CORPS OF ENGINEERS, U. S. ARMY PLANS FOR IMPROVEMENT OF NAVIGATION CONDITIONS GREENVILLE BRIDGE, MISSISSIPPI RIVER MODEL INVESTIGATION

Transcription

1 TA7,vJ31 (\ :;b c CORPS OF ENGINEERS, U. S. ARMY PLANS FOR IMPROVEMENT OF NAVIGATION CONDITIONS AT GREENVILLE BRIDGE, MISSISSIPPI RIVER MODEL INVESTIGATION TECHNICAL MEMORANDUM NO CONDUCTED FOR VICKSBURG DISTRICT, CORPS OF ENGINEERS BY WATERWAYS EPERIMENT STATION. VICKSBURG, MISSISSIPPI ARMY-MRC VICKSBURG, MISS. JUNE 1953 PROPERTY Ol!"U. S. AR1Cl OFFICE CHJ.EF 0 ;mngs i.iibrar I---..._...J-

2 Report Documentation Page Form Approved OMB No Public reporting burden for the collection of information i etimated to average 1 hour per repone, including the time for reviewing intruction, earching exiting data ource, gathering and maintaining the data needed, and completing and reviewing the collection of information Send comment regarding thi burden etimate or any other apect of thi collection of information, including uggetion for reducing thi burden, to Wahington Headquarter Service, Directorate for Information Operation and Report, 1215 Jefferon Davi Highway, Suite 1204, Arlington VA Repondent hould be aware that notwithtanding any other proviion of law, no peron hall be ubject to a penalty for failing to comply with a collection of information if it doe not diplay a currently valid OMB control number 1. REPORT DATE JUN REPORT TYPE 3. DATES COVERED to TITLE AND SUBTITLE Plan for Improvement of Navigation Condition at Greenville Bridge, Miiippi River: Model Invetigation 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) 5d. PROJECT NUMBER 5e. TASK NUMBER 5f. WORK UNIT NUMBER 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) U.S. Army Corp of Engineer,Waterway Experiment Station,3903 Hall Ferry Road,Vickburg,MS, PERFORMING ORGANIZATION REPORT NUMBER 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSOR/MONITOR S ACRONYM(S) 12. DISTRIBUTION/AVAILABILITY STATEMENT Approved for public releae; ditribution unlimited 13. SUPPLEMENTARY NOTES 14. ABSTRACT 11. SPONSOR/MONITOR S REPORT NUMBER(S) 15. SUBJECT TERMS 16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF ABSTRACT a REPORT unclaified b ABSTRACT unclaified c THIS PAGE unclaified Same a Report (SAR) 18. NUMBER OF PAGES 95 19a. NAME OF RESPONSIBLE PERSON Standard Form 298 (Rev. 8-98) Precribed by ANSI Std Z39-18

3 FRONTISPIECE. General view of the Greenville Bridge model, looking uptream

4 i PREFACE The model tudy of plan to improve navigation condition on the Miiippi River in the vicinity of the Greenville Bridge at Greenville, Mii:l.ppi, wa authorized by the Preident, Miiippi River Commiion, in third indorement to Vickburg Ditrict, CE, letter dated 4 February 1949, ubject: "Requet for Model Study at Greenville Bridge." The tet were conducted by the Hydraulic Diviion of the Waterway Experiment Station during the period April 1949 to June 1951, under the uperviion of Mer. G. B. Fenwick, E. B. Lipcomb, and J. J. Franco, aited by Mer. w. L. Mcinni, F. A. Pieper, w. E. Marali, and E. E. Moorhead. Active in liaion and adviory capacitie were Mer. R. A. Latimer, R. H. Haa, and A. B. Smith of the Miiippi River Commiion, and Mer, Key Wood and R. K. Stewart of the Vickburg Ditrict. Prior to undertaking the model tudy, peronnel of the Waterway Experiment Station made an inpection trip to the problem area. The type of model to be contructed and the operational procedure to be followed were determined after conference with repreentative of the Miiippi River Commiion and Vickburg Ditrict. The prototype data neceary for contruction and operation of the model and detail of improvement plan to be teted were furnihed by the Vickburg Ditrict. Reviion to the original plan were made by the Miiippi River Commiion and the Vickburg Ditrict. Preliminary reult of plan teted were forwarded to the Miiippi River Commiion and the Vickburg Ditrict at the concluion of each tet phae. The data preented in thi memorandum uperede all preliminary reult previouly reported.

5 ii CONTENTS FRONTISPIECE PREFACE SUMMARY PART I: THE PROBLEM AND ITS LOCALE PART II: THE MODEL PART III: TESTS ON FIED -BED MODEL I I I I I f I I I I I I I I Model Adjutment Teting Procedure... Tet and Reult PART IV: rests ON MOVABLE-BED MODF;L Movable-bed Verification 14 Teting Procedure, 16 Tet and Reult, 17 PART V: DISCUSSION OF RESULTS PART VI : EPILOGUE 25 TABLES 1-9 PHOTOGRAPHS 1-23 PLATES 1-28 i iii

6 iii SUMMARY Tet to determine the effect of plan to improve troubleome navigation condition on the Miiippi River in the vicinity of Greenville Bridge near Greenville, Miiippi, were conducted on a model built to a horizontal cale of 1:400 and a vertical cale of 1:150. The model wa o contructed that it could be operated with either a fixed bed or a movable bed. Reult of the fixed-bed tet, which were conducted with February March 1949 channel condition intalled, indicated that: {a) none of the propoed left-bank dike downtream from Warfield Point would effect the deired improvement in flow condition in the Greenville Bridge reach; and (b) an eatward realignment of the left and channel uptream from Warfield Point together with a wetward realignment of the right bank and channel between Warfield Point and Walker Bend would reduce velocitie in the vicinity of the Greenville Bridge and tend to provide more atifactory navigation condition in thi reach. Reult of the movable-bed tet, conducted with the model bed molded initially to the March-April 1950 channel condition, tended to confirm indication obtained in the fixed-bed tet. In general, reult of the movable-bed tet indicated that: (a) probable future channel development in the Greenville Bridge reach for a period of everal year, without intallation of improvement work, would not tend to deflect flow to the right bank at a point farther uptream in Walker Bend; (b) intallation of a dike on the left bank jut uptream from Iland No. 84 and a upplementary dike on the right bank at Tarpley Iland would not effect

7 iv the deired channel development along the right bank\leading into Walker Bend; and (c) dredging and maintenance of a directive channel to force flow from the right bank at Tarpley Iland to the left bank, and an eatward realignment of the left bank and channel above Warfield Point without any initial change in alignment of the right bank and channel between Warfield Poiht and Walker Bend, would not produce the deired improvement in flow in the Greenville Bridge reach.

