potential impact of a floating tire breakwater on area water quality and fishery resources in Presque Isle Bay final report

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

Attachnierlt 18

TD
224
.P4
P68
1983

THE POTENTIAL IMPACT OF A FLOATING TIRE BREAKWATER

ON AREA WATER QUALITY AND FISHERY RESOURCES

IN PRESQUE ISLE BAY
WOO FINAL REPORT - July 1983

Lake Erie Institute for Marine Science

312 Chestnut Street

Erie, Pennsylvania 16507

Research Personnel

Eva Tucker (Principal Investigator)

J. Terrance Geary (Co-investigator)
@
Jeffrey D. Lewis (Student Assistant)

Eugene Dolfi (Student Assistant)

rt Prepared By: Report Submitted By:

Armand F. Lewis

Eva Tucker, Jr.

Robert E. Pierce

Jeffrey D. Lewis Dr. Armand F. Lewis

Executive Director

Lake Erie Institute for Marine Science

This report is being submitted by the Lake Erie Institute
for Marine Science in fulfillment of a contractual agreement
with the Commonwealth of Pennsylvania, Department of
E

Environmental Resources, Division of Coastal Zone
Management.

ABSTRACT

The results of an environmental and fisheries resource study on the

potential impact of installing a Floating Tire Breakwater (FTB) in an area of

Presque Isle Bay, Erie, Pennsylvania are presented. Overall, from a review of

the chemical, physical and biological data obtained, it can be concluded that

the FTB caused little or no long term changes in the water characteristics and

quality in the FTB site area; this statement is made by comparing baseline data

(measurements made away from the FTB site) with data obtained at the FTB

installation. From qualitative observations on the fish activity in the FTB

area during the summer of 1982 (no FTB in place) and in the spring and summer of

1983, it appears that fishing activity has increased at the FTB site due to its

presence. The FTB is providing significant wave protection to the boaters using

the municipal launching ramp located in the area.

TABLE OF CONTENTS

Page

1.0 Introduction ................- ..................... 1

2.0 Experimental ..................................... 2

2.1 Site Location ............................... 2

2.2 Technical Measurements ...................... 7

2.3 Fish Population Studies/Observations ........ 11

2.4 Public Awareness Comments ................... 11

3.0 Results and Discussion ........................... 13

3.1 Chronological Qualitative Assessment ........ 13

3.2 Chemical, Physical and Biological Assessment. 16

3.3 Qualitative Observations on Fisheries

Resources at FTB Location .............. 25

4.0 Conclusions and Recommendations .................. 27

5.0 Acknowledgements ................................. 30

6.0 References .................. ..................... 30

Appendix I ....................................... 32

Appendix 2 ........... ........................... 40

Appendix 3 ......... ............................. 43

LIST OF APPENDICES

Appendix I - Floating Tire Breakwater Materials and General Design Features

Appendix 11 - Description of Hydrolab Water Quality Analyzing Instrument

Appendix III - Scientific Names of Fish Observed in Study

LIST OF TABLES

Table I - Summary of Features and Advantages of Selected FTB Site Location.

Table 2 - Description of Site Locations where Hydrolab Measurements were

taken.

LIST OF FIGURES

Figure I - Chart showing FTB location in Presque Isle Bay.

Figure 2 - Photograph of FTB site, looking south - toward shore.

Figure 3 - Photograph of FTB site, looking north - toward Presque Isle

Peninsula.

Figure 4 - Diagram of FTB test site showing measurement locations.

Figure 5 - Map of Presque Isle Bay, showing FTB location on south shore.

Figure 6 - Local fisherman utilizing calm water behind FTB for a more

comfortable outing.

Figure 7 - Sea gulls perched on a segment of the FTB.

Figure 8 - FTB locked in ice with ice dunes formed on leading edge.

Figure 9- Early ice melting 'around FTB due to black body radiation

absorption affects.

Figure 10 - Algae growth on tires in early June 1983.

Figure 11 - Change in pH profile during FTB study period.

Figure 12 - Change in dissolved oxygen profile during study period.

Figure 13 - Water temperature profile in vicinity.of FTB compared to

baseline.

Figure 14 - Electrical conductivity profile in vicinity of FTB relative

to baseline.

1.0 INTRODUCTION

Floating Tire Breakwaters (FTB's) are rapidly becoming common structures

that punctuate the coastlines of our oceans, bays, lakes and rivers. This

proliferation in FTB's stems from the need to protect our coastlines and harbors

from water wave destruction with low cost, effective, wave attenuating coastal

structures. Floating tire breakwaters are apparently filling this need. The

concept of floating breakwaters has been known for many years and were
functionally prominent in the Allied Normandy invasion in World War 11, 1944. 1

However, in recent years, the use of floating breakwaters gained impetus due to

research at the Goodyear Tire and Rubber Company, Akron, Ohio by Mr. Richard D.
Candle. 2 During his investigations on potential uses for scrap automobile

tires, an idea for a simple configuration of tires bundled together in a

continuous matt-like array was conceived and reduced to practice as an effective

floating breakwater structure. Studies on FTB designs, harbor protection

devices, and fishing reefs were also carried out by Candle. During this period,

research to confirm and expand upon the Goodyear studies were subsequently
carried out by Niel Ross 3 and also T. Kowalski 4 at the University of Rhode

Island.

More recently, engineering measurements on FTB's have been carried out on
the Goodyear design by Sorenson, Giles, Pierce and Lewis 516 and by Harms 7 on

another FTR design. For a complete review of the structural details of present
FTB installations, the reader is referred to the reports by DeYoung 8 and
9
Bishop

Concurrent with this activity of using assemblies of floating scrap tires

to attenuate water wave action came the observation that bundles of scrap tires

could possibly be used as a fishing reef. The reason for this is that during

the early work on FTB's, increased fish activity was noticed in the vicinity of

installed FTB's. Fish seemed to be attracted to such structures. In spite of
all these interesting features of floating tire breakwaters, to date, no

systematic studies have been carried out on the environmental impact of deployed

FTB's nor has much been done quantitatively on the effectiveness of such struc-

tures as fishing reefs or habitats. To this end, a study was proposed by the
Lake Erie Institute for Marine Science and subsequently funded by the

Pennsylvania Department of Environmental Resources, Division of Coastal Zone

Management relative to evaluating the potential impact of installing an FTB on

water quality and fisheries resource. This report presents the results of a one

year environmental impact study on a new FTB installation. This installation

was on the south shore of Presque Isle Bay, Erie, PA. The particular FTB

installation was coordinated by Dr. Robert Pierce, Associate Professor of

Engineering, Pennsylvania State University - Behrend College. Erie, PA., who was

principal investigator of this federally funded (FTB Construction and
Engineering study project) New York Sea Grant Institute program. Details of the

subject FTB are presented in Appendix 1.

2.0 EXPERIMENTAL

2.1 Site Location

Presque Isle Bay is a natural bay located in the eastern basin of Lake Erie

bounded on the southern shore by Erie, PA, and by Presque Isle State Park on the
northern shore. The 40 x 125 foot FTB described in Appendix 1 was systema-

tically assembled, positioned and anchored in a cove on the south shore of

Presque Isle Bay, Erie, Pennsylvania during the time period July 25 to August
26, 1982. The site was west of the Erie Municipal Water Plant at the foot of
Chestnut Street (see Figure 1). The FTB was positioned 260 feet off shore at

its closest point in water 8 to 9 feet deep. At this location, the FTB is

FIGURE 1

WAVE
TOWER 0

ATICHCRS

FTB

ILNCHORS

0 WAVE
GAUGE MARINA

GROIN

PhES,@UE
ISLE
BAY

L J ell

BG AT
P AM@

PAT-E IN,;
LOT

ST0hM
i)h A t li

CHART SHOWING FTB LOCATION

IN PRESQUE ISLE BAY

potentially subjected to an unobstructed wind/water interface length (fetch) of

2.5 miles from a north westerly direction. The Presque Isle Bay area is

characterized by prevailing westerly winds. A fetch of 2.5 miles from the

northwest direction, the predominant wind direction for storms on Lake Erie,

produces the highest observed waves (2.5-3 feet high) in the vicinity where the

FTB is located.

