















- 



:: 







-Zero 







! 1 









2000 



Figure 25. Force gage calibration record and curve. 



2. Mooring System. 



The basic mooring-line arrangement used throughout the test program is 

 shown in Figure 18. The mooring lines were 6-millimeter-diameter wire rope, 

 except for two removable segments 6 meters long that are labeled tire mooring 

 damper as shown in Figure 18 and in more detail in Figure 9. These sections 

 were installed in order to determine whether a pliant mooring-line insert such 

 as the six-tire mooring damper could significantly reduce peak mooring forces. 

 Should a relatively "soft" mooring system be desirable, it may be achieved by 

 installing a tire mooring damper. The shoreward mooring bridle was always 

 attached directly to the steel pipes; no mooring-line inserts were used on 

 this side of the breakwater. On the seaward side the mooring bridle was 

 most often attached to the steel pipe with cables connected to shackles 

 extending through the pipe wall. An exception to this is the third mooring 

 system tested in which the mooring bridle was attached to the breakwater via 

 conveyor-belt loops that were laced through two tires armoring the pipe. In 

 this case the mooring-line forces are first transmitted to those two tires, 

 then transmitted to the pipe itself after the tires have shifted some distance 

 along the pipe and encountered the compressive resistance of the other tires 

 restrained by the retainer at the end of the pipe (Fig. 7). 



The following mooring configurations were tested (major features are 

 listed in Table 2) : 



(1) Damper Pipe Connection (MS-1) . In this module the tire 

 mooring-force dampers are installed and the mooring bridle is con- 

 nected directly to the pipes (soft line, hard connection) (see Figs. 

 18, 23, and 26). 



28 