8 PLANS FOR IMPROVEMENT OF NAVIGATION CONDITIONS AT GREENVILLE BRIDGE, MISSISSIPPI RIVER Model Invetigation PART I: THE PROBLEM AND ITS LOCALE 1. The Greenville Bridge i located on the Miiippi River approximately 12 mile downtream from Greenville, Miiippi {ee vicinity map, plate 1). It wa completed during the latter part of 1940 and comprie three river pan and extenive land approache. The river pan have a total length of 2121 ft with the center or navigation pan having a clear width of 800 ft; clearance above the 1927 high-water plane i 65 ft. 2. The Miiippi River in the immediate vicinity of the bridge i narrow and retricted in area in comparion with width and area uptream and downtream. The channel at the bridge average 2400 ft in width and 60 ft in depth at bankfull flow. The retriction in channel cro ection caue the river flow to be exceedingly turbulent and current to be very trong in the uptream approach to the bridge. Since completion of the tructure, tage on the Greenville Bridge gage {zero elevation, 74.92*) have varied rrom 8.3 ft in November 1940 to 53.8 ft in April 1945; dicharge have varied from 105,000 cf in November 1940 to 1,911,000 cf in April High velocitie have long been oberved in the Greenville Bridge reach, but change in channel alignment above the bridge in recent year * All elevation are in feet above mean ea level.

9 2 have increaed the erioune of the navigation problem in thi vicinity. In 1942, the main channel followed the Arkana hore from jut above Vauclue revetment to the bridge, thu giving a traight approach of everal mile above the bridge. The river current, at that time, prevented the bar along the Miiippi hore from building out into the navigation channel. In about 1942, the channel location through Leland Cutoff began hifting, thu affecting the channel alignment downtream. By 1949 the channel thalweg at the upper end of Iland No. 84 had migrated from the right (Arkana) bank to the left bank. During thi period of channel hifting, the upper face of the bar at Iland No. 84 wa wahed away and a chute developed along the Miiippi hore back of the bar. Flow through the chute converged with the main channel flow immediately above the bridge, reulting in the formation of a large eddy with cro current and boil. The main channel flow acro and along the bar at Iland No. 84 hifted the bar downtream and further retricted the channel above the bridge, thu making condition unfavorable for towboat navigation during certain river tage. The towboat "Natchez" truck one of the bridge pier in March 1948 and capized with coniderable lo of life. Thi tragedy focued attention on the navigation problem of the reach and intenified effort to devie remedial meaure. 4, All plan propoed for improving navigation condition through the reach were concerned with forcing the thalweg of the river to reume it former coure along the right bank jut above and through Walker Bend in order to re-etablih the long traight approach above the bridge that exited in Such plan fell into two baic categorie: (a) thoe involving contruction of dike along the left bank below Warfield Point

10 3 to deflect the flow toward the right bank in Walker Bend; and (b) thoe involving the eatward realignment of the left bank and the thalweg in the vicinity of and above Warfield Point to accomplih the ame end through curvature of the channel uptream from Walker Bend. 5. It wa readily apparent that there wa no definite aurance that uch plan, all of which would require extenive and cotly contruction and/or dredging operation, would accomplih the deired reult. It wa decided, therefore, to invetigate the effectivene of the plan by mean of a model tudy.

11 4 PART II: THE MODEL 6. The model wa contructed o that the channel bed could be fixed in concrete or molded in a movable material in accordance with the requirement of the tet. The baic criteria for deign of a model of thi type are that it accurately reproduce correponding prototype tagedicharge relationhip when operating a a fixed-bed model, and that it correctly imulate bed movement and change in channel configuration when operating a a movable-bed model. Conidering thee criteria, the linear-cale ratio elected for the model were 1:400 horizontally and 1:150 vertically. 7. The model reproduced approximately 14.1 mile of the Miiippi River from upper Tarpley Cutoff to Refuge Landing (model limit are hown on plate 1). The frontipiece i a general view of the model. A minimum of overbank area wa included ince the maximum flow to be tudied wa about a bankfull tage. In general, the overbank wa molded to the 1930 topographic urvey but, where available, overbank detail wa taken from the 1947 and 1949 hydrographic urvey. Except for minor reviion, which will be dicued in their proper equence in the teting procedure, the model channel for the fixed-bed tet wa molded to the February-March 1949 hydrographic urvey between range 8 to 76 and to the Augut 1947 hydrographic urvey between range 1 to 7 (location of range may be een on plate 3). The March-April 1950 urvey wa ued to mold the channel for the movable-bed tet prior to intallation of the propoed improvement plan. 8. The model wa 186 ft long with a maximum width of 32 ft. It

12 5 effective area wa 4,952 q ft, equivalent to approximately 28 q mile of prototype area. For both fixed-bed and movable-bed tet, channel were molded to heet-metal templet. Templet and all urface detail were located on the model by mean of a modified polyconic grid ytem et up during contruction. 9. Model appurtenance were of conventional type and require no detailed decription. Inflow were meaured by venturi meter and a V notch weir. Water-urface elevation were meaured by mean of fixed and portable point gage. Tailwater elevation were controlled by an adjutable tailgate, Current velocitie were meaured by mean of a miniature propeller-type current meter. A granular coal graded to grainize pecification wa ued for the movable-bed material. 10. Operation of the model wa conducted in two eparate phae: (a) fixed-bed tet with the entire model molded in concrete and flow at contant dicharge; and (b) movable-bed tet with the overbank area molded in concrete, the channel molded in granular coal, and flow at varying dicharge. The two phae required eparate model-prototype verification and different operating procedure, and will therefore be conidered eparately in the following dicuion.

13 6 PART III: TESTS ON FIED-BED MODEL 11. At the time the model tudy wa undertaken information wa de ired a oon a practicable a to the probable effect of the propoed improvement plan for alleviating the troubleome condition exiting in the vicinity of Greenville Bridge, Therefore, the fixed-bed (firt) phae of the invetigation wa concerned primarily with determining the effect of propoed improvement plan on water-urface profile, current direction, and velocitie. Before the fixed-bed tet were undertaken, it wa neceary to adjut the model o that tage-dicharge relationhip agreed cloely with correponding prototype relationhip. Model Adjutment 12. Adjutment of the model preparatory to conducting the fixedbed tet wa accomplihed by adjuting the channel roughne to provide an accurate reproduction of the prototype water-urface profile of 11 March 1949 (approximately bankfull). In accomplihing thi, the proper dicharge wa introduced into the model, the tailwater elevation wa held to the correponding prototype elevation for that flow, and the channel roughne wa adjuted by trial and error until water-urface elevation at all model gaging tation correponded to prototype elevation for the flow ued, During thi adjutment it wa found expedient to change the dicharge cale from the theoretical value of 1:734,800 to 1:493,300 in order to minimize the extent of model roughne required to obtain an accurate reproduction of prototype tage. 13. The water-urface profile obtained for the 35-ft tage

14 7 (bankfull flow) in the fixed-bed adjutment i hown on plate 2 1 together with the correponding prototype water-urface profile for 11 March Each profile repreent average of gage reading taken on the right and left bank. The maximum variation between the two profile i about 0.6 ft. Teting Procedure 14. All fixed-bed tet were conducted with a contant dicharge that repreented the 35-ft tage or approximately bankfull flow for the Greenville Bridge reach. Tailwater elevation were controlled by uing the tailgate etting obtained in the adjutment tet, Tet and Reult Bae tet 15. The purpoe of thi tet wa to obtain data for ue a a bai of comparion in determining the effect of ubequent tet of propoed improvement plan. The bae tet for the fixed-bed phae wa conducted with the model bed molded in concrete to prototype condition of February-March 1949 (ee plate 3). 16. water-urface elevation were meaured at the ix model gage hown on plate 3, and the reulting water-urface profile i hown on plate 4. Surface-current direction and velocitie obtained during the bae tet are preented on plate 5. It will be noted that maximum velocitie of about 10 to 11 ft per ec were meaured uptream from the Greenville Bridge, while maximum velocitie of 13 to 14 ft per ec were obtained in the immediate vicinity of the bridge.

