Two winters have passed since the breakwater was installed. In each 

 instance, the structure was entirely frozen in the ice during the coldest winter 

 months. Ice dunes up to three feet in height forming on the leading edge seems 

 to be characteristic (see Figure 22). No damage to the structure due to ice 

 movement has yet been observed. 



Fabricating the breakwater in sections on land and then performing the 

 final connections on-site works quite well. Tight bundling of all sections was 

 achieved yielding a breakwater that has retained its shape since installation. 

 Figure 23, where the three different design configurations can be observed, 

 attests to this claim. 



The pipe-tire floating breakwater is somewhat more expensive to construct 

 than a well designed Goodyear floating tire breakwater. For this extra money 

 one appears to get a more easily maintainable structure, a design that provides 

 for a more secure, conventional, mooring attachment and improved wave 

 attenuation performance. 



Conclusions 



The pipe-tire floating breakwater has been shown to be a viable design by 

 surviving without fault for a two and one-half year period in Presque Isle Bay, 

 Erie, Pennsylvania. During two winters the breakwater has been frozen in a 

 thick ice cover and has not been damaged by thawing and severe ice flow 

 conditions. 



A pipe-tire floating breakwater employing car tires in the design of the 

 tire maze has a higher coefficient of transmission than a similar all-truck-tire 

 design. This appears to be due to relative draft differences between the two 

 designs. 



58 



