The Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment System

FIELD OF THE INVENTION

The invention relates to a Concrete Armor Block Unit of relatively light weight designed for efficient stacking and transport, connectors, high tensile reinforcing strips, other synthetic materials, in-situ concrete placements and other indigenous materials for use in forming a Structural Revetment system, having any desired setback or no setback which revetment system is designed to resist the erosive forces of the sea, oceans, lakes, rivers and waterways and which revetment system can be configured for placement in a variety of soil conditions to a variety of alignments, curvatures, slopes, aspects, heights and configurations.

BACKGROUND OF THE INVENTION

The Revetment is an engineered interface which is described as a structural system designed to resist the erosive forces of the sea or to create a controlled interface to preserve the integrity and form of the natural or artificially man-made coastline or river bank. Revetments are known to be constructed in various ways, of various materials in various configurations and with varying interface characteristics and objectives.

A rubble mound revetment would usually be sloping, and will comprise large fragments of rock, typically of significant weight, 300 kg to 6.0 tonnes, stacked for stability, and placed on the coastline, to resist and dissipate the erosive forces of the tides, the waves and the currents, by virtue of the mass of the rock fragments, the hardness of the rock, and the voids created by the shape of the rock fragments. Such a sloping rock rubble mound revetment, however, would deny safe or convenient access to the nearshore zone because of the irregularity of the shape and form of the rock fragments; it would not permit intermodal transport of products to the sea from land or to land from the sea, as a result of the turbulence generated as the sea meets the revetment and the danger to damage to the ocean going cargo vessel.

A sheet piled bulkhead is considered as a form of revetment allowing easy intermodal transport by its ease of installation in deep waters so that ocean-going vessels could be accommodated immediately adjacent to solid land.

The INTERBLOC Modular Revetment of Patent 49 of 1994 is a sloping revetment built of stacked concrete block units connected to each other with plastic pins and anchored to the landside with high strength plastic strips.

BRIEF DESCRIPTION OF THE PRIOR ART

The INTERBLOC Reinforced Earth Modular Revetment System, the subject of Patent 49 of 1994 is considered relevant to, but patentably distinguishable from the present invention and is discussed in some detail below. This system was described as a coastal revetment employing a reinforced earth structural mechanism utilizing modular concrete or masonry units interlocked with High Density Polyethylene pins to provide a durable and attractive facing for the resistance of coastal erosion conditions, by way of energy absorbing mechanisms, energy dissipating mechanisms, and for the accommodation of the hydrostatic and hydrodynamic forces associated with the periodic rise and fall of the seas as a result of tidal fluctuation and intermittently as a result of incoming wave action. The following observations are pertinent:

Said INTERBLOC Reinforced Earth Modular Revetment System laid claim of expeditious construction of coastal revetments, construction of coastal bulkheads, quay walls, ship canal walls, marina bulkheads, and other such applications of coastal interface between the sea and the land. The prior art revetment also laid claim of being able to encourage accumulations of sediments at its toe. These claims have been verified. An installation of 141 linear metres of revetment, along Trinidad’s Atlantic Coast, was completed in six (6) months and considerable deposits of sediments have 5 accreted at its toe.

Said INTERBLOC Reinforced Earth Modular Revetment System was characterised by having as a "foundation" an in-situ concrete plinth either reinforced or unreinforced. This proved extremely difficult to construct to precise alignment and level in the tidal environment below seabed, requiring a '1; disproportionate length of time before it could be loaded with the INTERBLOC Units, owing to the need for the concrete to attain strength through curing. This is identified as Drawback No 1.

Said INTERBLOC Reinforced Earth Modular Revetment System did not provision adequately for wave overtopping and this is considered a major drawback. Overtopping is the phenomenon which 15 occurs when the combination of wave height, tidal levels and storm surge collectively exceed the like parameters for which a revetment was designed. The run-up height of the wave is therefore greater than the height of the revetment or the crest elevation of the revetment and the waters of the wave surge over the revetment eroding the soil behind the revetment. At least one INTERBLOC revetment structure is known to have failed as a result. This is described as Drawback No 2

The INTERBLOC Reinforced Earth Modular Revetment System was not specific in its description of the strength of concrete to be employed in the manufacture of the INTERBLOC Units, Drawback No 3, nor was it specific in the design strengths and configuration parameters for the high-strength, high density polyethylene soil reinforcing strips, Drawback No 4. Drawback No 3 resulted in accelerated 25 abrasion of the INTERBLOC Units under the impact of sediments in transport as well as splitting of the some INTERBLOC Units in service.

After seventeen (17) years in service, one INTERBLOC Revetment displayed signs of distress, albeit on a miniscule scale (1.773%) of its area; in two locations, the granular free draining material behind 30 the INTERBLOC Units washed out from its location behind the INTERBLOC Units, creating voids, into which the adjacent upper INTERBLOC Units collapsed. Illustration. This absence of adequate detailing of a confining mechanism to keep the free draining material securely in place over time is described as Drawback No 5.

35 The HDPE connecting pins in several locations, unrestrained vertically, progressed through the receiving pinholes of the INTERBLOC Units, over time, creating a loss of positive connection between concrete units, thereby relying only on the frictional interaction between concrete units to keep the INTERBLOC Units in place. Without precise specification, hollow HDPE Pins were used permitting distortion, and localised collapse of the revetment. This is described as Drawback No 6

The finite thickness (6mm) of the synthetic soil anchoring strips which anchored the revetment INTERBLOC Units of the revetment facing to the earth on the land side, created a cumulative effect with the stacking of the layers of concrete units which disturbed the geometry of the revetment and reduced the intimate concrete to concrete contact between successive layers of INTERBLOC Units. 45 This is described as Drawback No 7.

A particularly aggressive environment in one location, Roxborough, Tobago, caused the rapid abrasion of the INTERBLOC Units, with aggregate (used in the concrete) being exposed after seven years in service, and significant denudation of the concrete mass of the INTERBLOC Unit thereafter. Low strength concrete used in the manufacture of the INTERBLOC Units was the cause of this phenomenon. Whilst little attention was paid in Patent No 49 of 1994, to the strength of the concrete of manufacture, evident quality assurance practices (or non-practice) produced a lower strength concrete than was required for the environment also causing cracking of individual units. This detail amplifies on Drawback No 3 already identified above at Page 3 lines 21 to 26.

The lack of rigorous quality control also resulted in INTERBLOC Units of varying thicknesses. Nominal yet meaningful variations in the thickness of adj acent units resulted in less intimate seating of INTERBLOC Units on the units below. The frictional interaction between layers of INTERBLOC Units was adversely affected, contributing to unnecessarily poor aesthetics, manifested in long frequency visual distortions instead of precisely straight lines in the revetment surface. Gaps between upper and lower Units also allowed particulate, vegetative and other matter to be forced between the individual layers of INTERBLOCS by the in-rushing wave energy, again contributing to the poor aesthetics exhibited. This is identified as Drawback No 8.