15 8 Tet 1 17, The firt improvement plan teted in the fixed-bed phae {ee plate 6 and 7 and photograph 1) conited of a dike and borrow pit on the left bank downtream from Warfield Point. The dike wa 5000 ft long with ide lope of 1 on 4, and it cret et to an elevation 39 ft above the low-water plane or approximately top-bank elevation {126ft ml). The borrow cut wa 600 ft wide and wa excavated in the channel offhore from the dike to imulate the dredged area from which fill material would be obtained for the dike. The bottom of the cut wa et to an elevation of 40 ft mal or 47 ft below the low-water plane. The model channel configuration for thi tet {plate 6) wa the ame a for the bae tet, except for ome reviion in the vicinity of the propoed tructure to correpond to the more recent prototype urvey of March Water-urface elevation oberved during the tet are plotted on plate 4. Comparion of the profile obtained in tet 1 with that obtained in the bae tet how that the dike increaed water-urface elevation a maximum of about 1.2 ft in the reach uptream from Warfield Point. 19. Surface-current direction and velocitie meaured during the tet are preented on plate 7. In addition, photograph 1 how current direction in the vicinity of the dike. Comparion of plate 5 and 7 how that intallation of the dike in tet 1 increaed velocitie in the vicinity of the dike about 4 or 5 ft per ec over thoe obtained in the bae tet; however, velocitie at the Greenville Bridge were not appreciably affected. Tet The purpoe of tet 2 wa to determine the effect of extending

16 9 downtream the left-bank dike and borrow cut tudied in tet 1. A hown on plate 8 and 9 and photograph 2, the dike wa lengthened to 9100 ft with a correponding lengthening of the borrow cut along the offhore ide. The cret elevation and ide lope of the dike and bottom elevation and width of the cut were the ame a in tet 1. The model channel configuration for thi tet {plate 8) wa the ame a for tet 1 1 except that the midtream bar uptream from Warfield Point wa revied to the more recent prototype urvey of March Water-urface elevation oberved during the tet are hown on plate 4. Extenion of the 5000-ft dike to 9100 ft increaed waterurface elevation over thoe obtained in tet 1 about 1.1 ft at the Warfield Point gage {mile 528.8) and about 0.4 ft at the upper end of the model at mile , Surface-current direction and velocitie meaured during. tet 2 are preented on plate 9. Photograph 2 how current direction in the vicinity of the dike, Comparion of plate 7 and 9 how that extenion of the dike to 9100 ft did not appreciably change velocitie in the main channel offhore of the dike; however, velocitie jut off the downtream end of the dike were increaed ome 3 or 4 ft per ec, Velocitie in the navigation channel at the Greenville Bridge were decreaed lightly in tet 2, probably becaue the longer dike wa lightly more effective in directing flow toward the right bank in the bend jut above the bridge. Tet The purpoe of tet 3 wa to determine the effect of deepening and widening the channel along the offhore ide of the dike ued in tet 2

17 10 to provide a total enlargement approximately equal to the part of the original channel rendered ineffective by the dike. The dike and revied channel configuration for tet 3 are hown on plate 10; the remainder of the model bed wa the ame a in tet Water-urface elevation meaured during the tet are hown on plate 4. It will be noted that in tet 3 water-urface elevation in the reach uptream from the dike were lowered coniderably below thoe meaured in tet 2, with a maximum lowering of about 2.0 ft at Warfield Point. However, the water-urface elevation at mile (gage C) in tet 3 wa increaed about 0.5 over the elevation meaured at thi point in tet Surface-current direction and velocitie meaured during the tet are preented on plate 11. Photograph 3 how current direction in the vicinity of the dike. Comparion of plate 9 and 11 how that enlargement of the channel in the vicinity of the dike in tet 3 reduced the velocitie meaured in thi area coniderably below thoe meaured in tet 2; however, velocitie in the vicinity of the Greenville Bridge were not appreciably affected. Current direction in tet 3 did not differ appreciably from thoe oberved in tet 2, Tet Tet 4 wa conducted for the purpoe of determining the effect of realigning the left bank uptream from Warfield Point. It wa thought that an eatward realignment of thi bank would tend to direct the flow line toward the right bank at a point farther uptream in Walker Bend than that followed by the flow in A hown on plate 12 and 13, the left bank of the model between Warfield Point and model range 64 wa realigned eatward about 600 to 800 ft with a lope of 1. 0 vertical

18 11 to 4.0 horizontal. In addition, the channel jut offhore from the realigned bank wa excavated to a depth of about 49 ft below the low-water plane. Alo, the model channel between range 43 to 29 incluive wa revied to conform approximately to February-March 1949 condition. remainder of the model bed wa the ame a in tet 3. The 27. Water-urface elevation meaured during the tet are hown on plate 4. It will be noted that tet 4 water-urface elevation were higher at mile (gage C) and mile (Warfield Point) than thoe obtained in the bae tet; however, the water-urface elevation at mile (gage A) wa about 0.2 ft lower in tet 4 than in the bae tet. 28. Surface-current direction and velocitie meaured during the tet are preented on plate 13. Comparion of plate 5 and 13 how that the eatward realignment of the left bank uptre from Warfield Point in tet 4 decreaed velocitie in thi vicinity about 2 or 3 ft per ec below thoe obtained in the bae tet; velocitie downtream from Warfield Point were not appreciably affected by the realignment of the left bank. Obervation of current direction in tet 4 indicated that, although there wa a larger concentration of flow at Warfield Point a a reult of the realigned bank jut uptream, the tendency for a croing to the right bank to develop jut below Warfield Point probably would be light. Tet Tet 5 wa conducted for the purpoe of determining the effect of decreaing the cro-ectional area oppoite the realigned left bank ued in tet 4 and realigning the right bank and channel between Warfield Point and Walker Bend. A hown on plate 14, the center bar oppoite the realigned bank uptream from Warfield Point wa enlarged and

19 12 extended eatward in tet 5 in order to effect an increae in velocitie at Warfield Point. The right bank oppoite and downtream from Warfield Point wa realigned wetward about 1000 ft between model range 47 to 35 In addition, a channel with depth of 32 to 34 ft below the low-water plane and a minimum width of approximately 1000 ft wa intalled along the realigned right bank and connected to the left-bank channel at Warfield Point and the right-bank channel in Walker Bend. the model bed wa the ame a in tet 4. The remainder of 30. Water-urface elevation obtained during the tet are hown on plate 4. Comparion of the profile obtained in tet 5 with the profile obtained in the bae tet how that widening and deepening of the channel between Warfield Point and Walker Bend lowered water-urface elevation a maximum of about 0.9 ft at Warfield Point. 31. Surface-current direction obtained during the tet are hown on plate 15. Comparion of plate 5 and 15 how that, in general, flow condition oberved in the bae tet jut uptream from the Greenville Bridge were not appreciably affected by reviion made for tet 5; accordingly, velocity meaurement were not taken during thi tet. Tet The final fixed-bed tet wa conducted for the purpoe of determining the effect of further modification of the plan ued in tet 5. The channel configuration for tet 6 i hown on plate 16. It will be noted that the bar oppoite the realigned bank were enlarged coniderably and increaed in height in order further to contrict the main channel. The left-bank channel downtream from Warfield Point wa filled to a height of about 12 ft above the low-water plane to provide one large

