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Source: https://erdc-library.erdc.dren.mil/jspui/ A physical model study, using a 1:100 scale (undistorted) hydraulic model of Los Angeles Outer Harbor, California, was conducted to investigate short-period storm wave conditions for proposed harbor development located near the Angel's Gate entrance. The model reproduced two stages of the proposed Pier 400 dredging and landfill project, Angel's Gate entrance, portions of the existing breakwaters, and sufficient bathymetry in San Pedro Bay to permit proper reproduction of the required test waves. An 80-ft-long electrohydraulic, unidirectional, spectral wave generator and an automated data acquisition and control system were used in model operation. The following conclusions can be derived from the results of these tests: "Dredged channel configurations with no landfalls" (a.) Both the -63- and -85-ft channel configurations resulted in large wave heights at the toe of the proposed Pier 400 landfill. Maximum wave heights of 21.8 and 22.3 ft will occur for the -63- and -81-ft channels, respectively, for extreme wave conditions with a +8.0-ft still-water level (swl). The -63-ft channel bathymetry focuses wave energy slightly more to the east inside the outer harbor than the -81-ft channel bathymetry. (b.) For operational wave conditions with the +5.5-ft swl, maximum wave heights of 4.4 and 4.6 ft will occur adjacent to Pier 300 for the -63- and -81-ft channel configurations, respectively, with no landfills installed. (c.) For extreme wave conditions with the +8.0-ft swl, maximum wave heights of 10.0 and 10.4 ft will occur adjacent to Pier 300 for the -63- and -81-ft channel configurations, respectively, with no landfills installed. "Port of Los Angeles (PO LA) Stages 1 and 2" (a.) Both the POLA Stage 1 and Stage 2 landfill configurations provide excellent wave protection to the Pier 300 berthing areas. For operational wave conditions with the +5.5-ft swl, maximum wave heights will not exceed 0.4 ft; and for extreme wave conditions with the +8.0-ft swl, wave heights will not exceed 1.4 ft for either stage of construction. (b.) The berth in the channel west of Pier 400 will experience maximum wave heights of 1.0 and 1.1 ft for operational wave conditions with the +5.5-ft swl; and 3.1 and 3.7 ft for extreme wave conditions with the +8.0-ft swl for POLA Stages 1 and 2, respectively. (c.) The dredged berth east of Pier 400, included in the POLA Stage 2 configuration, will experience maximum wave heights of 2.4 ft and 3.9 ft for operational and extreme wave conditions, respectively. (d.) Overtopping of the landfill in an area approximately 1,500 to 2,000 ft west of the causeway may occur for both POLA Stages 1 and 2 for extreme test wave conditions with the +8.0-ft swl.

Source: https://erdc-library.erdc.dren.mil/jspui/ A physical model study, using a 1:100 scale (undistorted) hydraulic model of Los Angeles Outer Harbor, California, was conducted to investigate short-period storm wave conditions for proposed harbor development located near the Angel's Gate entrance. The model reproduced the proposed harbor expansion, Angel's Gate entrance, portions of the existing breakwaters, and sufficient bathymetry in San Pedro Bay to permit proper reproduction of the required test waves. The model then was reactivated to determine the optimum plan for protection of the south mooring area from locally generated waves in the harbors complex if the adjacent Port of Long Beach and/or the Pactex landfills are not constructed initially. Finally, tests reported herein describe wave conditions in various mooring areas during phases of construction. An 80-ft-long electro-hydraulic, unidirectional, spectral wave generator and an automated data acquisition and control system were used in model operation. It was concluded from results of these tests that : (A.) As tested, the originally proposed first phase of construction (Plan 1) will result in wave heights well within the established criteria of 2.5 ft in the dry bulk terminal and 1 .5 ft in the container terminal for locally generated waves within the harbors complex. (B.) A total of 3,000 ft of breakwater length can be removed from the first phase of construction (Plan 11) and the established wave height acceptance criteria will still be met for locally generated wind waves. (C.) The Plan 11 alternative of the first phase of construction (3,000 ft of breakwater removed) will provide adequate wave protection to the berthing areas during periods of storm wave attack incident from deep water. (D.) The second phase of construction (Plan 14) will provide adequate wave protection to the berthing areas during periods of storm wave attack incident from deep water.