An exceptionally high storm surge, of some 1.50 metres, the result of Hurricane Lenny in November 1999, caused the sea to overtop an INTERBLOC revetment resulting in washout of the soil used for the reinforced earth backfill, creating a void behind the revetment, into which the revetment facing of INTERBLOC Units collapsed. There was no allowance for rapid drainage of this overtopping flow nor protection against the washout of these materials in the INTERBLOC Reinforced Earth Modular Revetment. This is identified as Drawback No 9. See also Drawback No 2.

The shape of the prior art INTERBLOC Unit used in the prior art INTERBLOC Reinforced Earth Modular Revetment, did not permit a sufficiently large void porosity in the revetment surface, resulting in larger than necessary wave reflections. This is identified as Drawback No 10.

At revetment locations where there were sudden and large changes in alignment, the ability to effectively maintain the connectivity between adjacent INTERBLOC Units of the prior art and between adjacent layers of said INTERBLOC Units was non-existent. The detailing of these comers led to poor aesthetics, discontinuity, and presented a weak link in the surface concrete matrix, for the forces of the sea to threaten the integrity of the revetment. Whilst the distress caused was considered nominal and localized its aesthetic is unsatisfactory whilst compromising the long term integrity of the revetment. This is deemed a drawback and identified as Drawback No 11. The prior art INTERBLOC Reinforced Earth Modular Revetment, and the current invention, offering aspect slopes ranging from Vertical to 6H:5V, would generally be too steep to provide a stable structure in low bearing capacity sub-soils. Unlike Rubble Mound Revetments, which can be constructed with wide berms, to reduce the effective slope significantly, rendering them applicable in said soft subsoil conditions, the INTERBLOC Reinforced Earth Modular Revetment would precipitate general subgrade rotational failure, if built to its offered slope configurations using all of the materials of the prior art invention. This is identified as Drawback No 12

There is thereby created a need for a Concrete Block Armor Unit and a revetment system which embodies all of the positive and efficient attributes of the INTERBLOC Reinforced Earth Modular Revetment whilst addressing and eliminating the several Drawbacks associated with this embodiment of the prior art; the new Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment System, the subject of this application is deemed to have the additional attributes of durability, aesthetics, cost-efficiency of transport & storage, ease of assembly, and adaptability to a variety of subsoil conditions, tidal fluctuations, littoral drifts and currents, sediments in transport and wave energies. SUMMARY OF THE INVENTION

The present invention, the Coastal INTERBLOC and the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment System, relates to improvements over the INTERBLOC Reinforced Earth Modular Revetment System, both structural systems specific to the 5 technical field of coastal engineering, and designed to resist the erosive forces of the sea whilst simultaneously ensuring the preservation of integrity and form of any given naturally occurring or artificially built coastline. Developed for long term service as revetments and coastal defences, capable of adaptation to soft seabed soils, capable of withstanding overtopping, this invention represents quantum advances over the prior art, and is now presented.

Disclosed herein are specific configurations of the Coastal INTERBLOC Unit, the non-corrosive connectors called connecting pins being of a specific material of manufacture being High Density Polyethylene (HDPE), a specific configuration of high tensile strength anchoring strip of HDPE and the several other components which can be combined as a revetment having any desired slope created 15 by using any corresponding desired setback from block course to block course. The connector embodiments disclosed herein may be used in a first positioning resulting in no setback between block courses and in a second positioning resulting in a specific setback between Coastal INTERBLOC Unit courses in all situations of revetment construction; subsequent positionings result in a predetermined setback between Coastal INTERBLOC Unit courses and a predetermined slope of revetment. Also 25 disclosed herein are methods of constructing revetments from the Coastal INTERBLOC Units, the connectors, the high strength tensile soil reinforcing strips and the other components which make up the completed revetment structure.

The invention described herein and below is intended to include all the components and features of 25 Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment

System including the Coastal INTERBLOC unit, the connectors, high tensile strength anchoring strips, hardwood templates, lightweight concrete blocks, fit for purpose materials, methods of construction which, either alone or in combination, are patentably distinguishable from the prior art. The invention is not intended to be limited to the particular size shape and any other embodiments of the Coastal Y INTERBLOC unit presented, the material of manufacture, the configuration of soil reinforcing tensile strips, the material of manufacture or the configuration of the connectors or to the order of steps disclosed herein except to the extent that such limitation is explicitly required.

As used herein the terms “the invention”, “the present invention” or “this invention” are intended to 35 refer in a broad manner to all of the subject matter described herein and is not to be limited to the particular embodiments disclosed. In the one embodiment presented of the invention is a method for constructing a revetment from Coastal INTERBLOC Units which includes a plurality of Coastal INTERBLOCS having several vertical holes called pinholes arranged in a predetermined pattern and several larger vertically oriented voids.

The method requires positioning a first plurality of the Coastal INTERBLOCS so as to form at least a portion of a first course of the revetment with the longitudinal spacing of the pinholes in adjacent Coastal INTERBLOC Units being precisely the same as the longitudinal spacing of the pinholes in any one Coastal INTERBLOC Unit and installing at least two connecting pins to each of the first plurality 45 of Coastal INTERBLOCS such that the upper portions of the at least two connecting pins are available to be received in the pinholes of the second plurality of Coastal INTERBLOC Units installed above in such a manner that the any one Coastal INTERBLOC Unit in any upper plurality of Coastal INTERBLOC Units symmetrically straddles two Coastal INTERBLOC Units in the immediate lower plurality of the lower course of Coastal INTERBLOC Units permitting the upper portion of the pins in the two adjacent Coastal INTERBLOC Units in any lower plurality to be accommodated in the two pinholes of any one unit in the immediate upper plurality of Units. The longitudinal spacing of the pinholes herein refers to the orientation along the length of the revetment. The particular approach disclosed herein for achieving the precise longitudinal spacing of the pinholes in adjacent Coastal INTERBLOC Units in any one course of Units is just one of several approaches which can be used to achieve the objective of the precise spacing of the Units and all of which are covered by this invention.

L The preferred embodiments of the invention are described as a Revetment, employing a reinforced medium structural mechanism, utilizing a new Coastal INTERBLOC Unit manufactured of high strength fibre reinforced concrete, the individual concrete units connected with flanged HDPE pins, to provide a durable, attractive, uniform facing for the resistance of coastal erosion conditions by way of energy absorbing mechanisms, energy dissipation mechanisms, and for the accommodation of

15 hydrostatic and hydrodynamic forces associated with the rise and fall of the seas periodically as a result of tidal fluctuation, the intermittent yet relentless impacts of the waves, and the erosive and abrasive forces of the currents and the sediments they transport. These preferred embodiments are equally applicable to oceans, waterways, lakes, rivers, reservoirs and any man made interface between the land and a body of water.

The reinforced medium structural mechanism allows the flexibility of using a range of materials on the land side of the revetment, from lightweight concrete medium weighing in at 480 kg/cu-m (30 Ib/cu-ft) to densely compacted soils weighing 1,850 kg/m3 (115 Ib/cu-ft) when saturated. The reinforcement in this medium resists the lateral loads imposed by the medium, whilst keeping the revetment in place,5 despite the lateral earth pressures from land, and the forces of the sea which tend to pull the revetment into the sea, with each receding wave. Where necessary, the lightweight concrete medium allows the Coastal INTERBLOC Revetment to be constructed on very soft soils.