20 13 continuou bar along the left bank from Warfield Point to jut above the Greenville Bridge. 33. Water-urface elevation obtained during tet 6 are preented on plate 4. Comparion of the profile obtained in tet 6 with the profile obtained in tet 5 how that enlargement of the bar and contriction of the main channel greatly increaed water-urface elevation uptream from mile An increae in water-urface elevation of about 4.0 ft above the profile for tet 5 wa meaured in tet 6 at Warfield Point, and an increae of about 5.7 ft wa meaured at mile Surface-current direction and velocity meaurement obtained during the tet are hown on plate 17. Photograph 4 and 5 how current direction in the model. Comparion of current direction obtained in tet 5 (plate 15) with thoe obtained in tet 6 (plate 17) reveal that flow entered Walker Bend farther uptream in the latter tet thu tending to improve condition at the Greenville Bridge. Velocitie meaured at the Greenville Bridge in tet 6 were coniderably lower than velocitie meaured in previou tet and did not exceed about 7 or 8 ft per ec.

21 14 PART IV: TESTS ON MOVABLE-BED MODEL 35. Upon completion of the fixed-bed tet decribed in part III, the concrete channel of the model between mile 531,9 AHP and AHP (plate 1) wa replaced with a movable bed of granular coal, and verification of the movable bed wa initiated preparatory to conducting tet of improvement plan. The purpoe of the movable-bed tudy wa to develop the mot effective plan of improvement and to determine it effect on the channel configuration. Movable-bed Verification 36. The granular coal bed material had a pecific gravity of Material paing an 8-meh creen and retained on a 28-meh creen wa ued in the initial tr:l.al-verification tet. It wa wahed to remove foreign matter and coal dut. 37. Verification of a movable-bed model i eentially a trialand-error procedure with empirical value aigned to variou cale relationhip. Prior to each trial-verification tet for thi tudy, the movable bed wa molded to conform to the June-September 1947 prototype hydrographic urvey (ee plate 18). A time cale of ix hour in the model to one year in the prototype wa ued at the beginning of model operation. Inflow baed upon a tep hydrograph plotted from recorded prototype tage for the period June 1947 to Augut 1949 were introduced in the model. Thi period wa choen becaue it wa the latet for which I complete hydrographic urvey were available. The hydrograph ued i hown on plate 19. The model inflow dicharge were adjuted to produce

22 15 the proper tage at the Warfield Point gage which wa ued: a the upper control gage. Tailwater elevation at the Greenville Bridge gage, the lower control gage, were held to value computed from recorded totype tage data. Bed material wa introduced jut above the movable-bed ection to imulate material moved into that area from the next uptream reach. Prototype dredging wa imulated by manual removal and redepoition of material in accordance with furnihed dredging plan and urvey. Small gravel wa ued to imulate prototype revetment extending offhore pat the concrete model bank. Water-urface elevation were taken at all gaging point for each ucceive tage of the tep hydrograph. After completion of each trial-verification tet, the movable bed wa croectioned and the reult plotted for comparion with the Augut 1949 prototype hydrographic urvey and with preceding tet. Reult of the comparion were analyzed and adjutment made in the rate of introducing bed material, grain ize of bed material, time cale, dicharge cale, lope of water-urface profile, and lope of bed profile. Thi.trialand-error procedure wa continued until a atifactory verification of the movable bed wa obtained. 38. During the trial-verification tet, change were made in a number of the variable cale relationhip. The granular coal bed material wa reized to pa through a 4-meh creen and be retained on a 30-meh creen. Thi reulted in a mean grain diameter of about 1.3 mm. The time cale ued for the final ucceful verification tet, and for all ucceeding tet, wa 15 model hour equal to one prototype year. A late prototype hydrographic urvey wa made in April 1950, and the verification period for the final verification tet wa extended from

23 Augut 1949 to April A upplementary lope of wa added to the bed profile and to water-urface profile for all tage. 39. Plate 20 how the prototype channel configuration at the end of the verification period; plate 21 how the model channel configuration obtained for the ame period. Comparion of the two plate how that the tendencie for channel development and bar building in the model were quite imilar to thoe in the prototype; accordingly, it wa concluded that the verification tet provided a atifactory reproduction of the prototype change that occurred during the verification period. Tetin Procedure 40. After a atifactory verification of the model had been attained, tet were conducted of exiting condit1.on and of everal propoed improvement plan. Prior to the beginning of operation of each of the tet hereinafter decribed, the movable bed of the model wa molded to conform to the prototype urvey of March-April 1950 (plate 20), and the improvement plan to be tudied wa intalled in the model. 41. Each of the tet conited of a erie of "run 1 " each run coniting of one reproduction in the model of the one-year bydrograph hown on plate 22. Thi ynthetic hydrograph wa baed on an average of prototype tage data recorded during the period A ha been tated previouly, the time cale ued in the movable-bed tet wa 15 model hour to one prototype year. 42. The etting of the variou tage of the model hydrogra.ph ued for the movable-bed tet were baed upon dicharge and tailgate elevation etablihed 1n adjutment run immediately after completion of

24 17 the verification tet. Tbtal model inflow for each tage wa controlled by holding the Warfield Point gage to the proper elevation for that tage; imilarly, tailwater elevation were controlled by holding the Greenville Bridge gage to the proper elevation for the tage being reproduced. 43. Bed material wa introduced into the upper end of the model during each run of the bae tet in imulation of material being moved downtream in the prototype. The amount of bed material introduced into the model during each run of tet of improvement plan wa baed upon the rate of introduction etablihed in the bae tet or tet of exiting condition. Tet and Reult Bae tet 44. The purpoe of thi tet wa twofold: firt, to determine the probable ultimate channel configuration that could be expected without intallation of any improvement work; and econd, to provide a bai of comparion for determining the effect of improvement plan teted. The bae tet conited of three run or a total operating time on the model of 45 hour. 45. Plate 23 how channel bed configuration at the end of the bae tet. Comparion of plate 23 with plate 20 1 howing the channel eonfiguration at the tart of the tet, indicate that no change would occur in thi reach, in the near future, of ufficient magnitude to induce flow to enter farther uptream in Walker Bend. Photograph 6 and 7 how channel configuration at the end of run 1 {15-hour operation);

