1. Introduction
11
sections of coastlines. Such designs are based on traditional théories supported by design guidelines and software. However, the actual functional
performance of the structures during the post construction period is not
reported clearly. Hence, it is possible that crucial scientific knowledge is
bypassed. This could lead to uneconomical execution of future works and
over/under design of future shore protection.
The east coast of Indian peninsula expériences one of the world’s highest sédiment transport rate, ranging between 0.1 and 1.0 million m3 per
year. The coastline behaviour is non-uniform and varies depending on several parameters such as its orientation, bathymetry and existence of Coastal
structures. Hence, prior to the planning of the Coastal protection measures,
it becomes essential to hâve a clear understanding on the annual wave
climate and the existing geomorphology of the coast with the modes of
sédiment transport and its magnitude through actual measurements in the
field. The seasonal wave characteristics prevailing along the study area is
most important, as this dictâtes Coastal process and the type of Coastal protection measure, based on direction and magnitude of sédiment transport.
This will also facilitate the calibration and validation of numerical models
which are rather scanty or unavailable.
Among the varions Coastal protection structures, the details of which are
discussed later, groins play a major part in protection of coastline, where,
longshore sédiment transport is dominant. Due to dominance of littoral drift
along the east coast of India and to a certain extent along the west coast of
India, it is very likely that groin fields and offshore detached breakwaters
would continue to be the most important protection measures.
The computation of a reliable longshore sédiment transport remains
of considérable practical importance in Coastal engineering applications.
Although, the formulation of Komar (1976) formed the basis for the évaluation of the longshore transport the most commonly adopted method
known as the CERC formula (Shore Protection Manual, US Army Corps
of Engineers, 1984) which equates the longshore component of wave energy
flux entering the surf zone to the immersed weight of sand moved. The
effects of particle diameter and bed slope hâve been included in the estimation of LST by Kamphuis (1991). The estimâtes of the littoral transport rate
for the Indian coast was carried out by Chandramohan and Nayak (1991),
and numerous experimental and numerical studies supported by field investigations hâve been carried out in the past ail over the world on the littoral
movement. Along the east coast of India, the maritime State of Tamil Nadu
is dominated by one of the world’s highest littoral to an extent of about
11
sections of coastlines. Such designs are based on traditional théories supported by design guidelines and software. However, the actual functional
performance of the structures during the post construction period is not
reported clearly. Hence, it is possible that crucial scientific knowledge is
bypassed. This could lead to uneconomical execution of future works and
over/under design of future shore protection.
The east coast of Indian peninsula expériences one of the world’s highest sédiment transport rate, ranging between 0.1 and 1.0 million m3 per
year. The coastline behaviour is non-uniform and varies depending on several parameters such as its orientation, bathymetry and existence of Coastal
structures. Hence, prior to the planning of the Coastal protection measures,
it becomes essential to hâve a clear understanding on the annual wave
climate and the existing geomorphology of the coast with the modes of
sédiment transport and its magnitude through actual measurements in the
field. The seasonal wave characteristics prevailing along the study area is
most important, as this dictâtes Coastal process and the type of Coastal protection measure, based on direction and magnitude of sédiment transport.
This will also facilitate the calibration and validation of numerical models
which are rather scanty or unavailable.
Among the varions Coastal protection structures, the details of which are
discussed later, groins play a major part in protection of coastline, where,
longshore sédiment transport is dominant. Due to dominance of littoral drift
along the east coast of India and to a certain extent along the west coast of
India, it is very likely that groin fields and offshore detached breakwaters
would continue to be the most important protection measures.
The computation of a reliable longshore sédiment transport remains
of considérable practical importance in Coastal engineering applications.
Although, the formulation of Komar (1976) formed the basis for the évaluation of the longshore transport the most commonly adopted method
known as the CERC formula (Shore Protection Manual, US Army Corps
of Engineers, 1984) which equates the longshore component of wave energy
flux entering the surf zone to the immersed weight of sand moved. The
effects of particle diameter and bed slope hâve been included in the estimation of LST by Kamphuis (1991). The estimâtes of the littoral transport rate
for the Indian coast was carried out by Chandramohan and Nayak (1991),
and numerous experimental and numerical studies supported by field investigations hâve been carried out in the past ail over the world on the littoral
movement. Along the east coast of India, the maritime State of Tamil Nadu
is dominated by one of the world’s highest littoral to an extent of about