The new Coastal INTERBLOC Unit manufactured of concrete, and in this embodiment, of Grade 400 (nominally 6,000 psi) fibre reinforced concrete can be made in either a machine manufacturing dry cast process, using a mould which ensures consistency of dimensioning, over the production of thousands of units or in a wet cast process using continuous steel moulds.

The Machine Manufacturing process vibrates the concrete into the mould, ensuring a dense concrete;5 the low water-cement ratio employed in concrete or machine manufacture, yields very high concrete strengths; the fillibrated synthetic fibres blended into the concrete mixing process, provides internal reinforcement for the concrete increasing its impact resistance in the short term during handling, delivery and assembly, and over the long term, during service in the revetment, under the relentless action of the waves, the tides and the currents. The wet cast process uses a high slump concrete for 1C ready conformance to the shape of the mould.

The preferred embodiment of the connecting pins have flanges to arrest the thru passage of the pin through the Coastal INTERBLOC Unit pinholes. If flanges are used, they must reside in circular rebates in the INTERBLOC Unit, so that they do not prevent the Coastal INTERBLOC Unit from5 making intimate concrete to concrete contact between upper and lower courses of units. The upper half of the HDPE Pin may be tapered to allow expeditious installation of the Unit which straddles the two units below, or it may be right cylindrical. The HDPE Pins may allow a tolerance of up to 5mm in diameter, between the pin’s shaft diameter and the pinhole of the INTERBLOC Unit for ease of assembly, and for inducing long radius curvature in the revetment as and when this is a necessaryT feature of the revetment alignment. In summary assessment, the new Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment improves upon the earlier INTERBLOC Modular Revetment by virtue of several innovative enhancements in the design, the detailing, the specification and manufacturing processes for its components, in the materials used in its assembly, and the quality assurance stipulations embodied.

It is a system for the construction of revetments which can be expeditiously installed for the prevention of coastal erosion, construction of coastal bulkheads, quay walls, ship canal walls, river channel linings, marina walls, and other such applications of coastal interface between the sea, oceans, rivers, L lakes, reservoirs and the land.

It has the capacity to cause sediments to accrete regardless of the direction of flow of the periodic and cyclical littoral drift.

L It permits construction over very soft seabed and riverine soils.

It accommodates the occasional combination of high tides, wave energy and surge generated by extraordinary storm condition which would result in wave overtopping without structural distress.C- It can be constructed to varying slopes and differing slopes in any one revetment

DESCRIPTION OF THE INVENTION

The present invention, namely the Coastal INTERBLOC and the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Revetment System, comprises the following components:

A confined encased aggregate ‘foundation’, illustrated at Drawing Sheets Nos 9 and 10, is the lowest component of the Reinforced Medium Structure, which does not have a ‘Foundation’, per se as the weight of the entire structure, including the exposed surfacing, the reinforcing soils or other medium, is transmitted to the sub-strata over the entire width of the reinforced medium. As such, the preferred L embodiment of the starting component of the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Revetment, is a fit-for-purpose bi-axial Geogrid or any other high tensile strength mesh medium encasing an aggregate to crerate a flexible ‘Foundation’ Mat. The Geogrid, or any other high tensile strength mesh is a very high strength geo-synthetic, which confines the aggregate particles creating a flexible semi rigid structure. This structure is established at the design formation 15 level for the Revetment, at a sufficient depth to prevent future undermining by way of scour of the nearshore seabed. This Geogrid Encased Aggregate ‘Foundation’ Mat replaces the concrete plinth of the prior art invention, thereby addressing Drawback No 1, of the prior art, because of its greater ease and speed of installation, whilst providing the support and positioning for the first plurality or course of Coastal INTERBLOC Units immediately upon completion of installation in any tidal window. The5 aggregate used in this component need not be the highest quality, as it is not subject to the abrasive forces of the water, buried as it is, in service, beneath the seabed. Meaningful cost savings over the earlier approach disclosed in the prior art, with increased ease of installation and no loss of functionality render this approach superior to the prior art in every respect. 5 The hardwood alignment and levelling template, illustrated at Dwg. Sheet No 14, also addresses Drawback No 1, permitting installation of the first courses of the new Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Revetment below seabed elevation, usually below the water line, rapidly. Whilst coffer-damming and pumping will facilitate this operation, taking advantage of a low tidal window, the hours immediately before and after the low tide, will allow0 substantial cost savings. The preferred embodiment of the hardwood alignment and levelling template, chosen as it is heavier than water, facilitates the rapid installation of the first plurality or course of Coastal INTERBLOC Units at a precise grade and to the precise spacing of the Units, which is required, to enable the rapid placement of subsequent layers of Coastal INTERBLOC Units. The hardwood used must be heavier than water so that it will not float during its placement before it is5 locked in place by the weight of the Coastal INTERBLOC Units; Green Heart is one such hardwood and is not known to be affected by any type of marine borers nor is it susceptible to marine rot. The hardwood alignment and levelling template when placed on the geogrid encased aggregate foundatiion described above, can be very easily levelled, and set to the design alignment, including curvilinear alignments if necessary with short chords, thereby fixing in perpetuity the alignment and elevation of5 the Revetment toe, and consequently the alignment of the revetment itself.

This hardwood alignment and levelling template can be produced in any length, limited only by the available lengths of source material, with the optimum length being 3.0 metres, permitting curvatures to be introduced in the revetment based on 3.0m long (or any specified length) chords. The preferred5 embodiment of the hardwood alignment and levelling template presented herein measures in cross section 200mm x 50mm, providing the requisite section modulus to resist deformation under loading. The particular approach disclosed herein for achieving the precise longitudinal spacing of the pinholes in adjacent Coastal INTERBLOC Units in any one course of Units is just one of several approaches which can be used to achieve the objective of the precise amd rapid spacing of the Units and all of3 which are covered by this invention. A Coastal INTERBLOC Unit in any course straddles the two Coastal INTERBLOC Units in the course immediately below, and it is of mandatory absolute importance, that the longitudinal spacing of the pinholes of two adjacent (side by side) Coastal INTERBLOC Units, is precisely equal to the longitudinal spacing of the pinholes of the one upper unit which will straddle the two lower units. The hardwood alignment and levelling template is machined from a cured hardwood plank, drilled with a row of blind holes at a longitudinal spacing which is exactly equal to the pinhole spacing of the Coastal INTERBLOC Unit, each hole of diameter equal to that of the locating pin lower sector.