25 18 photograph 8 and 9 how channel configuration at the end of the tet. 46. Table 1 and 2 lit velocity obervation made on model ounding range 12 and 14 during the bae tet. Inpection of thee two table how that during run 2, maximum velocitie of 8 to 10 ft per ec were meaured on the 30-ft river tage at range 12 jut downtream from the bridge while maximum velocitie of 10 and 11 ft per ec were meaured at range 14 jut uptream from the bridge on the ame tage. Tet T.he plan invetigated in tet 7 wa baed on the development of a channel along the right OazU{ at Tarpley Iland which would cro over to the left bank in the vicinity of Warfield Point. The plan included an articulated concrete revetment to be placed in the prototype along the left ba.nk from Warfield Point to Iland No. 84. In addition, a low and dike covered with tone would be contructed o a to extend from the left bank at the head of Iland No. 84 to direct the current away from the bank and into Walker Bend.!he dike wa 3750 ft long with cret elevation 15 ft above the low-water plane, a crown width of 20 ft 1 and ide lope of 1 on 3. In the model it wa contructed from coal bed material a.nd left unprotected at the tart of the tet. However, it oon became neceary to protect the dike with a layer of pea gravel. Photograph 10 how the dike a contructed in the model a.nd the channel configuration from above Warfield Point to Walker Bend before the tart ot the tet. Plate 24 alo how the channel configuration and plan of improvement a intalled in the model. lbree run were conducted in tet 7 tor a total operating time of 45 hour. 48. Photograph 11 how the channel configuration at the end of

26 19 run 1; photograph 12 and 13 depict urface-current direction in the model on the 35-ft (cret) tage and 5-ft (falling) tage of run 1. Inpection of thee photograph how that the propoed dike at Iland No. 84 wa not effective in diverting flow from the left bank toward the right bank in Walker Bend. 49. At the end of run 2 repreentative of the Vickburg Ditrict requeted that a upplementary dike be intalled in the model jut uptream from Leland Neck in an attempt to effect a croing to the left bank above Warfield Point. It wa thought that the diverion of more flow to the left bank above Warfield Point rather than jut downtream of the point might increae the effectivene of the dike at the head of Iland No. 84. Therefore, a dike 2500 ft long wa intalled in the model extending out from the right bank jut above model range 65 (ee plate 25 and photograph 14). The dike had ide and end lope of 1 on 3 1 a crown width of 20 ft, and a cret elevation 25 ft above the low-water plane. It wa contructed of coal and covered with a layer of pea gravel to prevent evere cour. After the peak flow of run 3 a tendency wa oberved for a croing to develop from the right bank at Tarpley Iland to the left bank, but it appeared to be too far downtream to be mot effective. Repreentative of the Vickburg Ditrict requeted that a pilot cut be dredged jut uptream from the upplementary dike at Tarpley Iland to ait in directing flow to the left bank above the entrance to Greenville Harbor. A hown on plate 25 and photograph 15 1 a pilot cut 7000 ft long wa dredged from Tarpley Iland to the left bank uptream from and paralleling the upplementary dike during the 15-ft falling tage of run 3. The cut wa dredged to a depth of about 19 ft

27 20 below the low-water plane and had a bottom width of approximately 200 ft. 50. The channel configuration obtained at the end of the tet i hown on plate 25. Comparion of plate 25 with plate 24, which how the channel configuration at the tart of the tet, dicloe that the main channel uptream from Warfield Point wa realigned eatward about 3000 to 4000 ft. Alo, the channel alignment entering Walker Bend wa hifted uptream but not a far a wa conidered neceary to alleviate troubleome condition at the Greenville Bridge. Photograph 15 and 16 depict the channel configuration at the end of the tet. 51. Current velocitie meaured at certain critical point in the main channel are preented in table 3 to 6 incluive. During run 2 velocitie of 8 and 9 ft per ec were meaured at the 35-ft tage jut below the Greenville Bridge on range 12 (table 3), while velocitie of 9 and 10 ft per ec were meaured at the ame tage jut above the bridge on range 14 (table 4). No appreciable change in velocitie were noted on range 14 from the tart to the end of the tet. Velocitie of 8 and 9 ft per ec were meaured during run 1 on range 30 (table 5) near the dike at Iland No. 84, while velocitie of 7 and 8 ft per ec were meaured during run 3 on range 63 (table 6) jut downtream from the upplementary dike. Tet The final plan teted in the movable-bed phae of the model tudy i hown on plate 26 and photograph 17. Thi plan conited of a realignment of the entrance channel to direct flow from the right bank at Tarpley Iland to the left bank above Warfield Point and the hifting eatward of the bank uptream from Warfield Point to the approximate

28 21 realignment ued in fixed-bed tet 4 to 6. Entrance condition were altered to provide a directive channel with a bottom width of 1000 ft, ide lope of 1 on 2 (model), and a minimum depth of 24 ft below the low-water plane. Thi channel extended from the right bank at about range 72 to the left bank at about range 62 (plate 26). The gravel apron at the uptream model entrance wa extended to about range 67 in order to completely tabilize the channel in thi area. The left bank of the model between Warfield Point and model range 64 wa realigned eatward about 600 to 800 ft with an approximate lope of 1.0 vertical to 4.0 horizontal. It wa aumed that material from the channel and bank realignment would be redepoited on the be.l oppoite the point of removal. Material from the directive channel intalled at the model entrance wa poiled along the right bank below the cut. Material removed from the left bank above Warfield Point wa poiled on the adjacent center bar, The remainder of the model bed downtream from Warfield Point wa molded to the March-April 1950 prototype hydrographic urvey. Four run were conducted in tet 8 for a total operating time of 6o hour. 53. The channel configuration obtained at the end of run 3 i hown on plate 27. Comparion of plate 27 with plate 26, howing the channel configuration at the tart of tet 8, how little change in the reach uptream from Warfield Point; however, ome fill occurred along the left bank downtream from Warfield Point with ome deepening along the right-bank bar entering Walker Bend. Viual obervation indicated that the bed wa not completely tabilized and the model wa operated for one additional run of 15 hour in order to allow the full effect of the major realignment of the bank and channel uptream from Warfield Point to

29 be developed. The channel configuration at the end of run 4 i hown on plate 28. Comparion of plate 28 with plate 27 how that the bar along the left bank at Iland 84 built out toward the right bank, and the croing entering Walker Bend wa not hifted farther uptream by thi plan. 54. Photograph 18 to 23 how current direction and channel configuration during and at the end of the tet. 55. Current velocitie meaured at certain critical point in the main channel are preented in table 7 to 9 incluive. Velocitie of a to 10 ft per ec were meaured at the 35-ft tage jut below the Greenville Bridge on range 12 (table 7) while velocitie of 10 to 12 ft per ec were meaured at the ame tage jut above the bridge on range 14 (table 8). Maximum velocitie of 10 and 11 ft per ec were meaured on range 53 jut uptream from the entrance to Greenville Harbor (table 9).