From a geological standpoint, a significant amount of rubble and large rock

fragments are present on the bottom and shoreline of the bay. Large rock

fragments were placed along the shoreline in 1968 by the City of Erie in order

to reclaim a portion that had been eroded in a major storm and to protect it

from subsequent wave damage. A groin consisting of large rock fragments was

constructed at the site in 1980 to-protect the new public boat launching ramp

and float stage complex that presently occupies the waterfront at the foot of

Chestnut Street.

This coastline area is characterized by a 150-200 foot shoreline plateau,
rising 4 to 5 feet above mean lake water level. The plateau serves in part as a
parking lot for those using the public boat ramp. This plateau region
terminates with a 30 foot high bluff consisting of Pleistocene glacial sediments
(see Figures 2.and 3). No streams flow into the bay in the immediate area;
however, a small municipal storm drain does exit into the bay, about 200 feet
west of the groin (shown in Figure 1).

Overall, this site was ideal for the intended FTB study and for the

engineering study proposed by Dr. Pierce. The advantages of this site are

summarized in Table 1.

2-1

Figure 2. FTB site looking south toward shore.

Figure 3. FTB site looking north toward Presque Isle
0 Peninsula.

TABLE 1: Summary of Features and Advantages

of Selected FTB Site Location.

1. Location technically appropriate for breakwater/water wave attenuation

experiments. Semi-protected waters, open to the northwest (2.5 mile fetch)

the direction of the majority of the storm winds and waves. It is not open

water. If the installation holds up well in Presque Isle Bay, from an

engineering viewpoint, then consideration will be given to installing FTB's

in the more severe wave climate of Lake Erie.

2. Located in close proximity to the City of Erie Water Department and the
City of Erie Recreation Department's new public boat ramp (see Figure 1).

This offers good visibility by the public, convenience for fishermen. Some

project surveillance and security for the structure are also offered by

this location.

3. FTB affords some wave protection to the municipal boat ramp from the

northwest exposure as significant wave attenuation has been noted at the

boat ramp as a result of this.installation.

4. Site has excellent visibility from shore. A 30 foot bluff overlooks the

site. The FTB is well positioned for a public demo:istration project.

2.2 Technical Measurements

Chemical, physical, and biological property measurements were made using
a basic instrument for the on-site chemical and physical water quality

measurements called the Hydrolab Water Analyzer. A description of this

instrument is presented in Appendix 2. Hydrolab measurements were made at
various times as a means of monitoring the pH, dissolved oxygen, conductivity,
temperature and ORP (oxidation-reduction potential) of the water around the

breakwater, and also at various locations in Presque Isle Bay away from the

breakwater. These latter locations were studied to develop a set of baseline
(for comparison) data for the experiments.

The measurement site locations are described in Table 2 and are shown in

Figure 4.

TABLE 2: DESCRIPTION OF SITE LOCATIONS FOR

HYDROLAB WATER QUALJTY MEASUREMENTS

(see Figure 4 and 5)

FTB MEASUREMENT LOCATIONS

1. At the front (northwest, facing the open bay) perimeter region of the

FTB.

2. At the back (southeast, facing the shore) perimeter of the FTB.
3. Under the central section of the FTB. (a)

BASELINE MEASUREMENT LOCATIONS (b)

1. Site of the FTB before it was installed.

2. A region 40 to 50 feet in front of the FTB.

3. Toward the middle of the bay about 500 feet from the FTB.
4. At the end of the groin (accessible from shore).

(a )With this particular FTB design,'one is able to walk on the tire cladded tube

portions of the structure because of their positive buoyancy. Measurements
within and under the FTB were therefore possible.
(b) It was learned that the chemical, physical and biological properties of the
bay water in all the described locations were very similar. This means the bay
waters are, in general, uniform in this general area of Presque Isle Bay.

3,)* )5 5d" 3 7 5

A.%

d AV TOW i R

FTB FTB

i igure 4 -,i@gr @w of rTB_ @;hoiing m@ sLu-emerit Locat lons
in trl@ area. --aseline (i.t-@ q@re taken at
least 100 ft. from tnis structure "0 -44

Data @@Xed in

3L-rea in ISO

--atu rea

FIGURE 5

V - -,A

',LALi1 -4-

Etie North, Pa. 7 1/2' Quadrangle
1957 Phuto(evised 1959

2.3 Fish Population Studies/Observations

Quantitative methods to determine fish populations are an involved and long

term undertaking. SCUBA diving is involved on a routine basis and a physical

counting of fish is required. To be meaningful, these studies must span at
least a four year period.10 Such a quantitative study of fish population was

not carried in this reported work. Even if time and funds were available to do

such studies, they would be difficult to carry out due to the low transparency

of the water in Presque Isle Bay, especially at the site of the FTB. SECCI DISK

water transparency readings ranged from 3 to 4 feet during the entire period of
the measurement program indicating that the water was too turbid for any
quantitative measurement of fish population. Because of this, it was judged by
the principal investigator that only a qualitative fish population study could
be conducted. Conclusions could be made based on direct sport fishing activity
in the area. To this end, members of the LEIMS staff were encouraged to fish

the area around the FTB from time to time and record the amount of fish

activity, species, number caught, and average size of the fish. When

appropriate, other fishermen (See Figure 6) fishing the area were asked about

their catch. These data from anonymous fishermen were also recorded and

compared with the results obtained by LEIMS personnel. By this means, a

judgement or opinion as to the effect the FTB installation had on fishery

resource could be made.

2.4 Public Awareness Comments

In an effort to qualitatively assess the public response to the subject FTB
installation, whenever convenient, the opinions of nearby fishermen and boaters

using the boat ramp at the Chestnut Street launch area were solicited. Their

comments were compiled and are used in this report.

A
SOON

1V
"low

Figure 6. Local fishermen utilizing the calm water behind the FTB
for a more comfortable outing.

@& . .. .. .. . ...
.. . .... . . .
4A

'JAI,

011
['j7
mom&
I M&F

Figure 7. Sea gulls perched on a segment of the FTB.

3. RESULTS AND DISCUSSION
3.1 Chronological Qualitative Assessment
Since July 1982, the month and year the first FTB modules were anchored in
place at the FTB site, a qualitative evaluation of the installation was made.
Visual observations were made every month for one year from July 1982 to July
1983. A chronological review of these observations follows:

July 1982 - First FTB modules anchored in place'. Tires free of growth.

No visual environmental effects observed.

Aug. 1982 - Remainder of FTB modules anchored in place at FTB site. Some

slight algae growth on tires put in water in July. FTB

effectiveness as.water wave attenuator first observed.

Habitat for sea gulls observed. (See Figure 7)

Sept. 1982 - Attraction of the FTB as a sea gull perch remarkable.

Oct. 1982 - Algae begins to regress. Gulls not as prevalent.

Nov. 1982 - Remaining algae turns brown. Few gulls remain.

Dec. 1982 - Ice forming in FTB area, no ice around tires.

Jan. 1983 - FTB locked in the ice, ice dunes formed on front section of

tires. Lifting of front end of breakwater was noticed. (See

Figure 8)

Feb. 1983 - FTB locked in ice.

Mar. 1983 - Ice melted around FTB before significant remaining ice pack

occurred. (See Figure 9)

Apr. 1983 - Gulls return.

May 1983 - Algae begins to grow and cover exposed areas between tires.

June 1983 - Algae reaches peak growth, ducks begin to congregate and game

fish are observed around structure. (See Figure 10)

July 1983 - Ducks and gulls cover structure, small fish seen between

tires.

-41

Pv",

Figure 8. FTB locked in ice with ice dunes formed on leading edge.

Ww",

-Z

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

Figure 9. Early ice melting around FTB due to black body radiation

absorption effects.