Locating Pins (described later at Page 11 Line 33 onwards), placed in blind holes of the alignment and levelling template are used to precisely locate the first course of Coastal INTERBLOC Units in the assembly. Locating Pins are placed in the blind holes of the alignment and levelling template with snug fit. Coastal INTERBLOC Units are then positioned so that the exposed upper sector of the pins occupy the Pinholes in the Unit, enabling the rapid placement of the first course of Units, during the Low Tidal Window. In the embodiment presented of the invention is a method for constructing a revetment from a plurality of Coastal INTERBLOC Units having several smaller vertical holes called Pinholes arranged in a predetermined pattern and several larger vertically oriented voids. The method includes positioning the first plurality of the Coastal INTERBLOCS so as to form at least a portion of a first course of the revetment with the longitudinal spacing of the pinholes in adjacent Units being precisely the same as the longitudinal spacing of the pinholes in any one Coastal INTERBLOC Unit and installing at least two connecting pins described later at Page 11 Line 33 onwards are available to be received in the pinholes of the second plurality of Coastal INTERBLOC Units installed above in such a manner that the any one Coastal INTERBLOC Unit in any upper plurality of Coastal INTERBLOC Units symmetrically straddles two Coastal INTERBLOC Units in the immediate lower plurality of Coastal INTERBLOC Units permitting the upper portion of the connecting pins in the two adjacent Coastal INTERBLOC Units in any lower plurality to be accommodated in the two pinholes of any one unit in the immediate upper plurality of Coastal INTERBLOC Units. The longitudinal spacing of the pins and the pinholes herein refers to the orientation along the length of the revetment. A spacing tool illustrated at Drawing Sheets 17 and 18, comprising steel pins of like diameter to the pinholes affixed to a rigid steel plate and spaced with the exact spacing of the pinholes is employed to attain the exact spacing of the pinholes in adjacent Coastal INTERBLOC Units being the preferred method of attaining the exact spacing of the pinholes as required.

The Coastal INTERBLOC Unit, Model 36-L, Scale 1.0 refers to one possible embodiment of the current invention, in which the Scale 1.0 determines the primary dimensions of this Coastal INTERBLOC Unit presented, being nominally, 577mm x 318mm x 170mm thick and weighing 50.20 kilograms (Kg), the threshold for installation using human effort only. See Drawing Sheets Nos 1, 2 & 3. Other embodiments of the current invention permit smaller and larger scales all of which scales and dimensions are considered covered by this current invention. The embodiments presented and called Model 36-L permits revetments constructed with attack slopes of Vertical, 3 Horizontal to 5 Vertical (3H:5V), and 6H:5V. The L in the designation represents the embodiment required to intercept the predominant littoral current flowing from left to right when facing the ocean, to maximize the accretions of sediments in suspension. Another embodiment called 24-L is the alpha numeric designation assigned to a specific Unit design which permits construction at slopes of Vertical, 2H:5V, and 4H:5V, for use in environments where the predominant littoral current flows from left to right. Variations in the thickness of a Coastal INTERBLOC Unit, (200mm for the 24 L vs 170mm of the 36-L), in the transverse pinhole spacing (80mm vs 102mm, measured perpendicular to the revetment alignment), overall length (516mm vs 577mm) and weight (51.6 Kg vs 50.2 Kg) distinguish the Model 24-L Unit from the Model 36-L. Models 36-R (Right), and 24-R arelphanumeric designations which are self-explanatory. See Drawing Sheet 26. The new Coastal INTERBLOC Unit is specifically engineered with the varying model configurations being purpose built, not simply inverted, or sloped at the formation, to achieve a desired revetment aspect and aesthetic. The several models possible of the Coastal INTERBLOC Unit are numerous, functions of the unit thickness, the pinhole transverse and longitudinal spacings, angles of the Coastal INTERBLOC Unit faces, and are all considered to be covered by this invention.

The Coastal INTERBLOC Unit presented in this patent application represents a complete reengineering with respect to the prior art for: a) Greater impact resistance and durability during both handling and installation.

L b) Consistent dimensions of the individual units. c) Larger voids in individual units, and a larger void ratio (void porosity) in the assembled structure. d) Higher strength of concrete as needed for greater abrasion resistance to the sediments in transport. e) Optimum geometry ensuring that all pinholes are hidden from view in the assembled structure. f) Precisely engineered geometry ensuring that the exact location of the centre of gravity of the L Coastal INTERBLOC unit is known for design purposes. g) Rebates in Pinholes to accommodate flanged HDPE Pins, described below. h) Recesses to accommodate the HDPE reinforcing strips to preserve the intimate concrete to concrete contact between adjacent stacked Coastal INTERBLOC Units. i) Modifications to accommodate positive restraint for the coarse cobbles behind the Unit. G j) Raised rear dimples to prevent any tilting of the Coastal INTERBLOC Units when stacked. k) Precisely engineered geometry determining the angles of impact of the incident wave in any location for numerical analytics of the revetment properties. l) Machine manufacture is specified. m) Low water cement ratio is specified for the concrete of manufacture, permitting the attainment of5 the very high concrete strengths with relatively and proportionately low cement utilization. n) Incorporation of micro-synthetic fibres to prevent the propagation of cracks in the otherwise unreinforced concrete permitting earlier post manufacture handling and reducing any tendency to crack in any later stage, during service. 0 A typical Coastal INTERBLOC Unit, the Model 36-L, Scale 1.0, is presented at Drawing Sheet No 1. It has a size and weight which permits expeditious assembly by manual unskilled labour, it has a frontal shape which absorbs wave impact, by permitting the smooth flow of water of the incident wave around its contours into the void behind, which void exists by virtue of the Unit’s design. 5 The three asymmetrical frontal faces of the typical Coastal INTERBLOC Unit are respectively oriented in such a manner that an incident wave with a direction perpendicular to the revetment will strike the leading two faces of the Coastal INTERBLOC Unit simultaneously thence flowing past the third subsequently. For the Model 36-L presented, the incident angles of impacts are at 170° and at 109.5° to the direction of flow, both obtuse angles enabling deflection of the flow and not reflection of the flow. The third frontal face at 168.6° also permits deflection and not reflection of flow. See Drawing Sheet No 25. Other variations of the design of this typical unit, the current invention, can be engineered to produce any number of pre-determined incident angles of wave impact. The angles of the frontal faces and the dimensions of the Coastal INTERBLOC Unit presented and any other dimensions also ensure that the pinholes and connecting pins are not exposed in the assembled revetment.

The design of the typical Coastal INTERBLOC Unit presented in this embodiment, creates an incident ‘void’ 404mm wide, representing an effective Void Ratio of 127.05% (with respect to the frontal surface width of the Coastal INTERBLOC Unit, 318mm) at first contact between wave and revetment. Other variations of the design of this typical unit, the current invention, can be engineered to produce any number of pre-determined void ratios. This progressively reduces to a void of dimensions 173mm x 170mm, representing a void ratio of 42.82%, (with respect to the frontal surface area of the Coastal INTERBLOC Unit), 82mm after first contact.

This void further reduces in size, again progressively, to 86mm x 170mm representing a Void Ratio of 21.28%, (with respect to the frontal surface area of the Coastal INTERBLOC Unit), 270mm after first contact between the wave and revetment surface. Other variations of the design of this typical unit, the current invention, can be engineered to produce any number of pre-determined variations of the void U ratios. See Drawing Sheet No 23. The slope of revetment stack of the typical Unit determines whether the increased water pressure caused by the reduction in the void dimension, is relieved by the upward movement of the water in the unrestricted space above, or via the vertical void in the Coastal INTERBLOC Unit in the course immediately above. Either configuration relieves the pressure buildup of the water, minimizing reflection of the wave energy. These embodiments serve to significantly 15 reduce the adverse impacts associated with Drawback No 10 described on Page 4 Lines 23 to 25 above.

