to
the overall system.

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ABOUT PEOPLE

THE AUTHOR:
David Thomas Lee, called Tom by his friends, was
the construction manager for the Lorain FTB. With
that experience he served as the principal author for
this report. It was Tom's innovative, yet practical,
approaches that guided the project to completion.
After study at Mount Union College, Alliance, Ohio,
Tom received his Bachelor of Architecture degree from
the State University of New York at Buffalo in 1973.
Tom has a multi-dimensional background having
served as a field engineer, prototype engineer, graphic
designer, construction supervisor, rehabilitation ad-
ministrator, and construction manager. His work has
been with the private and public sectors. Tom is self-
employed as a consultant offering multi-functional
services. Tom is 33 years old. He and his wife, Carol,
are the parents of Amy and Joshua. They are avid
sailors, and Tom has served as the business manager
and commodore of the Lorain Sailing Club and com-
modore of the Lorain Yacht Club.
THE EDITOR:
John G. Sulpizio is the Executive Director of the
Lorain Port Authority, an agency which concentrates
upon economic, industrial, and recreational develop-
ment on the waterfront. His commitment to improving
that waterfront where he grew up, led to the decision to
build and funding of the FTB. John is a 1969 graduate
of Cornell University, Ithaca, N.Y. and holds a Bache-
lor of Arts degree. John has held various positions in
the field of community development. Prior to joining
the Lorain Port Authority in 1978, he was the chief
planner for the City of Lorain. John is the president of
the Council of Lake Erie Ports, a director of the
Chamber of Commerce, and active in professional and
civic affairs. Recently, he served as a panelist at the
Second Annual Conference on Floating Breakwaters
in Seattle, Washington. John is 35 years old and is
spending his spare time completely rebuilding a 90-
year-old homestead in the center city for his wife,
Patricia, and himself. They are expecting their first-born.

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Acknowledgements

The author and the Lorain Port Authority would like to recognize and thank the many companies and
individuals who so generously donated materials, equipment, personal time, technical assistance or moral support,
in the construction of the breakwater and the production of this report. Their help was integral to the success of both
endeavors.

A. & C. Tire Company, Amherst, Ohio - Tires
American Auto Wrecking, Lorain, Ohio - Tires
American Ship Building Company, steel plate
B. Beatty, B. B. Bradley Company, Technical assistance
Certified Oil Company, Elyria, Ohio - Tires
Chets Sunoco, Avon Lake, Ohio - Tires
City of Bay Village, Ohio - Tires
Conrads Goodyear Tires, Lorain, Ohio - Tires
Deichler Tire Company, South Amherst, Ohio - Tires
Doane Electric Company, field trailer
Ed's Sunoco, Lorain, Ohio - Tires
Elmira Tire Company, Lorain, Ohio - Tires
Ferraro, E.
Finegold, Frank, CETA Administrator, Lorain
Francis, Ray, Naval Architect, AmShip Company, Technical assistance
Goodrich, B.F. Tire Center, Lorain, Ohio - Tires
Goodyear Tire and Rubber Company, Akron, Ohio, pneumatic punch
and air compressor
Gordon Baugh Tire Company, Cleveland, Ohio - Tires
Greszler, Richard, boat and towing assistance, welding
Hess, M. United McGill Corp. Technical assistance
Independent Oil Company, Elyria, Ohio - Tires
Jaycox, Captain Robert, Harbormaster, boat and towing assistance
Jaycox, Robert, Jr., boat
Jones, R. General Latax Corp., Technical assistance
Kalister, P., United Garage Door Company
Lee, Carol, Amy, and Joshua, Love, support, and proofreading
Lee, Robert, Durfip truck, module carrier trailer, work boat, temporary
marking light boat, personal time and support
Leggett, Mort, Goodyear Tire & Rubber Company, support
Leigh, G., Aabaco Plastic Products, Technical assistance
Lucus Plumbing, portable welder
Mercer, R. G., Goodyear Tire & Rubber Company, Technical assistance
Morrison Tire Company, Navarre, Ohio - Tires
Muzik Brothers Sunoco, Lorain, Ohio - Tires
North Eaton Tire Company, North Eaton, Ohio - Tires
Oakwood Plaza Union 76, Lorain, Ohio - Tires
Otis, R., Meeco Marinas, Inc., Technical assistance
Pacemaker Plastics, Inc., Technical assistance
Pecora, R., Mechanical assistance
Pierson, R.M., Goodyear, Technical assistance and support
Rt. 254 Sunoco, Lorain, Ohio - Tires
S. & A. Smith Tire Company, Grafton, Ohio - Tires
Saefkow, W., Foam Master, Technical assistance
Schleitet, Robert F., Tuscarora Plastics, Technical assistance
Shuster, Charles, skin diving
Stoltz, G., Areo Polymers, Technical assistance
Sulpizio, John G., Lorain Port Authority, Editing and Administration
Thomas, Bill, Service Center, Lorain, Ohio - Tires
Tolley, H. A., Goodyear Tire & Rubber Company, Technical assistance and support