Figure 10. Algae growth on the tires in early June 1983.
,H

3.2 Chemical, Physical and Biological Assessment (Hydrolab Data)

Numerous water quality measurements were taken throughout this study.
These data were taken at a variety of locations as described in the experimental

section of this report. However, one did observe scatter in the data within a

day's readings as well as on a week to week basis. Smooth trends in the data

were not observed. The following discussion therefore, presents only general
trends and the conclusions are speculative. Such results can only be
substantiated by obtaining still more data in a prescribed, systematic manner
over a long time period. The following general trends in the hydrolab data are

presented:

A. pH Changes During the FTB Study Period.
A plot of representative pH values versus month/year of testing is
presented in Figure 11. Throughout the period of testing (November 1981 to July
1983) the pH was generally in the alkaline range of 7.1 to 8.9, with the average
being somewhere near 8.4. The pH was generally lower at the bottom than at the
top layers of the bay water. In general, the pH profile within the FTB site
area followed the trend of the baseline data. There was no evidence that the pH
of the water in the FTB site area was altered by installing the floating

breakwater.
The pH of natural waters is governed by the extent of CO2 dissolved in the
water as well as the presence of dissolved Bicarbonate ions that hydrolyze into
OH ions. Natural waters of open lakes generally range in pH from 6 to 9.
Calcareous hardwater lakes commonly have pH values of about 8; such a condition
was observed during this present Presque Isle Bay study. Fish are rather
tolerant of pH changes. A range of pH from 6.7 to 8.6 will generally support a
good crop of fish. Within this range, pH does not effect growth, reproduction
and physical well being of fish.

FIGURE 1 1

CHANGE IN pH PROFILE

DURING FTB STUDY PERIOD

comparison with baseline values

KEY

BASELINE FTB AREA

s
-Lb

id
>
Z OD -

ondjfmami j a s o n d J f m a m i i a s
-19811 -1982 1 1983
-NO FTB--@IP FTB INSTALLED
MONTH/YEAR OF TEST

B. Dissolved Oxygen (DO) Changes During the FTB Study Period.
A plot of representative dissolved oxygen (DO) versus month/year of testing
is presented in Figure 12. The DO ranged between a high of 13.4 and low of 8.2
with higher values occurring when the water was colder and the lower values

occurring during the summer months. In the vicinity of the breakwater, the DO
values appeared to be higher at the surface. In general there appears to be no
significant difference between data in the FTB area when compared with the

baseline area.

The solubility of oxygen in water is affected non-linearly by temperature;
colder water can dissolve more oxygen. Concentration of oxygen in the water is
one of the most important environmental variables to which fishes must adjust.
Under natural conditions, fishes seem to thrive best in water oxygen
concentrations of around 9 ppm. Oxygen concentrations as high as 40 ppm can be
tolerated by some fish species for a short period of time. The lower limit for

oxygen concentration for fish habitation is generally considered to be 5 ppm.
C. Water Temperature Profile During the FTB Study Period.
A plot of representative water temperature data taken during the study
period are shown in Figure 13. The data reflect the normal seasonal temperature

variations. Overall, there was no detectable difference between the water

temperature in the vicinity of the,FTB versus the baseline. However, not shown
in Figure 13 is the observation that during the middle of June 1983, a series of
five sunny, warm days occurred. During this period it was observed that the

water temperature at the bottom under the FTB was 3 degrees centigrade lower
than at the top water layers within the 'r"TB structure itself. The baseline
temperature (top and bottom layers) did not show this large top to bottom
temperature difference. It has been concluded that the FTB provides an aquatic
shading effect. The sun cannot penetrate the FTB structure to warm the bottom

FIGURE 12

CHANGE IN DISSOLVED OXYGEN PROFILE

DURING STUDY PERIOD

KEY

BASELINE FTB AREA

s
ib
tp

0 co

C-

0
ul
?A

o n d if mami i as o nd i f ma mi i a s
-1981 1982 1983

NO FTB IP FTB INSTALLED

MONTH/YEAR OF TEST

FIGURE 13

WATER TEMPERATURE PROFILE IN VICINITY

OF FTB COMPARED TO BASELINE

KEY

BASELINE FTB AREA

-00
9.

co -

o n df m a ma s o n df m a ma s
-198 1 -1982 1983

-NO FTB IP FTB INSTALLED

MONTH/YEAR OF TEST

layers of the water. There is therefore a lag in the rate of heating of the
water under the FTB by the sun under the FTB. Such an effect is most likely
dynamic and due to diffusion and water circulation.
The body temperatures of fish is determined within a few tenths of a degree
by the temperature of the water in which they live. The level of activity of
cold-blooded animals is determined by temperature. At the lower temperatures,
such animals are less active. The temperature range is generally 60 to 350C.
Some fish can survive at 0' to 3'C at a lower temperature. Other species can
survive at higher temperatures up to 37'C. As a general rule, heat death of

fish occurs at 40'C.

D. Electrical Conductivity Profile of FTB Site/Baseline Waters During Month/
Year Test Period.

Representative data showing the variation of electrical conductivity of the
Presque Isle Bay waters during the test period are shown in Figure 14. The
electrical conductivity of aqueous media is a very sensitive measurement, almost
too sensitive to interpret with any confidence. The subject electrical
conductivity measurements can be interpreted as an indication of the amount of
dissolved ions (electrolyte) in the water. From this, it was observed that the
measurements taken during the initial installation period (August to October
1982) indicates a higher electrical conductivity of the waters around and in the
FTB location compared to the electrical conductivity of the "baseline" waters.
As indicated by Figure 14 the baseline conductivity during the August - October
1982 period was 200 to 280p mhos/cm. In the vicinity of the FTB during the same
period, the conductivity of the water ranged from 250 to 500P mhos/cm. It is
felt that this is a real difference in spite of the wide scatter of the data.
One explanation could be that electrolyte is being leached out of the scrap
tires in the FTB structure. It is possible that road salt from the tires and

FIGURE 14

ELECTRICAL CONDUCTIVITY PROFILE IN VICINITY

OF FTB RELATIVE TO BASELINE

KEY

BASELINE FTB AREA

0 0 Go
0
0-
0- 0 0-
000
0 00-
0- 0
0-
0
cl)- 0

0-
0-

ondifmamij a s o n d i f m a ma s
-1981-1 .-1982 1 1983
NO FTB---]IP FTB INSTALLED

MONTH/YEAR OF TEST

alkaline (lime) minerals from the rubber belting used in the construction of the

FTB is being dissolved out of the material. This speculation is somewhat

supported by the observation that at present (spring and summer 1983), the

electrical conductivity of the waters around the FTB and the baseline are

similar. There is now no difference suggesting that during the winter months

this electrical conductivity difference effect has dispersed itself by the

natural dynamics of the wind/wave/current action of the Presque Isle Bay waters.

The conductance of common bicarbonate-type lake water is closely

proportioned to concentrations of the major ions dissolved in the water. Such
2 +2 -2 -2
ions as Ca+ , Mg , Na+, K+, CO3 , so4 , and Cl are the most common ions that
lead to the conductivity of natural waters. In low salinity water, the

conductivity is very sensitive to even slight changes in ionic strength of the

water.

With reference to the physiology of the fish life, from salts ingested

sodium, potassium, and chloride ions are absorbed in the gut; only small

amounts of these absorbed ions can be eliminated in the small volume of urine

produced. Calcium, magnesium, and sulfate ions become concentrated in the

residual alkaline intestinal fluid; the cations are eliminated as insoluable

oxides of hydroxides.

E. Oxidation-Reduction Potential (ORP) Profile of FTB Site Waters Relative to

Baseline Waters During the Test Period.

In this measurement, the ORP value taken throughout the period can only be

interpreted as to whether the water tested is a chemical oxidizer or a reducer.

During the entire study the bay waters for both baseline and FTB site locations

indicated a chemically reducing trend. Such a condition was almost universal.

However, when the FTB was first installed at the site, late July to the middle

of August 1982, some Hydrolab ORP readings were obtained when the waters around

the FTB were observed to be in a state of a chemical oxidizer. It is not

certain if this transient observation is real since the data were scattered

during this measurement period.