Source: https://erdc-library.erdc.dren.mil/jspui/ A 1:100 scale (undistorted) hydraulic model of Los Angeles Outer Harbor, California, was used initially to investigate short-period storm wave conditions for proposed harbor development located near the Angel's Gate entrance. The model reproduced the proposed harbor expansion, Angel's Gate entrance, portions of the existing breakwaters, and sufficient bathymetry in San Pedro Bay to permit generation of the required test waves. The model was reactivated to determine the optimum plan for protection of the south mooring area (from locally generated waves in the harbors' complex) if the adjacent Port of Long Beach and/or the Pactex landfills are not constructed initially. An 80 ft-Iong electro-hydraulic, unidirectional, spectral wave generator and an automated data acquisition and control system were used in model operation.

Source: https://erdc-library.erdc.dren.mil/jspui/ A 1:100 scale (undistorted) hydraulic model of Los Angeles Outer Harbor, California, was used to investigate short-period storm wave conditions for proposed harbor development located near the IS Gate entrance. The model reproduced the proposed harbor expansion, Angel's Gate entrance, portions of the existing breakwaters, and sufficient bathymetry in San Pedro Bay to permit generation of the required test waves. An SO-ft-1ong electrohydraulic, unidirectional spectral wave generator and an automated data acquisition and control system were utilized in model operation. It was concluded from the model investigation that: -a. The originally proposed outer harbor expansion plan (Plan 1) will result in wave heights that will exceed the established criteria of 6.0 ft in the tanker terminal and 1.5 ft in the container terminal a small percentage of the time. Maximum wave heights obtained were greater than 10 and 4 ft in the tanker and container terminals, respectively. The criterion will be exceeded on an average of 7.35 hours per year in the tanker terminal and 21.45 hours per year in the container terminal. -b. Sealing of the Middle Breakwater (Plan 5) will result in slightly improved wave conditions in the container terminal of the outer slip for test waves from 209 and 154 deg. -c. A 200-ft westerly extension of the Middle Breakwater (used for several test plans) will slightly, but not significantly, reduce wave heights in vessel terminal areas. -d. Decreasing the navigation width between the proposed landfill and Middle Breakwater from 1,200 to 1,000 ft (Plan 8) will not significantly reduce wave heights at the terminals; however, an .increase of the navigation opening to 1,400 ft (Plan 22) will substantially increase wave conditions in these areas. -e. The 1,800-ft-long San Pedro Breakwater spur in conjunction with a 200-ft westerly extension of the Middle Breakwater (Plan 14) will result in wave heights that exceed the established criterion in the container terminal and that meet the criterion in the tanker terminal areas. Maximum wave heights obtained in the container terminal were about 3 ft, but the criterion at this location will be exceeded on an average of only about 4.65 hours per year. -f. The installation of vertical walls in the southern slip (Plan 19) will result in very rough and confused wave conditions in the container terminal due to wave reflections with wave heights up to 9 ft at this locatipn. -g. Reducing the southern slip width from 1,000 to BOO ft (Plan 20) will result in wave heights that exceed the established criterion in the container and tanker terminals; however, wave heights were of less magnitude than the original Plan 1 expansion configuration and the criteria would be exceeded a smaller percentage of the time. Maximum wave heights were 8.2 and 2.6 ft in the tanker and container terminals, respectively. It is estimated the established 1.5-ft criterion in the container terminal would be exceeded on an average of 3.45 hours per year, and the 6.0-ft criterion in the tanker terminal exceeded about 4.2 hours per year. -h. The revetted/vertical wall northern slip configuration (Plan 24) will result in the established 1.5-ft wave-height criterion being exceeded by only 0.2 ft at one mooring location for only one wave condition. This condition will occur on an average of only 0.15 hour per year.