30 23 PART V: DISCUSSION OF RESULTS 56. The fixed-bed phae of the tudy of plan to alleviate troubleome navigation condition in the vicinity of the Greenville Bridge wa ucceful in accomplihing the pecific purpoe for which it wa undertaken, i.e., quick determination of effect of propoed improvement plan on water-urface profile, current direction, and velocitie. The reult of the fixed-bed tet may be accepted a accurate indication of the tage, velocitie, and current direction that will occur in the river under imilar dicharge and channel-configuration condition. 57. The movable-bed phae of the tudy wa not conidered entirely ucceful in that a atifactory plan of improvement wa not developed in the model. However, a atifactry verification of the movable bed wa obtained and reliable qualitative indication provided a to trend in channel configuration and velocitie to be expected for the improvement plan teted. 58. The principal concluion drawn from analyi of the data obtained in the fixed-bed tudie are: Intallation of left-bank dike between Warfield Point and Iland No. 84 would not appreciably hift flow to the right bank far enough uptream in Walker Bend to improve navigation condition at the Greenville Bri. Current velocitie along the offhore face of a dike contructed in thi area probably would be high enough to neceitate complete protection from cour for the dike. b. An eatward realignment of the left bank and channel uptream from Warfield Point, together with a wetward realignment of the right bank and channel between Warfield Point and Walker Bend, would caue flow to enter Walker Bend farther uptream, would lower velocitie and improve flow condition at Greenville Bridge.

31 24 59 The principal concluion derived from analyi of the data obtained in the movable-bed tudie are: a. Probable channel development in the Greenville Bridge reach for a period of everal year, baed on the channel configuration hown by the March-April 1950 prototype urvey and the omiion of any improvement work, would not tend to hift flow farther uptream in Walker Bend. Intallation of a 3750-ft dike on the left bank between Warfield Point and Iland No. 84 and a 2500-ft upplementary dike on the right bank at Tarpley Iland would not effect the change in channel configuration required to caue flow to enter Walker Bend farther uptream, However, intallation of a upplementary dike on the right bank at Tarpley Iland would hift the ma.in channel in thi area from the left bank eatward about 3000 to 4000 ft. c. Intallation of a 1000-ft-wide directive channel to :force flow to cro over from Tarpley Iland to the left bank, and a 600-:ft to 800-ft eatward realignment of the left bank and channel uptream from Warfield Point (without any initial change in channel configuration downtream) would not effect the channel development neceary for flow to enter Walker Bend farther uptream. 60. Although thi model tudy did not provide a poitive olution to the problem at Greenville Bridge, it did prove the validity of the aumption of the deign engineer that an effective mean of alleviating the problem would be to force the thalweg into it old coure along the right bank at Walker Bend, thu re-etablihing a long traight approach to the bridge, The model tudy alo afforded negative benefit in that it indicated the ineffectivene of the propoed improvement plan, thereby precluding the contruction of expenive, ineffectual work in the prototype.

32 25 PART VI: EPILOGUE 61, No major improvement meaure have been undertaken in the prototype ince completion of the model invetigation in June 1951, but, a a matter of interet, a brief review of late development in thi reach of river i preented in the following paragraph. 62. Recent dicuion with repreentative of the Miiippi River Commiion and Vickburg Ditrict indicate that no particular difficulty, from a navigational viewpoint, i now being experienced in the vicinity of the Greenville Bridge. Velocitie appear to be lightly le than thoe oberved three or four year ago, and navigating condition have improved coniderably. 63. Comparion of a prototype urvey dated March-April 1949 with the latet available prototype urvey dated January-February 1952 indicate that, in thi interval, the river thalweg between the head of Tarpley Iland and Warfield Point hifted from the left to the right bank, Between Warfield Point and the revetment at the head of Iland No. 84 the thalweg migrated from about the middle of the channel to the eat bank; no appreciable change occurred in it location along the revetment. However, there ha been a minor eatward hift of the channel thalweg around the bar along the Miiippi hore downtream from the Iland No. 84 revetment, with formation of a definite channel in thi area. In addition, channel depth in the reach extending for about one or two mile uptream from the bridge decreaed with a correponding increae in channel width. Apparently, the formation of a well-defined channel around the left-bank bar at Iland No, 84 with reultant increae in

33 26 channel width and decreae in channel depth in the reach tram Walker Bend to the bridge have tended to improve flow condition at the Greenville Bridge, 64. The movable-bed bae tet repreent a prediction of river condition for everal year from the March-April 1950 prototype hydrographic urvey provided improvement work were not intalled. Reult of thi tet, which indicated that change would not occur in the Greenville Bridge reach of ufficient magnitude to hift flow to the right bank farther uptream in Walker Bend, are confirmed by late development in the prototype.

34 TABLES

35 Table 1 VELOCITY OBSERVATIONS, MOVABLE-BED BASE TEST Range 12 (below Bridge) Velocitie in Protote Feet Per Second Ditance in Run 1 Run 2 Run J Prototype Feet 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft from 1950 Riing Riing Riing Riing Riing Riing Riing Riing Riing Rit To;2 Bank St!!.fie St!!.fie St!!.fie Stafae Ste St!!.fie Ste St!:!;Se St!Se oo Note: All velocitie were obtained w1 th a miniature current meter at a depth of 8 ft prototype.

36 Tabl.e 2 VELOCITY OBSERVATIONS, MOVABLE-BED BASE TEST Range 14 (above Bridge) Velocitie in PrototlEe Feet Per Second Ditance in Run 1 Run 2 Run J Prototype Feet 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft from 1950 Riing Riing Riing Riing Riing Riing Riing Riing Riing Right Top Bank Stage Stage Stage Stage Stage Stage Stage Stage Stage oo ll Note: All velocitie were obtained with a miniature current meter at a depth of 8 ft prototype.

37 Tabe 3 VELOCITY OBSERVATIONS, MOVABLE-BED TFST 7 Range 12 Ditance in Prototype Feet from 950 Right Top Bank 20-Ft Riing Stage Run 1 30-Ft Riing Stage 35-Ft Riing Stage Velocitie in Prototype Feet Per Second Run 2 20-Ft 30-Ft 35-Ft Riing Riing Riing Stage Stage Stage 20-Ft Riing Stage Run 3 30-Ft Riing Stage 35-Ft Riing Stage 200 4oo oo Note: All velocitie were obtained with a miniature current meter at a depth of 8 ft prototype.

38 Table 4 VELOCITY OBSERVATIONS, MOVABLE-BED TFST 1 Range 14 Velocitie in Protote Feet Per Second Ditance in Run 1 Run 2 Run J Prototype Feet 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft from 1950 Riing Riing Riing Riing Riing Riing Riing Riing Riing Right TOJ2 Bank St!!eae Stage Ste Ste Ste Ste Ste Ste Ste oo oo oo Note: All velocitie were obtained with a miniature current meter at a depth of 8 ft prototype.

39 Table 5 VELOCITY OBSERVATIONS, MOVABLE-BED TEST 7 Range 30 Ditance in Prototype Feet from 1950 Left Top Bank 20-Ft Riing Stage Run 1 30-Ft Riing Stage 35-Ft Riing Stage Velocitie in Prototype Feet Per Second Run 2 20-Ft 30-Ft 35-Ft Riing Riing Riing Stage Stage Stage 20-Ft Riing Stage Run 3 30-Ft Riing Stage 35-Ft Riing Stage ooo Mote: All velocitie were obtained with a miniature current meter at a depth of 8 ft prototype. 5 4

40 Table 6 VELOCITY OBSERVATIONS, MOVABLE-BED TEST 7 Range 63 Ditance in Prototype Feet :from 1950 Le:ft Top Bank 20-Ft Riing Stage Run 1 30-Ft Riing Stage 35-Ft Riing Stage Velocitie in Prototype Feet Per Second Run 2 20-Ft 30-Ft 35-Ft Riing Riing Riing Stage Stage Stage 20-Ft Riing Stage Run 3 30-Ft Riing Stage 35-Ft Riing Stage 24oo Note: All velocitie were obtained with a miniature current meter at a depth of 8 :ft prototype.