The new Coastal INTERBLOC Unit then causes any residual wave energy to be channelled through a void measuring 86mm (the clear spacing between the Coastal INTERBLOC Units) x 170mm high, thereafter over the Tri Hex Unit described at Page 12 Line 7 onwards being a void measuring 86mm x 90mm representing a Void Ratio of 14.317% with respect to the frontal surface area of the Coastal 25 INTERBLOC Unit, and into the Coarse Cobbled layer described below at Page 12, Line 29 onwards with its own pre-determined void ratio.

The Coastal INTERBLOC Unit stacks in pallets of a uniform and cubical dimension. The typical Unit analysed Model 36-L, stacks in pallets measuring 1.080 metres x 0.640 metres x 1.02 metres high, with 25 six (6) courses of Units for a total pallet of twenty-four (24) units having a weight of 1.215 Tonne. The

Model 24-L stacks in pallets measuring 0.952 metres x 0.600 metres x 1.170 metres high, with six (6) courses of Units for a total pallet of twenty-four (24) units having a weight of 1.193 tonne. Units are designed with dimensions which will permit shipping by container to projects anywhere in the world. Whilst it is acknowledged that the larger scale 1.25 (97.6 kg) and 1.50 (168.8 kg) Units will require 30 lifting plant, only the lightest duty lifting equipment will need to be employed to effect placement of these larger Coastal INTERBLOC Units.

The Locating Pins illustrated at Drawing Sheets 15 & 16, and the Connecting Pins illustrated at Drawing Sheets 19 & 20 presented in this current invention are solid and optimally manufactured of 35 High Density Polyethylene, by way of an injection moulding process, for consistent accurate precise dimensioning and large volume production. Any material possessing a good shear strength, and anticorrosive properties to resist the corrosion by the salt water of the sea, will be a satisfactory material of manufacture for the locating and connecting pins for the subject invention. The pinholes (described above at Page 9 Line 15 onwards) in the presented Coastal INTERBLOC Unit are designed with a 5 +6mm tolerance with respect to the diameter of the upper sector of either of the connecting pins, so that alignment changes on the revetment can be easily done, whilst ease of assembly is enabled. The connecting pin is designed with upper, intermediate and lower sectors. The lower sector is a cylindrical shaft for a snug fit in the Coastal INTERBLOC Unit below, the intermediate sector being an oversize flange and the upper sector being a tapered shaft with a larger diameter that is 5 mm smaller than the 45 pinhole in the Coastal INTERBLOC Unit connecting above; the taper allowing ease of alignment and installation of the Unit to be placed above, whilst the tolerance permits slight adjustments in the alignment of the individual unit for long radius curvature of the revetment. The design of the connecting pin also caters for a secure unmovable connection between the preferred embodiment of high tensile strength anchoring strip, being a Uniaxial Geogrid in the form of a recess in the upper 50 shaft, close to the flange, to accommodate the stiff transverse rib of the high tensile strength uniaxial geogrid illustrated at Drawing Sheet No 4 this being the preferred embodiment of the high tensile anchoring strip. The new connecting pin effectively addresses Drawback No 6. Thelocating pin has upper and lower sectors only, both upper and lower sectors having dimensions identical to the connecting pins with a shorter length lower sector of length equal to the depth of the

5 blind hole of the alignment and levelling template and no intermediate flange.

The Tri Hex Unit shown at Drawing Sheet No 21, a component of this embodiment of this invention, is a fit for purpose masonry unit, described as a three-legged masonry unit, which is commonly and universally used as a paving stone, and which has been found to be fit for the purpose of containing the U Coarse Cobbles layer immediately behind the Coastal INTERBLOC Units. Rebates designed into the

Coastal INTERBLOC Units accommodate a leading leg of the Tri Hex Unit whilst the two trailing legs are locked in place at the back of the two adjacent Coastal INTERBLOC Units making intimate contact therewith.. The Tri Hex Unit presents an impenetrable barrier to movement of the coarse cobbles, preventing cobble fragments from being washed forward through the void between the Coastal 15 INTERBLOC Units, whilst permitting the passage of water from the incoming waves into the coarse cobbles behind the Coastal INTERBLOC Units. This arrangement configuration effectively addresses Drawback No 9 of the prior art.

The height of one fit-for-purpose Tri Hex Unit, 80mm, leaves a void to its top of 90mm high with the 25 Model 36-L Coastal INTERBLOC Unit, which readily permits the ingress of the residual wave energy into the coarse cobbles, thereby alleviating Drawback No 10 described on Page 4 Lines 23 to 25 above, whilst denying the egress of any cobble fragments, minimum size 100mm, moving forward to the sea ensuring the permanence of the placement of the coarse cobbles as an active contributor to the structural integrity of the revetment, and an indispensable component of its long-term functioning. The 2 tri hex unit weighs 4.875 Kg. and is easily handled and placed in position and checked for accuracy of placement, by human effort, before the commencement of another course of Coastal INTERBLOC Units in any installation. Larger scale models of the Coastal INTERBLOC Unit will require larger scale Tri Hex Units to be manufactured which are covered by the present invention.

33 A Coarse Cobble Layer comprising rock fragments of minimum size 100mm, to a maximum size of 150mm, can comprise any readily available stone, smooth or angular, which will provide a meaningful void ratio, to permit the dissipation of the last of the wave energy. As this material is not in receipt of the full impact of the wave energy with its associated abrasive and erosive capabilities, it need not be the hardest of materials. Its primary purpose is to dissipate the last of the wave energy, and its 35 secondary purpose is to allow the free downward passage of the water column vertically, through its medium for continuous drainage of the revetment back to the seabed.

A fit-for-purpose high strength uniaxial geogrid manufactured of high density polyethylene (HDPE) is the preferred High Tensile Strength Anchoring Strip. An illustration of a typical sample of such a 5 uniaxial geogrid and its application is illustrated at Drawing Sheet No 4. The very high strength of these mesh materials, the inertness and durability of HDPE and their structural configuration make them ideally suited as a fit-for-purpose component of the Coastal INTERBLOC Revetment. Comprising stiff, high flexural strength transverse ribs, for bearing against the HDPE connecting pins, whilst simultaneously comprising high tensile strength flexible longitudinal ribs, these products are 45 ideally suited to transferring the stresses caused by the backwash of wave energy on the ocean side, as well as the lateral earth pressures on the land side, to the stable zone of the soils behind the revetment, assuring long term stability of the revetment when well designed.

This Uniaxial Geogrid presented herein is the preferred material for use as a high tensile anchoring 53 strip, of the several high tensile anchoring strips available for use in the current invention, all of which are covered in the current invention presented. The transverse ribs drape over and lock onto the connecting pins connecting the Coastal INTERBLOC Units. Multiples of the centre to centre spacing of the apertures of the Geogrid, match the centre to centre spacing of the pinholes exactly ensuring no distortion of the Geogrid when installed.

The thick (as much as 6mm) transverse rib of the geogrid is accommodated in a recess in the Coastal INTERBLOC Unit, ensuring that it does not prevent the desired intimate concrete to concrete contact of the adjacent (upper and lower) layers of Coastal INTERBLOC Units. The thinner longitudinal ribs of the fit-for-purpose Uniaxial Geogrid are accommodated by ensuring a clear space between the Coastal INTERBLOC Units as shown on Drawing Sheet 19. Two raised dimples on the Coastal INTERBLOC Unit, ensure that the longitudinal ribs of the uniaxial geogrid are never subject the abrasion of the Coastal INTERBLOC Units relative movement to each other, if any, whilst ensuring support for the rear of the upper Coastal INTERBLOC Units.