The REDOX potential of natural lake waters can be considered to be a means

of determining its degree of eutrophic character. Highly eutrophic lakes are

reducing in nature. Chemically, the reduced state of such lakes can be

attributed to the bacteriological reduction of sulfate ions to sulfides; the

reduction of nitrates into nitrites and ammonia can also occur. The

relationship between the REDOX nature of lake water on fish life is complex.

F. Metallic Ion Concentrations.

Ionic concentrations of calcium (Ca), magnesium (Mq), and sodium (Na) were

determined with a Perkin-Elmer atomic absorption spectrophotometer. These three

ions together with potassium (K) are the major cations which determines the

total salinity of inland waters. The average concentrations of the calcium,

magnesium, and sodium ions in the FTB area prior to installation of the FTB were

as follows:

Calcium - 33.30 ppm

Magnesium - 7.23 ppm

Sodium - 14.31 ppm

There were no substantive differences in the concentrations of these ions

between the baseline stations, and the site of the FTB.

The following concentrations (ppm) were determined for June 17, 1983

sampling date:

Front FTB Middle FTB Back FTB Central Back FTB

Calcium top 57 36 33 31.0
bottom 52 42 36 33.0

Magnesium top 8.2 8.6 7.6 7.4
bottom 8.2 9.3 7.8 7.4

Sodium top 14 15.1 13.0 14.0
bottom 14.2 14.8 13.5 15.5

These concentrations of calcium, magnesium, and sodium compare favorably with
those determined by the Erie County Health Department. 13 The concentrations of

calcium at the front and middle of the FTR possibly indicates that some calcium

could be leaching from the rubber belting and the tires, but most of the calcium

and sodium in Presque Isle Bay comes from the usage of calcium and sodium chlo-

ride during winter months to reduce road icing. Calcium concentration values in

the 50 ppm range have been reported-at point sources (near the mouth of some

streams) by the Erie County Health Department (1978-79). The toxicit of
y

calcium, magnesium, and sodium in the quantities measured is relatively harmless

to all organisms.

3.3 Qualitative Observations on Fisheries Resources at the FTB Location.
During the summer of 1981, Lewis 11 studied the area in the bay where the

FTB was to be installed and reported the following:

the bottom consisted of shale bedrock with little or no sediment on
top

a few small fractures in the shale were filled with sand

fish species found were perch, various species of sunfish, rock
bass, yellow pike, drumfish (aplodinotus grunniens), and various
species of catfish.

*Appendix 3 lists scientific names of fish mentioned in text.

Lewis found that the numbers and species of fish changed daily, and that most of

the fish were not fully grown. The observation by Lewis in 1981 also followed

for the spring and early summer of 1982. Since the FTB installation was not

completed until late August of 1982 it was too short a period to expect one to
evaluate the impact that the FTB might have on the fishing in this area.
However, in qualitative fishing studies conducted in the spring and summer of

1983, some new observations were made by Lewis.

A number of large rock bass* were found inhabiting the area. They were not
found directly around the floating structure but appeared to be around the

anchors. They seemed to be fully grown and compared in size to other rock bass

found in the bay.

Although it is said that the perch population has declined in the bay,
Lewis reports that a number of good size perch have been removed from the site.

These fish were not as numerous as in years past. They appeared to have better

color and were much larger than ones caught previously. The baseline area

behind the FTB still supports the smaller perch which are taken by the shore

fishermen. The shore area is heavily fished most of the year, so the number of

large, slow migrating fish is small.

Fish such as crappie and sunfish surround the breakwater. They tend to

stay close to the structure. The breakwater provides cover as well as a good

food supply of small minnows and a wide variety of water insects.

A large number of small mouth bass were observed in the area during the
spring of 1983. The average size was 12" weighing approximately 1.25 pounds.
These bass were feeding on the minnows that surrounded the structure. No large
size bass were seen in the area but there were a number of small bass (less than
6") around the FTB. These bass should remain in the area because of the ample

amount of food.

The number of scavenger fish (carp and drumfish) has not changed in the

past year. The size of these fish has increased. The debris that falls to the

bottom around the FTB has apparently attracted larger fish.

There have been no catfish seen so far this year in the FTB area. In years

past there were a fair number taken from the site. It cannot be determined if

the FTB has had any effect on these fish.

In general, the most notable change in the area fish population has been
the increase in the number of large rock bass. It appears that the replacement
of the bottom cover by the floating breakwater has had no negative effects on
the fish. The smaller fish such as baby minnows and others appear to have
adjusted well to the change. No fish eggs have been spotted around the break-

water, but they were noticed on tubes that were being stored in the water for

use during construction. The long term effect of this floating structure and

hardware cannot be made at this time.

4.0 CONCLUSIONS AND RECOMMENDATIONS FOR FURTHER STUDY

Conclusions

Based on this study, several g@neral conclusions can be drawn:

1. The Presque Isle Bay floating tire breakwater installation of 1982 has had

no significant effect on the water quality in the area of the installation.

2. Uniformity in pH, dissolved oxygen, electrical conductivity and temperature

measurements existed throughout the testing area prior to installation of

the FTB.

3. Behavior of the pH, dissolved oxygen and temperature parameters after

installation differed only slightly from the baseline trends.

4. The electrical conductivity of the water in the vicinity of the FTB

increased during the first three months of study after the FTB was
installed (August to October 1982). The electrical conductivity of the

water in the FTB area was on the average measureably higher than the
baseline values. This effect is believed to be due to electrolyte leaching

out of the tires and rubber belting that was used in the construction of

the FTB. The observation was transient since in the spring and summer of
1983 (9 to 12 months after the installation) the.water conductivity data
obtained in the vicinity of the breakwater followed background trends.
5. Compared to summer 1982, by qualitative observation and investigation, the

fish population in the vicinity of the FTB has increased. In addition to a

larger number of fish being caught, schools of small minnows can now be

observed in and around the algae growth among the tires.
6. The FTB installation provides some wave protection to the public boat launch
facility in the area. From informal opinion surveys concerning the FTB
installation, the FTB has been favorably accepted by the boat owners, sport
fishermen and general public who frequent this area of Presque Isle Bay.
7. As time passes, more fishermen are observed fishing in the vicinity of the
FTB. Some are now fishing in the protected area in the lee of the break-

water when rough water conditions exist on the bay.

28.

Recommendations for Future Consideration

As a result of the experience gained while conducting subject study,

several recommendations are in order:

1. The FTB should be further monitored to determine its long range fish
propagation characteristics and its attraction as a recreational fishing

reef.

2. The extensive algae growth on the structure should be studied for

absorption of heavy metals.

3. The breakwater should be expanded to better protect the public launching
facility, thereby adding to the recreational value of this prime bayfront

area.

4. Shoreline erosion should be monitored to evaluate the long term effect of

the FTB as a low cost shore protection device.

5. Further studies should be conducted to determine the ice-FTB interaction

during the winter season.

5.0 ACKNOWLEDGEMENTS

The construction and installation of the FTB was completed by the Lake Erie
Institute of Marine Science (LEIMS) with a grant from the Federal Sea Grant
Office, NOAA, through the New York Sea Grant Institute, Albany, New York. Dr.
Robert E. Pierce, a Penn State-Behrend College engineer, served as the principal
investigator of the FTB Construction and Engineering study project. The
Pennsylvania Division of Coastal Zone Management, Department of Environment
Resources funded this presently reported study to determine the potential impact
of the FTB on Presque Isle Bay water quality and fishery resources. We thank
the Pennsylvania Department of Environmental Resources Division of Coastal Zone

management for their support.

6.0 REFERENCES

1. Kowalski, T., editor. Proceeding, 1974 Floating Breakwaters Conference,
Newport, RI., ApriT--23-25, 1914. Office of Sea Grant, Dept. of Ocean
Engineering.