41 Table 7 VELOCITY OBSERVATIONS, MOVABLE-BED TEST 8 Range 12 Velocitie in Protote Feet Per Second Ditance in Run 1 Run 2 Run J Run 4 Prototype Feet 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft from 1950 Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Rit To;E Bank Ste Ste Ste Ste Stae Ste Ste Stae Ste Ste Ste Ste l.8oo lfote: All velocitie were obtained with a miniature current meter at a depth of 8 :ft prototype.

42 Table 8 VELOCITY OBSERVATIONS, MOVABLE-BED TE5T 8 Range 14 Velocitie in Prototype Feet Per Second Ditance in Run 1 Run 2 Run Run 4 Prototype Feet 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft from 1950 Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Right Top Bank Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage Note: l All velocitie were obtained with a miniature current meter at a depth of 8 tt prototype.

43 Table 9 VELOCITY OBSERVATIONS, MOVABLE-BED TEST 8 Range 53 Velocitie in PrototlEe Feet Per Second Ditance in Run l Run 2 Run 3 Run 4 Prototype Feet 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft 20-Ft 30-Ft 35-Ft from 1950 Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Riing Left Top Bank Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage Stage ll oo "" Note: All velocitie were obtained with a miniature current meter at a depth of 8 ft prototype.

44 PHOTOGRAPHS

45 Photograph 1. Fixed-bed tet ft tage. Downtream view howing current direction with 5000-ft dike on left bank below Warfield Point. Note concentration of flow along dike and eddy behind lower end of dike

46 Photoeruph 2. Fixed- bed teet 2, 35 -ft tage. Downtream view howing current direction with 9100-It dike on left bank below Warfield Point. Note concentration of flo\, alone dike

47 Photograph 3. Fixed- bed tet 3, 35 -ft tage. Downtream view howing current direction with 9100-ft dike on left bank below Warfield Point and deepened channel oppoite dike. Compare with photograph 2

48 Photograph 4. Fixed-bed tet 6, 35-ft tage. Downtream view howing current direction in vicinity of Warfield Point where left bank wa realigned. Center bar oppoite bank wa covered with and

49 Photograph 5. Fixed-bed tet 6, 35-ft tage. Downtream. view howing current dir ection in vicinity of Walker Bend. Right bank wa realigned and center bar covered with and

50 .-,1. Photograph 6. Movable- bed bae tet, dry bed. Downtream view horing channel conf1gurationa uptream from Warfield Point at end of run 1

51 Photograph 7. Movabl.e-bed bae teat, dry bed. Downtream view howing cb.a.nne configuration in vicinity of and downtream from Warfield Point at end of run

52 Photograph 8. Movable- bed bae tet, dry bed. Downtream view howing channel configuration uptream from Warfield Point at end of tet

53 Photograph 9. Movable-bed bae tet, dry bed. Downtream view howing channel configuration in vicinity of and downtream from Warfield Point at end of tet

54 Photograph 10. Movable - bed tet 7, tart of tet. Dovntreamview howing channel configuration in vicinity of Warfield Point. Note dike extending out from left bank jut uptream from Iland 84

55 Photograph ll. Movable- bed tet 7, end run 1. Downtream view howing channel configuration in vicinity of Warfield Point

56 Photograph 12. Movable-bed tet 1, 35-ft tage. Downtream view howing current direction in vicinity of Warfield Point during run l. Note flow over top of left -bank dike jut uptream from Iland 84

57 Photograph 13. Movable-bed tet 7, 5-ft (falling) tage. Downtream viev howing current direction in vicinity of Warfield Point during run 1. Note concentration of flow along left bank downtream f rom Warfield Point

58 Photograph 14. Movable - bed tet 7, tart of run 3. Downtream view howing upplementary dike intalled along right bank jut uptream from Leland Neck

59 Photograph 15. Movable -bed tet 7 1 end of tet. Downtream view howing channel configuration jut uptream from Warfield Point. Note outline of cut dredged on 15-ft (falling) tage of run 3

60 Photograph 16. Movable -bed tet 7, end of tet. Downtream view howing channel configuration in vicinity of Warfield Point

61 Photograph 17. Movable -bed tet 8, tart of tet. Dovntream view howing propoed channel realignment in croing jut uptream from Warfield Point. Left bank alo ha been realigned eatward

62 Photograph 1.8. Movable - bed tet 8, 35-ft tage. Downtream view hoving current direction in reach uptream from Warfield Point during run 1

63 Photograph 19. Movable - bed tet 8, 35 -fi tage. Downtream view howing current direction in vicinity of Warfield Point during run l. Note tendency of flow pat Warfield Point to remain near left bank

64 Photograph 20. Movable - bed tet 8, 5-ft (falling) tage. Downtream view howing current direction in reach uptream from Warfield Point during run 1

65 Photograph 21. Movable-bed tet 8, 5-ft (falling) tage. Downtream view howing current direction in vicinity of Warfield Point during run 1. Note concentration of flow along left bank below Warfield Point

66 Photograph 22. Movable -bed tet 8, end of tet. DoWllStream view howing channel configuration in reach uptream from Warfield Point

67 Photograph 23. Movable-bed tet 8, end of tet. Downtream view howing channel configuration in vicinity of Warfield Point. Note alignment of channel between Warfield Point and Walker Bend

68 PLATES

69 S S I P PI CARTER POINT VICINITY MAP PLATE I

70 .J Cl) :l z Q J \ <( I r-, f:::-t :::.::.:: o..._.: r-. 34 \!) 32 <l 1-: Cl ::1 -ij 1.!1 _Q; 28 I,. 0,,., MILES ABOVE HEAD OF PASSES -..J J r Q: 11:: M 46 \ \ \ \ \ 1.,) r- r ! f-- <f. <f. \:1 \: NOTE: WATER-SURFACE PROFILES REPRESENT AVERAGES OF GAGE READINGS TAKEN ON RIGHT AND LEFT BANKS. SEE PLATE 3 FOR GAGE LOCATIONS. "U r ["11 1\) LEGEND II MARCH 1949 PROTOTYPE WATER-SURFACE PROFILE MODEL ADJUSTMENT TEST WATER-SURFACE PROFILE WATER-SURFACE PROFILES FIED-BED ADJUSTMENT 35-FOOT STAGE

71 C=:J {:::::::::::::::::::::::::::::)!lllillllllllli lmmml ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP LEGEND LWP LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK (APPROIMATE) MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). II) CHANNEL CONFIGURATION FIED- BED BASE TEST (FEBRUARY-MARCH 1949 CONDITIONS) SCALES PROTOTYPE 20iD Mo =0===4=00i i0=0====8= FT MODEL 5-=- 0===== ====== ====25FT PLATE 3

72 _ J 1/) :l... w w II z w.j w "-,, t _ lo.l 1.) , ::::;::: "::::" Q: r---..:.::::: Ill ::::::-:.:::::, t r J t r :: \ L-!.:::::: lo.l -- lo.l 1.) ::::! :-..:..;;;.,. -:- ""t -. r-- 1.)_. r- t- - - :;: :-:-:::: :::::: \. \ 30.. h : Cl.. " lo.l 1.) ""t 2 1.) 28 t--;c Ill - l.l lo.l 1--1.) ""t ""t - 1.) _r I 1.) ILES ABOVE HEAD OF PASSES LEGEND WATER- SURFACE PROFILES "U BASE TEST TEST 4 r -- TEST I TEST 5 FIED-BED TESTS ---- TEST TEST 6 35-FOOT STAGE rn - - TEST 3.):>.