- 37-

United Garage Door Company, lumber cart, cutting torches
United States Steel Corporation, Lorain, Ohio, donation of conveyor belt material, 11/2" steel bar
stock
Warehouse Tire & Recap Company, Grafton, Ohio - Tires
Willig, Ralph, Tire Company, Akron, Ohio - Tires
Wiseman, Ruth, Lorain Port Authority, Typing
Woodhall, E.D. "Ted", Goodyear Tire & Rubber Company, Technical assistance and support
Last, but certainly not least, deserved acknowledgement to the Board of Directors of the Lorain Port Authority
for its foresight of a better tomorrow.
James A. Byrd
Dan B. Canalos
Wayne Conn
Roger E. Doane
William B. Gow, Chairman
Richard Greszler
George G. Llewellyn, Jr.
Ralph W. Miller
Stanley A. Orlowski

These acknowledgements express the
appreciation of the Lorain Port
Authorit v and the Author. The
listing of a corporation or individual
name does not necessarily constitute
their endorsement of the technology
or the statements contained herein.

-38-

BIBLIOGRAPHY

This list of publications represents reference infor-
mation used in planning and constructing the Floating
Tire Breakwater in Lorain and research sources for
this report.
Bishop, C.F. 1980. Design and Construction Manual
for Floating Tire Breakwaters. National Water
Research Institute of Canada for Inland Waters,
Burlington, Ontario, Canada.
Candle, R.D. & Fischer, W.J. 1977. Scrap Tire Shore
Protection Structures. Goodyear Tire and Rubber
Company, Akron, Ohio.
Davis, A.P., Jr. 1977. Evaluation of Tying Materials
for Floating Tire Breakwaters. University of Rhode
Island Marine Technical Report #54, Kingston,
Rhode Island.
De Young, B. 1978. Enhancing Wave Protection With
Floating Tire Breakwaters. Cornell University Sea
Grant Extension Program Information Bulletin
#139, Ithaca, New York.
Giles, M.L. & Sorensen, R.M. 1978. Prototype Scale
Mooring Loads and Wave Transmission for a
Floating Tire Breakwater. Army Corps of Engi-
neers Coastal Engineering Research Center, Fort
Belvoir, Virginia.
Harms, V. W. 1979. Data and Procedurefor the Design
of Floating Tire Breakwaters. New York Sea
Grant Institute, Albany, New York.
Kowalski, T. & Ross, N.W. 1975. How to Build a
Floating Tire Breakwater. University of Rhode
Island Marine Bulletin #21, Kingston, Rhode
Island.
Penny, B.C. 198 1. Performance Analysis of Test Sec-
tion Floating Tyre Breakwaters. Lyttelton Harbor
Board, Christchurch, New Zealand.
Ross, N.W. 1977. Constructing Floating Tire Break-
waters. American Chemical Society Symposium:
Conservation in the Rubber Industry.
Shaw, G. & Ross, N. W. 1977. How to Builda Floating
Tire Breakwater. University of Maine/ University
of New Hampshire Cooperative Institute Sea
Grant Program.
Stanley Consultants, 1970. Recreational Boating and
Commercial Dock Facilities, Lorain, Ohio. Lorain
Port Authority, Lorain, Ohio.
Stanley Consultants, 1978. Lorain Harbor Recrea-
tional Area Study. Coastal Zone Management
Program and the City of Lorain Department of
Community Development, Lorain, Ohio.
Stanley Consultants, 1980. Lorain Marina Feasibility
Study. Coastal Zone Management Program and
the Lorain Port Authority, Lorain, Ohio.
Woodhall, E.S. 1980. Breakwaters as an Aid to Mari-
nas, Shore Erosion Control and Marine Life.
Presentation Paper, Ohio Sea Grant, Floating
Tire Breakwater Conference. February, 1980, Fire-
lands College, Huron, Ohio.

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