2. Candle, R.D., "Goodyear Scrap Tire Floating Breakwater Concepts."
.Proceedings, 1974 Floating Breakwaters Conference, p. 193, 1974.
3. Ross, N.W., "Floating Tire Breakwater Shore Protection." U. of Rhode
Island, Report issued January 1977.
4. Kowalski, T., "Scrap Tire Floating Breakwaters." Proceedings, 1974
floating Breakwaters Conference, p. 233, 1974.
5. Giles, M. L. and R. M. Sorenson, "Prototype Scale Mooring Load and
Transmission Tests for a Floating Tire Breakwater." Technical Paper
No. 78-3, U.S. Army Corps of Engineers, Coastal Engineering Research
Center, Ft. Belvoir, VA, April 1978.
6. Pierce, R. E. and A. F. Lewis, "Technical Feasibility Studies on Floating
Tire Breakwaters - Engineering Measurements," Final Report to
Pennsylvania Science and Engineering Foundation - Penna. Dept. of
Commerce prepared by Lake Erie Institute for Marine Science, December
1977.

7. Harms, V.W., "Data and Procedures for the Design of Floating Tire Break-
waters." Water Resources and Environmental Engineering Research
Report No. 79-1, Dept. of Civil Engineering, SUNY, Buffalo, January
1979.

8. DeYoung, B., "Enhancing Wave Protection with Floating Tire Breakwaters,"
Extension Publication of the New York State College of Agriculture and
Life Sciences, Cornell University, Ithaca, NY. Sea Grant 1,
Information Bulletin 138, 1982.
9. Bishop, C. T., "Design and Construction Manual for Floating Tire
Breakwaters," Unpublished Report, Hydraulics Division, National Water
Research Institute, Burlington, Ontario, Canada, July 1980.
10. Kenyon, R., PA Fish Commission, Fairview, PA, Private communication,
June 19, 1982.
11. Lewis, J.D., LEIMS student researcher. Private communication on fishing
experiences, Summer 1981, 1982, and 1983.

12. Pierce, R. E., "Fabrication, Installation and Field Test Procedures for a
Pipe Tire Floating Breakwater." To be presented at Oceans '83
Conference and Exposition, San Francisco, CA, 29 August I September
1983.

13. Erie County Health Department, Lake Erie Basin Water Quality, Annual Report
1978-79; Water Quality and Land Protect-fon, Erie, County Health
Department, Erie, PA.

APPENDIX I

Floating Tire Breakwater Materials and General Design Features

Lake Erie Institute for Marine Science installed the floating tire

breakwater (FTB) in Presque Isle Bay upon which the subject water quality study

was conducted. Funding for the fabrication and installation of the FTB was

obtained from the Federal Sea Grant Office (NOAA) in the form of a 3 year

research grant awarded and administered by New York Sea Grant Institute (Albany,

New York). Funding was for the purposes of obtaining open water, wave

transmission measurements on the structure and assessing its durability in a

harsh weather climate. The FTB is of an advanced, heavy duty design employing

both large diameter steel tubes and tires in its construction. It is,

therefore, more appropriately referred to as a pipe-tire floating breakwater.

Basically the breakwater design consisted of nine tire cladded steel tubes

(16 inch O.D. and 40 ft. long) positioned in parallel so that their axes

coincided with the dominant direction of wave adva.nce.and at a space

(center-to-center) of approximately 15 feet. Tires threaded onto rubber

stringers, which themselves were attached to selected tires of the tire-clad

tubes, filled the space between tubes. The end result was a matrix of densely

spaced tires all connected by flexible rubber belts and into which steel tubes

were interweaved in a special way. By design, no rigid connections existed

between the tires and steel tubes. Tires are held onto the steel tubes by steel

retaining lugs welded at each end. The steel tubes provide for a secure mooring

line attachment. Details on the fabrication and installation of the 120 ft. by

40 ft. floating breakwater are given in reference 1.2.

The materials used in the construction of the breakwater included:

.scrap car and truck tires

.scrap rubber conveyor belting (112 to 5/8 inch thick with nylon

reinforcement)

.steel pipes (1/4 to 5/16 inch wall thickness, 16 inch O.D., 40 ft.

lengths).

.cadmium plated bolts, washers and nuts.

.stranded steel cable.

.galvanized steel cable clamps and shackles.

.2000 lb. and 3500 lb. reinforced concrete anchors.

.polyurethane foam.

Scrap rubber conveyor belting was obtained in widths of 36 and 40 inches

from the Lorain Ohio Plant, U.S. Steel Corp. The conveyor belt was removed from

a system which transported crushed limestone used in the steel making process.

After continued use, the limestone caused the surface of the belting to harden

and craze leading to noticeable entrapment of the material. This necessitated

the wearing of gloves to protect the skin while working with the belting. The

belting was slit into strips approximately five inches wide and used as a tire

stringer and tire binding material. It is expected that this surface

contaminate leached into the water upon installation of the breakwater.

Scrap truck tires used in the construction of the breakwater may also have

had some effect on the water quality. Many of the tires were accumulated during

the winter months and showed evidence of road salt and other road surface

accumulation. No attempt was made to clean the outer portions of the casings

before installation of the device.

Additional information about t.he FTB project carried out by Dr. Robert

Pierce is presented in the following paper. The paper was the subject of a

presentation by Dr. Pierce at the Oceans 83 Conference, San Francisco,

California, August 29 to September 2, 1983.

FABRICATION, INSTALLATION AND FIELD TEST PROCEDURES
FOR A PIPE-TIRE FLOATING BREAKWATER

Robert E. Pierce

Behrend College, The Pennsylvania State University, Erie, PA 16563
and
Lake Erie Institute for Marine Science, Erie, PA 16507

Abstract Recognizing the need to Obtain FTB performance
data in a typical field situation, New York Sea Grant
A pipe-tire floating breakwater is currently Institute funded the LEIMS organization, commencing in
being field tested in Presque, Isle Bay, Erie, PA. 1980, to construct and field test a pipe-tire floating
Subassemblies of the breakwater were fabricated in breakwater. The selected test site in Presque Isle
three different configurations, two of which are Bay, Erie, PA. was to be instrumented to obtain
being reported fur the first time. transmission data on the structure as well as to
ascertain its durability in the harsh weather environ-
Technologies are described for the launching and ment. During the summer of 1982, a 120 ft. (length)
towing of the breakwater subassemblies to the mooring by 40 ft. (beam width) pipe-tire floating breakwater
site using standard marina equipment. Final on-site was installed approximately 360 ft. off the south
assembly of the breakwater sections into an integral shore of the bay (see Figure 1). The device was
unit was facilitated by the positive buoyancy located off City of Erie property and was positioned
Characteristics of the truck tire-cladded pipes which to afford some wave protection to boaters using the
permitted personnel to move about on the structure. public launching ramp aft Of the FTB. The leading
edge of the breakwater has a northwest exposure, the
A field test site has been configured to obtain the direction of prevalent wind.
wave transmission characteristics Of the device and
uses newly developed instrumentation for measuring,
in real-time, the direction of wave advance,
significant wave height and significant wave period
parameters. Observations are reported on the
behavior of the breakwater during the winter season.

Introduction

This report describes another phase in the
continuing effort to obtain engineering measurements
on floating breakwater systems fabricated principally
from scrap tires. One of the first serious attempts
to obtain Wave transmission and mooring force data on
a prototype scale floating tire breakwater (FTB)
section was carried out on all assembly of Goodyear
modular design 1 as a joint effort between the Army
Corps of Engineers Coastal Engineering Research
Center (CERC) and Lake Erie institute for Marine
Science (LEIMS). The LEIMS organization provided the
breakwater section, the anchoring system and the
mooring force measuring equipment, while CERC
conducted the tests in their large wave flume using
CIRC wave measuring instrmentation. Pierce and
Lewis 2 of the LEIMS organization reported on the
general aspects of the test program and Giles and
Sorenson 3 of CERC reported the detailed engineering
data. These tests were carried out during the summer
and fall of 1977.
In 1979, V. Harms 4 tested a prototype scale figure 1. Field test site in Presque Isle Bay.
pipe-tire floating breakwater section in the same
CERC wave flume. The pipe-tire configuration dubbed
PT-I is a heavier design featuring improved front-to- In order to obtain Wave transmission data, the
back structural rigidity. It is d truck Lire design direction of wave advance must be known. For this
and utilizes a denser packing of tires than the purpose a new and novel instrument 5.6 has been
forerunner Goodyear modular units. developed capable (if measuring wave direction,

This research was sponsored by New York Sea Grant Institute under a grant from the Office of Sea Grant National
Oceaninc and Atmospheric Administration (NOAA), U.S. Departiment of Commerce. The U.S. Government (including Sed
Grant Office) is authorized to produce and distribute reprints for governmental Purposes notwithstanding any
copyright notation appearing hereon.

significant wave height and significant wave period - rather loosely coupled. Four section of the floating
all in real-time. A sensor array is supported in a breakwater were fabricated using the PT-1 design.
newly developed open-truss, space-frame, type Eleven stringer rows were used for each section with
tower 7,8 designated as a wave tower in Figure 1.
Micraprocessor-based signal processing circuitry is ten tires on each stinger. A PT-1 section is shown
mounted on top of the tower and above water level. in the launching well in Figure 2.