15 By designing for the optimum length of the high tensile anchoring strip, adequate provisions are made to inform the precise length of strip, needed to firmly anchor the revetment to the stable zone of the coastline escarpment, river, waterway bank, reservoir or any body of water for long term service without instability from either lateral earth pressures on land, or from the energies of the ocean, waterway, river, reservoir or any body of water. The open aperture structure of the geogrid, interlocks5 with the soil particles, generating significant pull out resistance, the quantum of which is determined by the soil properties, angle of internal friction and unit weight and by the embedment depth of the geogrid, the preferred high tensile anchoring strip, into the adjacent soil mass.

At two locations in the revetment structure, fit-for-purpose Geotextile Filter Fabrics are employed to keep separate, aggregate layers from soil layers. At the Confined Encased Aggregate Foundation Mat described at Page 8 Line 6 onwards, a geotextile filter fabric is placed on the excavated formation, before the confining material and the aggregate is placed. Likewise, during the construction of the Revetment, when soil is used as the back filling reinforced medium, a Geotextile Filter Fabric is used to separate the coarse cobbles layer from the backfilling soil. In each case, the effective opening size of ; the Geotextile Filter Fabric is the predominant property, as this determines what size soil particles pass through, from the adjacent soil to either the confined encased aggregate foundation, or into the coarse cobbled layer.

Properly designed, selected and installed, the geotextile filter fabric prevents migration of soils and5 sediments into the confined encased aggregate foundation, particularly from below, thereby preventing settlement, and likewise prevents the migration of the backfilled soil medium into the coarse cobble layer, thereby preventing the creation of voids behind the revetment structure and clogging of the cobbles with fine soil particles in the long term. Geotextile Filter Fabrics comprise needle punched fibres of either Polyethylene or Polypropylene, stabilized with carbon black against degradation by L ultra-violet light. This geotextile material presented herein is the preferred material for use as a separator between discrete types of materials, of the several such materials available for use in the current invention, all of which are covered in the current invention presented.

Reinforced Backfill Medium represents an improvement of the Prior Art which spoke to backfill soil5 being used for the Reinforced Earth structural component. This invention incorporates the term

Reinforced Backfill Medium, to recognize yet another enhancement over the prior art. Drawback No 12 above recognizes the unsuitability of the INTERBLOC Reinforced Earth revetment to nearshore conditions of very soft soils with low bearing capacities. Even the flattest slopes of the INTERBLOC Reinforced Earth Revetment, (6H:5V) would, when advanced, create a condition known as general5 shear failure, whereby the sub-strata and thence the revetment would fail in slip circle shear failure because of the imposed loads. The Coastal INTERBLOC Reinforced Medium Revetment specifically addresses this phenomenon by having a wide variety of backfill materials from lightweight concrete in precast slabs to soil of any gradation, texture or property as backfill medium, the use of lightweight backfill being an improvement over the earlier prior art of using soil as the backfill material and being subject to greater narrative analysis than the use of soils.

Lightweight concrete is capable of being precast in relatively large slabs and lifted into place, behind the primary armor of the Coastal INTERBLOC Unit, and the coarse cobbled layer. Lightweight concrete can be manufactured to any shape, in densities ranging from 20 Ib/cu-ft (320 kg/m3) to 60 Ib/cu-ft (960 kg/m3). These materials typically have compressive strengths of 200 psi to 500 psi (13 tonnes/sq-ft. to 30 tonnes/sq-ft.), rendering them eminently suitable as a backfill medium. See Drawing Sheets Nos 11 & 12 for typical application in Revetment Construction. At 30 Ib/cu-ft, lightweight concrete is lighter than water and will float in water. Soil Anchors may be required to keep them in place during construction. Even at the upper limit weight, 60 Ib/cu-ft, this medium is still 50% the weight of compacted soil, making it suitable for lightweight fill.

The theory is intuitive; 1.0 sq-metre of saturated soil in the sub-strata of the nearshore, 1.20 metres deep, or 1.20 cu-m, would have a weight of approximately 2,200 kg, or 2.22 tonnes/sq-metre. A 4.0- metre-high revetment (from Crest Elevation to Toe) can be constructed in this location using lightweight medium of the same total weight as the weight of soil removed, or 555 kg/m3, or 35 Ib/cu- ft Lightweight concrete as a backfill medium would result in no net increase in the loading of the substrata. Detailed design analysis would make allowances for the weight of the aggregate mat, the Cobbles and the Coastal INTERBLOC Units, to inform the precise density of the lightweight medium to be employed. Additionally: a) Construction detailing would establish the precise shape of the lightweight concrete slab and the location of the geogrid in the large slab. b) Transport logistics would inform the maximum width of the Lightweight concrete slab. Optimally, 2.40 metres would permit transport on any road on the planet. c) Lifting plant would be required to load at the factory, and to offload and place the large slabs in final resting place on site. d) The lightweight concrete slabs may need to be coated with an impermeable coating before installation. e) The shear strength of the sub-strata and hence its bearing capacity will determine the optimum density of lightweight concrete needed at any site.

Soils used as backfill medium would be placed and compacted in layers around the tensile anchoring strips, against the geotextile fabric which separates the soil from the coarse cobbles, so as to create the homogeneous mass behind the revetment surfacing materials and in intimate contact with the zone behind the revetment, and like the lightweight medium, provide the internal stability against any movement of the revetment either from lateral earth pressure or from the energy of the waves.

The Comer Unit is illustrated at Drawing Sheet No 22, and forms an integral component of the new Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment System, ft addresses Drawback No 11 identified at Page 4 Line 1 onwards above. The Comer Unit is not mass machine produced as very few are needed in any installation. Furthermore, the Comer Unit needs to be made for purpose with each application, its geometry determined by the angle of the alignment change in the revetment, the revetment aspect and the spacing of the pinholes (informed by the Model of Coastal INTERBLOC Unit being used at the location). The Comer Unit addresses and eliminates Drawback No 11 which has been revealed in the construction and service of a revetment constructed in accordance with the prior art. Programmed for manufacture by way of purpose-built forms and using a wet cast process, the Comer Unit will also have larger holes than the pinholes of the Coastal INTERBLOC Unit, allowing a greater tolerance to facilitate ease of installation when connecting Coastal INTERBLOC Unit courses of significantly different alignments.

An Overtopping Drainage Detail represents the finish crest treatment of this invention, the new Coastal INTERBLOC and the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment System and represents another improvement to the Prior Art addressing Drawback No 9 at Page 4 Lines 16 to 21 inclusive. This Overtopping Drainage Detail and its construction sequence is illustrated at Drawing Sheets Nos 29 to 35. Filled with coarse graded cobbles, 100mm to 200mm, and intimately connected to the coarse cobbled layer below and immediately behind the Coastal INTERBLOC Units, this feature allows the interception and rapid transmission of most if not all overtop water flows down to the lower level of the beach or seabed below, preventing any washout of upper or any backfill soils through overtopping.

