Westen'nk (1980) from an analysis of the 6-module-beam data of Giles and 

 Sorensen (1978) in 4 m of water which gave F^g^^/ji = .140 (H^,)^. 



A striking feature of Figure 13 is that the mooring loads on 

 the corner line (D^/h == 0.18) are significantly greater than those at 

 the central line (D^/h ^ 0.085). Prototype-scale model tests of 

 Pipe-Tire floating breakwaters (Harms and Westerink 1980) showed a large 

 increase in mooring loads when D^/h changed from 0.22 to 0.51. 

 Prototype-scale model tests of Goodyear FTB's (Giles and Sorensen 1978) 

 showed a slight decrease in mooring loads when D^/h changed from 0.16 

 to 0.32. This latter trend, however, disagrees with the results of 

 other model studies (Harms 1979) and with theoretical expectations. At 

 La Salle Park, the increase in D^/h from 0.085 to 0.18 is not expected 

 to cause a large increase in mooring loads. A more likely reason for 

 the increase in mooring loads from central to corner mooring lines is 

 that waves diffract around the corner of the breakwater, essentially 

 doubling the frontage restrained by the corner line. Clearly more data 

 is needed on the influence of relative draft D^/h on mooring forces. 

 Meanwhile, for design purposes, it is suggested that the mooring load 

 (in a direction perpendicular to the FTB length) of the corner line be 

 estimated as twice the central mooring line load. 



Mooring Loads - Analytical 



The preceding empirical approach can be compared with an 

 analytical method, A floating body which reflects or dissipates wave 



96 