More recently a gigital data transmission capability 9
(IM mode)has been added to provide a wireless data
link to the shore-based microcomputer system used for
final analysis and display of results.

This paper details the construction, launching,
and towing techniques associated with getting the
breakwater sections assembled and positioned at the
field test site for final connection into a intergral
unit.

A description of the instrumented test site is
ncluded along with observations of breakwater
behavior during the harsh winter months.

Floating Breakwater Design Figure 2. PT-1 section shown in launching well.

Rigid steel pipes are used in the structural Truck tires bound together in a Goodyear modular
design of the floating breakwater. Truck tires are arrangement to form a stringer were used in the
threaded onto 16 inch diameter by 40 ft. long steel fabrication of one section (see Figure 3).
tubes yielding a rubber cladded structural member to
which stringers of tires are attached. To form a
floating brakwater, the tire-cladded tubes are aligned
in parallel with their axes coincident with the
dominant direction of wave advance utilizing a center
to center spacing in the range of 13 ot 17 feet. Tire
stringers are then attached between the tire-cladded
tubes to fillup the space with a tire maze, which
will hereafter be referred to as the tire matrix.
Attachment of the tire matrix to selected tires on
the tire-cladded tubes is effected using strips of
rubber conveyor belting. The result is a floating
breakwater with flexible rubber connections at all
tire interconnection points and with the steel tubes
interleaved into but not rigidly attached, to the
tire structure.

Tires are held on the tubes by welding steel
retaining lugs to each end. All but 2.5 to 3 per
centof the space between the retaining lugs is
covered with tires. The remaining free space permits Figure 3. PGYM-1 section (center of photo)
shifting the tires back and forth for threading of
the tire matrix binding belts. This new design was dubbed PGYM-1 (Pipe-Goodyear
Module Design 1). Thirteen tires are used in the
All mooring lines are attached to the steel stinger which is also a module of 3-2-3-2-3 tire
tubes providing for a stronger, more secure connec- arrangement. A stringer of this design, when properly
tion. Steel tubes interleaved into the structure in attached at the ends, is a stiffer configuration and
this manner results in a less flexible structure in presents additional resistance to twisting modes.
the direction of wave advance than is realized with This construction results in a matrix tire alignment
all tire floating breakwater. In addition, a more directing the side of the tire (or rim opening) to the
dense packign of tires is achieved with the pipe- direction of wave advance.
tire floating breakwater than with the more conven-
tional all tire Goodyear design floataing breakwaters. Three tire matrix sections of the breakwater were
Both factors contribute to its enhanced wave fabricated using car tires bound together in Goodyear
attenuation characteristics. modular arrangements. This new design (see Figure 4)
is dubbed PGYM-2 (Pipe-Goodyear Module Design 2).
The tire stringers forming the tire matrix are Here two standard 18 tire Goodyear modules are
of three different configurations. The first design fabricated and then joined togeth at their ends
(PT-1) is constructed by simply threading truck tires using coupling tires to form a tire stringer of the
onto rubber belt stringers spanning the region matrix. The finished stringer is a single module of
between two tire-cladded tubes. This results in a 6-5-6-5-6-5-6 tire arrangement. (Two 18 tire modules
matrix tire alignment perpendicular to those on the plus 3 coupling tires.)
tubes with the curved tread surface positioned in
the direction of wave advance. Since these tires are All tire binding belting used in the construction
not bound together in any way except for being on the was cut to a width of 5 to 5 1/2 inches. Belting thick-
rubber belt stringers. The matrix tires are ness was in the range of 1/2 to 5/8 inch and contians.

4 or 5 plys of nylon cord. Four holes, in a
rectangular array, are punched at each end of d belt. A
Cadmium plated bolts (3/8 inch diameter thread) with
2-one inch diameter washers and hex nuts are used to
fasten all belts.

Figure 5. Threading truck tires onto steel pipe.

Figure 4. PCYM-2 section.
IN
The end tires of the group on the pipe between
retaining lugs are secured to single tires placed
outside the lugs using short belts. This partial
shielding of the steel lungs was considered necessary to protect the work boat from unnecessary damage.

Three large car tires joined with rubber belting
are used in the front mooring lines as a shock
absorber (see reference 4). Grease impregnated
flexible steel cable (3/4 to 7/8" diameter) removed
from overhead industrial cranes are used as mooring Figure 6. End tires covering retaining lugs.
lines. Standard galvanized cable clamps and U-type
shackles are used to fasten the cable to the pipes An early decision was made to foam-fill the steel
and the anchors. tubes before sealing. This action assures that the
positive buoyancy of the tubes will be maintained in
All anchors are concrete. Tile lead anchors the event of leakage.
weigh 3500 lbs, and contain substantial steel
reinforcement. The end mouring lines on the front Truck tires in the "as received" condition
contain double anchors as Well as alternate mooring require considerable attention. They usually contain
lines between the end lines on the front. These debris and/or torn cords, and/or mutilated tubes and
second anchors and all rear anchors weigh 2200 lbs. almost always water. The tires were pumped dry,
cleaned and hole-punched with three holes in the tread
or near the tile edge Of the tread at approximately 120
Fabrication of floating Breakwater Sections degree spacing around the periphery. The tires were
then branded using d heated steel identification
Construction began with the prepartaion of the marker in accordance with U.S. Army Corps of Engineers
pipes for tire cladding. A cylindrical mold of specifications. Tire preparation ended with the
approximately 15-3/8 inch diameter and 2.5 ft. length addition of a 2 to 3 lb. polyurethane foam slug. The
was fabricated to mold the foam slugs used for tires were placed in a standing position and suffi-
filling the steel tubes. End caps with 1 inch pipe cient two-part foam mix poured in to fill the tire to
plugs on center were welded in place at each end of the bead edge. In the larger tires, this could
the tubes. The tubes were pressurized, tested for be as much as 3 pounds of foam. Care was taken to
leaks and then sealed by tightening the plug in the assure that the more dense, steel belted tires
end cap. received sufficient foam to assure d good buoyancy.
The car tires require approximately 1 lb. to 1.2 lb.
A traveling boat crane was used to lift of foam to achieve the desired buoyancy. All tires
the tubes for threading the truck tires onto the pipe used in the breakwater were foamed in this manner
surface. In order to lift the pipe, two wide rubber including those used to cover the pipes.
covered lift belts were removed from the crane and
replaced with steel cables having eyelets at each A section of breakwater, for installation
end. A pipe was lifted by cradling it on the two purposes, consisted of d tire clad pipe to which was
cables. By proppng one end of the pipe onto a fixed attached a tire matrix. It was found that this
block and by moving the cable back and forth one at assembly could be asily attached in water to another
a time, the tires could be threaded onto the tube similar one. If the section was to be an interior
past the cables to at least the pipe midpoint (See one, the short length coupling belts were also
Figure 5). The procedure was repeated for the other attached to the side opposite that to which the matrix
end. Tire retaining lugs were welded to each end of was connected. This minimized the inwater belt
the tube upon completion of the tire cladding. The threading type work required to join two sections.
last operation involved belting tile Safety protection
end tires into place to cover tile exposed lugs (Ste A breakwater section was assembled with the foam
Figure 6). in all tires positioned on top just as would occur

after launching. The last step in the assembly was
to attach the mooring lines to the pipes.