Constructed as either a pre-cast or cast-in-situ L-Shaped reinforced concrete unit, completion may be achieved by either placing precast units on a levelled compacted formation or by forming and casting in-situ. Units may be any length, but the optimum length for handling installation and alignment is 3.00 metres. Pre-casting is done in a manner which leaves steel reinforcement dowels protruding from the0 ends of the section, in both the vertical and horizontal legs. These dowels are lapped and hooked so that the in-situ concrete coupling diaphragms (see Drawing Sheets 30 and 32) will create a discrete high capacity drainage feature. The drainage path thus created is filled with coarse cobbles, preferably rounded cobbles for pedestrian safety, completing the overtopping drainage detail. 5 An In- Situ Concrete Coping forms the crest of the Revetment as an integral component with the overtopping drainage detail (Line 6 onwards, this page above), and is designed for construction by forming and placing reinforced concrete atop of the final course of Coastal INTERBLOC Units to a shape as shown at Drawing Sheet 35 or as desired for the specific location. At intervals determined by the length of the overtopping drainage precast sections (See Line 16, this page, above) placed in-situ - reinforced concrete components called Diaphragms (See Line 35 onwards, this page below and Drawing Sheet 32) are installed, integral with the concrete placement of the coping, thereby connecting each precast section to the coping, providing a greater degree of stiffness for both the in-situ concrete coping, and the Overtop Drainage Section, than would otherwise have been possible. - In-Situ Concrete Diaphragms, Drawing Sheet 32, and having a height equal to the outer height of the vertical leg of the precast concrete drainage section, the Diaphragm incorporates steel reinforcing stirrups, bent to shape so that there is 75mm clear concrete cover to the steel reinforcement, to encase the lapped dowels emanating from each end of the adjacent L-shaped drainage sections. Each length of Overtop Drainage Detail (Line 6 onwards, this page above) is made integral with an adjacent length of U' coping via the two diaphragms, one at each end with an in-situ concrete placement. When concreted, the In-Situ Concrete Diaphragms adds significant additional stiffness to the crest of the otherwise flexible revetment. Adjacent diaphragms in separate overtop drainage sections are separated from each other by expandable filler where required for expansion accommodation. 5 The width of an In-Situ Reinforced Concrete Apron is determined by the embedment length of the high tensile strength reinforcing strip (See Page 12 Line 38 onwards, above), incorporated as it is to protect the soil used as a structural reinforced medium from washout, in the event of an extremely severe storm generating a large surge, and higher than designed for, incident waves. Any surplus water from residual wave energy passing the Drainage Overtop Detail (This Page Line 6 onwards), will be accommodated by the apron, with no loss by washout of the backfill soil. See Dwg Sheet 35. The preferred minimum design thickness of concrete to apron is 150mm with anchorage keys on its land side which will keep it in place over time. A minimum design width of Apron of 3.0 metres, will create a boardwalk, a space for pedestrians, a place for leisure, a place for human interface with the

5 oceans. See illustration on Dwg Sheet 35.

BEST MODE FOR CARRYING OUT THE INVENTION

The ease of assembly of the Coastal INTERBLOC Reinforced Medium Variable Geometry

Variable Density Modular Revetment System is considered to be extremely advantageous and cost efficient and is considered to be an indispensable feature of the present invention. The assembly described herein is with respect to use of components having the preferred embodiments described in this invention and includes for other assembly strategies such as may be warranted by the use of components having varying embodiments to those presented herein, all of which assembly strategies are covered in this invention.

Assembly commences with a study of the tide tables, to determine the times and dates of the favourable (lowest) low tides, assumes that the geotechnical investigation has been completed, and the soil conditions known. The duration of the low tidal window established will determine the length of 2G revetment foundation to be completed during the said low tidal window, the target being to install the encased confined aggregate ‘foundation’ and complete the installation of courses of Coastal INTERBLOC Units at least the elevation of the beach or the seabed before the tide rises again.

Preparation also requires that enough numbers of Alignment and Levelling Template sections are near, 25 that enough numbers of Coastal INTERBLOC Units are near, and that the aggregate materials, confining materials, geotextiles, locating pins, and connecting pins are readily available in the quantities needed for the low tidal window work phase, and in close proximity.

Step 1. Excavation to the design elevation relative to and below the seabed elevation represents the 3£; first step. With the excavated material placed on the seaside of the revetment alignment. Excavation is done to the width of the design confined encased aggregate ‘foundation’, for the full day’s target completion length.

Step 2. Panels of Geotextiles are placed in the excavation, of enough dimension to permit the 35 wraparound of the bottom, sides and top of the confined encased aggregate ‘Foundation’, with adjacent panels lapped longitudinally a minimum of 300mm.

Step 3. A biaxial geogrid manufactured of HDPE is a fit for purpose material and the preferred embodiment of the confining materials and is placed on top of the geotextile with enough surplus ■ length to achieve the design cross-section dimensions and to wrap around the aggregate completely, with adjacent panels lapped longitudinally a minimum of 300mm, preferably at locations not directly over the lapping of the geotextile below.

Step 4. Place aggregate into the enclosure created by and on top of the biaxial geogrid levelling the 45 aggregate with a rake or other hand tool.

Step 5. Place a segment of the Alignment and Levelling Template, with locating pins pre-installed in the pre-drilled blind holes, on top of the aggregate, level and set to the design alignment as necessary; ensure that the hole at the end of any one Alignment and Levelling Template segment and hole at the end of the adjacent Alignment and Levelling Template segment are positioned to achieve the exact spacing of the pinholes in the Coastal INTERBLOC Unit.

Step 6. Starting at a location where one Alignment and Levelling Template segment meets another, install the Coastal INTERBLOC Unit on top of the two adjacent Alignment and Levelling Templates, continuing for the full length of both templates being completed for the Low Tidal Window, progressing from one Alignment and Levelling Template segment to template segment.

Step 7. Complete filling the confined geogrid encased aggregate ‘foundation’, up to the level of the first installed layer of Coastal INTERBLOC Units, close the geogrid by wrapping it around the aggregate and over the first layer of Coastal INTERBLOC Units, lock the geogrid in place using four connecting pins placed in the pinholes of the first course of Coastal INTERBLOC Units, and install the second layer of Coastal INTERBLOC Units directly above (with no aspect offset) the encased first course of Coastal INTERBLOC Units, so that one Coastal INTERBLOC Unit symmetrically straddles and interlocks with the two Coastal INTERBLOC units directly below.

Step 8. Place the Tri Hex Units into the void reserved behind any two Coastal INTERBLOC Units.

Step 9. Using the spacing tool to verily the longitudinal spacing between the pinholes in adjacent Coastal INTERBLOC Units, carefiilly prepare the course of Coastal INTERBLOC Units to receive the next layer, by further checking the longitudinal spacing and alignment of the pinholes and the elevations at the tops of every Coastal INTERBLOC Unit and ensuring that the tops of the Coastal INTERBLOC Units are free of soil or sand particles or any debris. Step 10. Place the coarse cobbles behind the Tri Hex units, making sure not to disturb the alignment verified Coastal INTERBLOC Unit layer, and ensuring that geotextile fabric resides between the coarse cobbles and the backfill soil, the lightweight concrete block or any other backfill medium. Level the coarse cobbles to a level equal to or lower than the top of the course of Coastal INTERBLOC Units being installed.