Launching, Towing and Installation.

A breakwater section containing a tire cladded
tube, tire matrix, mooring line and threaded
compling belts (if required) was lifted as a uniit
with the travelling boat cradle crane using the cable
straps, (see Figure 7). The calbe straps were
threaded between tires at approximately the l/3 and
2/3 length points on the tube, connected, and lifted
the approximate weight of the assabled unit was 9.25
tons (assuming on all truck tire modules, fold
instances the depth of the section was sufficient
that some tires were dragged along the ground as it
was being moved. For the PGYM-2 sections, it was Figure 8. Small boats towing breakwater to to
necessary to pick up tile outer 18 tire modules, fold test site.
them back, and tie them off on top of the others in
order to shorten the depth fur lifting and launching.

Figure 9. Worker on breakwater assisting in attaching
mooring lines. Figure 7. PT-I section being moved to launching
well. It was necessary to work in the water to complete
connection of the section. This was best accomplished
Launching occurred just as with a boat. The by two people, one sitting on the tire-cladded tube
crane was driven over the lauching well and the handling the tools and hardware with the other in the
breakwater section was lowered into the water. Due water fastening the binding belts.
to the foam being positioned in the tops of the
intended. The mooring lines were thrown onto the Field Test-Site Configuration
matrix and or tied in position for towing. At this
point one or two persons could walk on the tire The 120 ft. by 40 ft. floating breakwater was
installed approximately 360 ft. off the south shore of
The breadwater section was edged slowly out of Presque Islae Bay. The test site is located on
the launching well with ropes or a pole and immedi- municipal property (Cit of Erie, PA) near the east-
ately two 16 ft. boats, with outboard motor drives, west bay midpoint. The fetch from the northwest is
were positioned at the midpoints along each side. 2.5 miles and 1.5 miles from the north and northeast.
The bow and stern of each boat were lashed to the Water depth is 9 ft. A concrete pier bonds the area
breakwater section. From this point, it was just a on the east side and a stone rubble groin and boat
matter of steering (see Figure 8) the unit to the launching ramp are located southeast of the break-
site. Steering was effected by increasing the speed water. Site selection and actual positioning of the
of one motor relative to the other. floating breakwater within the designated area was the
result of a compromise between engineering considera-
As the section was maneuvered into position, the tions and the need to afford additional wave
motors were stopped until the front mooring line was protection to the boaters using the public launching
attached (see Figure 9). The boat next to qo the other ramp. Reflections from the neighboring structures
fixed sections was then removed and the remaining make it necessary to limit date collection to certain
boat was shifted into reverse until the section swung wave environments.
into position and could be attached at the front and
rear points. On a clear day it required about 1 hour In order to obstain accurate wve transmission
to low a section approximately 3/4 mile in Presque data, the direction of wave advance must be known,
Pole Bay and perform the described attachment. For this purpose, a microprocessor-based, offshore
instrument (see Figure 10) capable of measuring
significant wave height, significant wave period and
wave direction, all in real time, has been developed.
The instrument utilized a triad of equally spaced wire
wavestaff sensors to resolve the direction of wave
advance. Both the sensor triad and its associated
electronic signal processing and data transmission

ppackage are housed in a specially designed open- Thawing occurred quickly around tile breakwater
ttruss, space-frame type tower noted in Figure I as with the offset of warmer weather. At the first signs
the wave tower. Wireless transmission (FM mode) is of this trend, a day-to-day inspection was instituted.
used to send data to a shore-based microcmputer for Due to solar heating of the tires, the ice duties dis-
ffinal massaging and display. appeared arid ice melted in and around the breakwater
well before breakup of the general ice cover occurred
(see Figure 11). The movement of the ice cover
occurred suddenly and was not observed.

Figure 10. Offshore marine instrumentation
platform..
Figure 11. Early ice melting in an around FTB.
Art of the breakwater, a single wire wavestaff
sensor mounted on a tripod is used to obtain Algae growth on the tires was rampant during the
signiticant wave height measurements. In order to late summer months. The tires became so warm during
minimize the effects of wave reflections, this late summer that it was necessary for everyone working
instrument is positioned directly behind and quite on the breakwater to have feet protection. The addi-
close to the breakwater. It is moved along the ice tional warming of the water by the tires no doubt
edge to obtain transmission date on the three helped create ideal algae growing conditions. The
in analog form and is brought to shore vid underwater algae was approximately 6 to 8 inches long when growth
cable for strip cart recording and analysis. subsided in the fall. It turned brown during the
winter months and was a brilliant green again by the
The position of all anchors for the structure middle of April. Algae now completely spans the open
are know. A surveyor's transit was used on the pier areas between the tires.
for anchor position determination. Positions
manitoring of the achors has been conducted at To date, no apparent movement of the anchors and
intervals since installation in July 1982. no damage to the breakwater have been observed.
The first real test of the breakwater and
instrumentation came in late November when, following Conclusions
a prolonged period of relative calm weather, strong
cold front moved into the area causing a surge in the A pipe-tire floating breadwater embodying three Conclusions
bay mean water level and sharply changing weather and different tire matrix designs is performing well in
wave patterns. The storm was monitored throughout a Presque Isle Bay, Erie, PA.. An all truck tire section the floating breadwater performed admirably. with the matrix tires arranged in a Goodyear modular
with the matrix tires arranged in a Goodyear modular
The instrumentation was removed from the water form appears to be astiffer configuration and hence a the bay became ice covered but it was not until the more effective wave attenuator.
middle of February that the ice coating was Procedures have been established for building
A close-up inspection of the surface around the pipe-tire floating breakwater subassemblies which call
breakwater indicated it was completely frozen. easily be launched with Standard marina equipment and
Additionally, some lifting of the tire clad tubes towed into position using two small boats with out-
along the leading edge occured. This was estimated board motor drives. On-site joining of pipe-tire
to be approximately 8-10 inches. The lifting floating breakwater sections presents no problems.
appeared to be due to fairly large chunks of wind-
driven ice being wedged under the leading edge of the The breakwater has survived freezing and thawing
breakwater. It is assumed that this phenomenon must conditions during tire winter months; however, some
have occurred earlier in the winter before the ice lifting of the front edge of the device by wind-driven
pack became rigid. Ice dunes approximately 3 feet ice and the formation of ice dunes on the leadinq edge
help also turned along the front edge of the break- ocurred. To data no damage to the structure and no
water. These dunes were entirely limited to the anchor movement have been observed.
forward surface of the breakwater.
The specially designed instruments for obtaining
wave transmission data on the structure appears to be
functioning as intended.

Acknowledgements

The author is indebted to Dr. Armand F. Lewis,
Behfend College, Penn State University for the
extensive technical assistance provided, and to
Samuel Hooks, Jeffrey Lewis and John Neumann for
their help with the overall project.

References

1. Candle. R. D., "Scrap) Tire Shore Protection
Structures," Enineering Research Dept., Goodyear
Tire and Rubber Co., Akron, Oh. 1976.

2. Pierce, R. E., Lewis, A. F., "Technical
Feasibility Study on Floating Tire Breakwaters-
Engineering Measurements, "Final Report to Pennsyl-
vania Science and Engineering Foundation, PA Dept. of
Commerce. Report prepared on behalf of Lake Erie
Institute for Marine Science, Erie, PA, December
1977.

3. Giles, M. L., Sorenson. R. M., "Prototype Scale
Mooring Load and Transmission Tests for a Floating
Tire Breakwaters," Technical Paper No. 78-3, U.S. Army
Corps of Engineers, Coastal Engineering Research
Center, Fort Belvoir, VA, April, 1978.

4. Hdrms, V. W. ,Westerink, J. J., "Wave Trans-
mission and Mooring-Force Characteristics of Pipe-
Tire Floating Breakwaters," Report No. LBL-11778,
Lawrence Berkeley Laboratory, University of
California, Berkeley, CA, October 1980.

5. Pierce, R. E., Baker, M. R., "Microprocessor-
Based Real-Time Measurement of Wave Direction and
Dynamics," 1981 International Geoscience and Remote
Sensing Symposium Digest, IEEE, Washington, D.C.,
June 1981.

6. Pierce, R. E., Baker, M. R., "An Offshore Micro-
processor-Based Real-Time, Wave Climate Measuring
System," Oceans '81 Conference Record, Marine
Technology Society and IEEE, Boston, MA, September
1981.

7. Lewis, A. F., Ruth, D. E., Pierce, R. E., "Marine
Instrumentation Tower Structures Employing Linear
Composites," SAMPE Quarterly, Vol. 13, NO. 2, January
19/2,

8. Ruth, D. E., Lewis, A. F., "Node Study an Linear
Composite Tower Structures," SAMPE Quarterly, Vol.
13. No. 2. January 1982.

9. Pierce, R. E., Baker, M. R.. "Wave Dynamics and
Surface Weather Measurements Utilizing Wireless Data
Transmission Between Distributed Microprocessors," to
be presented at Oceans '83 Conference and Exposition,
San Francisco, CA, August 29 - September 1, 1983.

APPENDIX 2

Description of Hydrolab Water Quality Analyzingln strument.

A Hydrolab Model 6D Surveyor in situ water analysis instrument was used to
conduct the study. The battery powered Hydrolab unit is a portable, all-weather
field instrument designed for both boat and shore operations under difficult
conditions. The unit is capable of measuring dissolved oxygen (D.O.),
conductivity, pH, ion concentrations (ORP) and temperature parameters.
Temperature-corrected sub-surface data, including depth at which measurements
are being made, are available continuously at the surface for observation as

functions of depth and/or time.

The basic instrument consists of three major components: the surface
(control unit), the sonde (submersible sensor housing) and a connecting
instrument cable. After initial calibration, the sonde is submerged to a
desired measuring depth. As the sensors respond to ambient water conditions,
their output signals are relayed by the instrument cable to the surface unit
where the respective signals are amplified, automatically compensated for water
temperature, and properly scaled. The resulting finished data signals are then
read out directly using the surface unit meter. After calibration, no further
manipulation of the surface unit controls is required except for the meter
switch and an occasional change of,range. Values of D.O., pH conductivity,
temperature, ion activity, and depth are simply read out and recorded.

Selected specifications for the instrument follows:

Manufacturer: Hydrolab
P.O. Box 9406
Austin, Texas 78766

Dissolved Oxygen Measurements:

Ranges: 0-10 and 0-20 ppm
Sensor: Temperature compensated passive polarographic cell
Temperature
Compensation
Accuracy: �1.5% of reading, O'C to 45'C water temperature
Calibration
Standards: Atmospheric oxygen or Winkler-standardized oxygen
solutions
Accuracy
Overall: �2% of reading

Conductivity Measurements:

Ranges: 0-100, 0-1000, 0-10,000 micromho/cm
Sensor: Temperature compensated four electrode AC cell, pure
nickel electrodes
Temperature
Compensation
Accuracy: �1.5% of reading for salinities up to 34 ppt,
temperature between O'C and 45'C
Calibration
Standards: Internal instrument standard or standard KCI solution
Accuracy,
Overall: �2.5% of reading for internal calibration or �1.5% of
reading for standard solution calibration - salinities
Response to 34 ppt, temperatures between O'C and 45%
Time: 2 secs. to step change in conductivity, 10 secs. to
step change in temperature

pH Measurements:

Range: 2 to 12 pH
Sensor: pH electrode, reference electrode pair
Temperature
Compensation: Standard slope correction plus offset suppression, OOC
to 450C
Calibration
Standard: Standard buffer solutions
Accuracy,
Overall: �0.05 pH
Response
Time: 10 secs. for step change in pH, 20 secs. for step
change in temperature.

Specific ORP Measurements:

Range: 0 to 1000 millivolts linear scale for ORP
Sensor: platinum-electrode, reference electrode pair
Temperature
Compensation: Standard slope correction plus offset suppression, O'C
to 45'C.
Calibration
Standards: Standard ion solution
Accuracy,
Overall: �5 millivolts for ORP
Response
Times: Approx. 15 secs. for step change in ion concentration,
30 secs. for step change in temperature

Temperature Measurements:

Range: -5' to 45'C
Sensor: Thermistor probe
Calibration
Standard: Internal
Accuracy,
Overall: �0.2'C for temperatures between -5'C and +25'C, �0.40C
for temperatures between 250C and 450C.
Response
Time: 10 secs. for step change in temperature

Depth Measurements:

Range: 0-20 meters
Sensor: Temperature compensated pressure transducer
Accuracy,
Overall: �1.5% of range

Appendix III
.Scientific Names of Fish Observed in the Study.
Check List of the Fishes of Presque Isle Bay Compared with Fishes
Reported as Occurring in Lake Erie. (From Aquatic Ecology Associates,
1973, p. 273)
(X = Fishes Collected from Presque,Isle Bay)

SCIENTIFIC NAME COMMON NAME

ACIPENSERIDAE
Acipenser fuZvescens Lake sturgeon X
LEPISOSTEIDAE
Lepisosteus ocuZatus Spotted gar X
L. osseus Longnose gar X
AMIIDAE
Amia caZva Bowfin X
CLUPEIDAE
Alosa pseudoharengus Alewife X
Dorosoma cepedianum Gizzard shad X
HIODONTIDAE
Hiodon tergisus Mooneye
SALMONIDAE
Coregonus artedii Lake Erie cisco
C. cZupeaforrnis Lake whitefish
SalveZinus namaycush Lake trout
OSMERIDAE
Osmerus mordax Rainbow smelt X
ESOCIDAE
Esox americanus vermicuZatus Grass pickerel X
E. Zucius Northern pike X
E. masquinongy Muskellunge X
CYPRINIDAE
Carassius auratus Goldfish X
Cyprinus carpio Carp X
Hybopsis storeriana Silver chub
Nocomis biguttatus Hornyhead chub X
Notemigonus crysoZeucas Golden shiner X
Notropis atherinoides Emerald shiner X
N. cornutus Common shiner X
N. emiZiae Pugnose minnow
N. heterodon Blackchin shiner
N. heterolepis Blacknose shiner
N. hudsonius Spottail shiner X
N. rubeZZus Rosyface shiner X

Appendix III (cont.)

SCIENTIFIC NAME COMMON NAME
CYPRINIDAE (Continued)
Notropis spilopterus Spotfin shiner
N. stramineus Sand shiner
N. volucellus Mimic shiner x
Pimephales notatus Bluntnose minnow x
CATOSTOMIDAE
Carpiodes cyprinus Quillback x
Catostomus catostomus Longnose sucker
C. commersoni White sucker x
Ictiobus cyprinellus Bigmouth buffalo
Moxostoma sp. Redhorse x
ICTALURIDAE
Ictalurus melas Black bullhead x
1. natalis Yellow bullhead x
I. nebulosus Brown bullhead x
I. punctatus Channel catfish x
Noturus flavus Stonecat
N. gyrinus Tadpole madtom
N. miurus Brindled madtom

PERCOPSIDAE
Percopsis omiscomaycus Trout-perch x
GADIDAE
Lota Lota Burbot

CYPRINODONTIDAE
Fundulus diaphanus Banded killifish x
ATHERINIDAE
Labidesthes sicculus Brook silversides x
PERCICHTHYIDAE
Morone chrysops White bass x
CENTRARCHIDAE
Ambloplites rupestris Rock bass x
Lepomis gibbosus Pumpkinseed x
L. gulosus Warmouth x
L. macrochirus Bluegill x
Micropterus dolomieui Smallmouth bass x
M. salmaides Largemouth bass x
Pomoxis annularis White Crappie x
P. nigromaculatus Black Crappie x
PERCIDAE
Etheostoma exile Iowa darter
E. nigrum Johnny darter x
Perca flavescens Yellow Perch x
Percina caprodes Logperch x
P. capelandi Channel darter
Stizostedion canadense Sauger
S. vitreum Walleye x
SCIAENIDAE
44 Aplodinotus grunniens Freshwater drum x

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