Step 11. Place the third course of Coastal INTERBLOC Units, over the second course, this time, with the pinholes so aligned to start the installation of the sloping revetment aspect. For a 6H:5V Revetment slope, the forward pinholes of the upper course, must align with pins placed in the rear pinholes of the lower course. For a 3H:5V Revetment Slope, the middle pinholes of the upper course, must align with pins in the rear pinholes of the lower course.

Step 12. Repeat steps 9 to 11, until the Coastal INTERBLOC Unit course is reached where the installation of the first layer of high strength reinforcing tensile strip is required. Step 13. After installing the connecting pins, in a Coastal INTERBLOC Unit course, the top of which required the installation of the High Strength Reinforcing Uniaxial Geogrid, drape a pre-cut predetermined length of Uniaxial Geogrid, placing it over the tapered Pins, so that the transverse rib fits securely into the recess provided in the connecting pin, fitting the uniaxial geogrid over the several Coastal INTERBLOC Units. The Uniaxial geogrid must be extended over the coarse cobbles, and over the reinforced medium, for its full design length, making sure also that it lies over the folded geotextile, which separates the coarse cobbles from the reinforced fill.

Step 14. Continue the installation, repeating steps 9 to 11, and where required, steps 12 and 13, continuing the installation to the seabed elevation. As the tides come in, the section of revetment below seabed level, being worked, will be backfilled with beach sand or sediments by the incoming tides, leaving Coastal INTERBLOC Units exposed for continuation of the revetment to the upper regimes whether the tide is high or low.

Step 15, during the next workable low tidal window, undertake Steps 1 to 14, for a second sector of Coastal INTERBLOC Revetment below the seabed level whilst continuing work to the upper regions of the already completed sub-seabed sectors, through to the Elevation for the Drainage Feature.

Step 16. At Crest Elevation, less a height distance equal to the coping thickness plus the thicknesses of two Coastal INTERBLOC Units, install the precast overtop drainage L-shaped section on compacted formation leaving 600mm between adjacent sections, and ensuring that dowelled reinforcing steel in the L-shaped section is exposed.

Step 17. Install the final two courses of Coastal INTERBLOC Units, form and place reinforced in-situ concrete as per the coping detail, concreting the integral diaphragms with the coping 300mm at each end of an adjacent precast overtop drainage L-shaped sections.

Step 18. Place coarse cobbles in the overtop Drainage Void formed by the cast-in-situ coping, and the L-Shaped section, to the level of the top of the Coping, so that the coarse cobbles of the overtop drainage is contiguous with the coarse cobbles behind the Coastal INTERBLOC Units.

Step 19. Place in-situ reinforced concrete to the apron/boardwalk as per drawing detail, and screed to a finish that permits safe pedestrian activity under any weather conditions, ensuring a minimum transverse grade for rapid run-off of any water, be it precipitation or splash and overtop flows from the sea, back into the drainage feature.

BRIEF DESCRIPTION OF THE DRAWINGS

Drawing Sheet 1 is a top plan view of the Coastal INTERBLOC Unit according to one embodiment of the invention.

Drawing Sheet 2 is a top plan view of the Coastal INTERBLOC Unit according to another embodiment of the invention.

Drawing Sheet 3 is a top plan view of the Coastal INTERBLOC Unit according to another embodiment of the invention. Drawing Sheet 4 is a top plan view of the Coastal INTERBLOC Unit illustrating the relationship with the preferred embodiment of a High Tensile Reinforcing strip and the preferred embodiment of a Connecting Pin.

Drawing Sheet 5 are sectional views through the Coastal INTERBLOC Unit.

Drawing Sheet 6 are additional sectional views through the Coastal INTERBLOC Unit

Drawing Sheet 7 is a three dimensional view of the Coastal INTERBLOC Unit looking down to the top surface with the left side of the Unit also exposed and visible the nomenclature 'left' determined with reference to facing the sea or river or other body of water. Drawing Sheet 8 is another three dimensional view of the Coastal INTERBLOC Unit looking down to the top surface with the front seaward face the Unit also exposed and visible the nomenclature 'front' determined with reference to facing the sea or river or other body of water. Drawing Sheet 9 is a cross section through the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment.

Drawing Sheet 10 are enlargements of certain cross sections through the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment.

Drawing Sheet 11 is a cross section through the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment with Lightweight medium as backfill.

Drawing Sheet 12 is a cross section through the Coastal INTERBLOC Reinforced Medium Variable Geometry Variable Density Modular Revetment with Lightweight medium as backfill and varying geometry attack slopes.

Drawing Sheet 13 is a three dimensional view of the Coastal INTERBLOC Revetment. Drawing Sheet 14 is of the Alignment and Levelling Template with Cross Section and Enlargement.

Drawing Sheet 15 is of the Locating Pin with an enlargement of its application.

Drawing Sheet 16 are of sections through the Locating Pin.

Drawing Sheet 17 is of the preferred embodiment of a Spacing Tool beingt an integral component in the execution of the Coastal INTERBLOC Revetment installation

Drawing Sheet 18 are sections of the preferred embodiment of a Spacing Tool being an integral component in the execution of the Coastal INTERBLOC Revetment installation

Drawing Sheet 19 is of the Connecting Pin with an enlargement of its application.

Drawing Sheet 20 are of sections through the Connecting Pin.

Drawing Sheet 21 is of the fit-for-purpose Tri Hex Unit with an enlargement of its application.

Drawing Sheet 22 is of the Comer Unit, specifically one for a 90° Alignment change. Drawing Sheet 23 illustrates the varying porosities of the Coastal INTERBLOC Revetment.

Drawing Sheet 24 is a Three Dimensional rendition of the Void Porosity.

Drawing Sheet 25 shows Plan and Sectional views illustrating Wave Energy Dissipation.

Drawing Sheet 26 shows how Sediments in Suspension accrete.

Drawing Sheet 1 is a Three Dimensional rendition illustrating Wave Energy Dissipation. Drawing Sheet 28 are Three Dimensional renditions illustrating Wave Energy Dissipation Sequence. Drawing Sheet 29 is a Plan View showing Phase 1 of the Revetment Crest Detail illustration.

Drawing Sheet 30 is a Plan View showing Phase 2 of the Revetment Crest Detail installation. Drawing Sheet 31 are three Sectional Views through the Revetment Crest Detail installation.

Drawing Sheet 32 is a Plan View showing Phase 3 of the Revetment Crest Detail installation.

Drawing Sheet 33 is a Plan View showing Phase 4 of the Revetment Crest Detail installation.

Drawing Sheet 34 is a Plan View showing Phase 5 of the Revetment Crest Detail installation showing the Overtopping Drainage Feature, the Revetment Coping and the Apron/Boardwalk..

Drawing Sheet 35 are three Sectional Views through the Revetment Crest Detail installation showing the Overtopping Drainage Feature, the Revetment Coping and the Apron/Boardwalk.