73 c--, J LWP NOTE: LEGEND LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK (APPROIMATE) REVETMENT MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER / CURRENT DIRECTION & VELOCITY IN PROTOTYPE FEET PER SECOND ACC VECOCTOES ARE AVERAGE VACUES. /* 0 (/} z HARBOR I., " a: CURRENT DIRECTIONS AND VELOCITIES FIED- BED BASE TEST 35-FT STAGE PROTOTYPE MODEL SCALES ====4= ====8= IO.OOOFT 50=====5i.... IOC==== ====S25FT PLATE 5

74 )( c=j (:::::::::::::::::::] mmmj ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP LEGEND LWP LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK REVETMENT MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW W ATER PLANE (LWP). :/ / )( <? U)? )( )( CHANNEL CONFIGURATION FIED-BED TEST 1 PROTOTYPE MODEL SCALES 2 ; FT ==.. == 50C===5... _:1o==I5.. 20==25FT PLATE 6

75 )( L:.P LEGEND LOW WATER PLANE ELEVATION IN FEET M S L --- TOP BANK (APPROIMATE) )( (/) it 0 \ I ) lev I c==j REVETMENT 8 MODEL GAGE LOCATIONS <( NOTE: TEMPLET AND SOUNDING RANGE NUMBER /k_ / CURRENT DIRECTION & VELOCITY IN PROTOTYPE FEET PER SECOND ALC VHOCTES ARE AVERAGE VALUES. >< (/) HARBOR - I /... y,, q q "" / I \ "- CURRENT DIRECTIONS AND VELOCITIES PROTOTYPE MODEL FIED- BED TEST 35-FT STAGE SCALES 20i00II ====4= K0=0=== IOOOOFT 5 c. --0=====5.. --IOC===I5.. 20====S2FT PLATE 7

76 LEGEND c=j!::::::::::::::::::::::::::::] lilllliliiilili ma ABOVE LOW WATER PLANE (LwP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP LOW WATER PLANE ELEVATION IN FEET M S L --- TOP BANK (APPROIMATE) c==j REVETMENT MODEL GAGE TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). CHANNEL CONFIGURATION FIED-BED TEST 2 PROTOTYPE SCALES FT )( MODEL i =-io=====i... _.o====-... 2co====52FT PLATE 8

77 LWP c==j REVETMENT 8 MODEL GAGE LOCATIONS LEGEND LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK (APPROIMATE) TEMPLET AND SOUNDING RANGE NUMBER / CURRENT DIRECTION & VELOCITY IN PROTOTYPE FEET PER SECOND x NOTE: ACL VHDCOmS " AV"AG VAW<S. /"" II} z tiarbor... J J..- J J...- _,._ J _,.._ },,../ / j:., _,.,.. : (( CURRENT DIRECTIONS AND VELOCITIES FIED- BED TESI 2 35-FT STAGE PROTOTYPE SCALES FT MODEL 5o=====i5... co====l5._... 2o====5 25FT PLATE 9

78 LEGEND c=j [::::::::::::::::::::::::1 IIIIIIIIIIillil mmml ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP --- LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK (APPROIMATE) MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). / / )( \ \ )( CHANNEL CONFIGURATION FIED-BED TEST 3 SCALES )( PROTOTYPE MODEL 20ooouo._... 2.oioo====4=o 3oio..oioo=====aooo._...,o.oooFT ot=====-.... o====._.. _.2o====25.FT PLATE to

79 LEGEND c:: LOW WATER PLANE ELEVATION IN FEET M S L -- TOP BANK (APPROIMATE) c==j REVETMENT MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER / CURRENT DIRECTION & VELOCITY IN PROTOTYPE FEET PER SECOND NOTE: ALL VELOCITIES ARE AVERAGE VALUES. /1< )( II] )( HARBOR \ )( \ CURRENT DIRECTIONS AND VELOCITIES FIED- BED lest 3 35-FI STAGE \ SCALES )( PROTOTYPE MODEL FT 5-0C===5... 1c0==== ==25FT PLATE 11

80 LEGEND c=j L: : :-: : :-:-:-:-:-:-:4 niilimid mmml ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP LWP LOW WATER PLANE ELEVATION IN FEET MSL TOP BANK (APPROIMATE) REVETMENT MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). :/ / <? Y CHANNEL CONFIGURATION FIED-BED TEST 4 SCALES )( PROTOTYPE MODEL 2o. ri u oi-.. 2 ooo====4=ooo._... o g=o====aooo._... oiooort 5=-0==== ==== ====25FT PLATE 12

81 LEGEND L:.P LOW WATER PLANE ELEVATION IN FEET M S L >< c==j REVETMENT 9 MODEL GAGE LOCATIONS -- TOP BANK (APPROIMATE) NOTE: TEMPLET AND SOUNDING RANGE NUMBER / /1c_ CURRENT DIRECTION & VELOCITY IN PROTOTYPE FEET PER SECOND>< ALL VELOCmES ARE AVERAGE VALUES. )( >< II) >< _ _ _..._ ->;..,..._ I _..._ I / / / /...i:., _,..!: it / J >< >< >< CURRENT DIRECTIONS AND VELOCITIES FIED- BED TEST 4 35-FT STAGE SCALES PROTOTYPE MODEL FT i.-= c =- ri.o=== --o=====- -.li2co==52p. FT PLATE 13

82 eo-\... c:=:j!:::::::::: :J llillllllillllj mmm1 ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BETWEEN BELOW LWP 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP NOTE: SOUNDINGS AND LEGEND LWP LOW WATER PLANE ELEVATION IN FEE TOP B T M S L ANK (APPROIMATE) REVETMENT MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE N CONTOURS ARE REFERRED TO LOW WATER PLANE UMBER (LWP). >( >. \ \ (/) \ 1 I I \ \ Cll GREENVILLE BRIDGE z GR NVILL HARBOR \ \ CHANNEL CONFIGURATION FIED-BED TEST 5 5::: 70 SCALES PROTOTYPE 2000 o ::::: ==4000==.. MODEL ====5... ====::-:iioo::ioooo FT FT PLATE 14

83 LWP LEGEND -.,- LOW WATER PLANE ELEVATI - TOP BANK (APPR ON IN FEET M S L c==j REVETMENT OIMATE) 8 MODEL GAGE LOCATIONS TEMPLET AN D SOUNDING RAN CURRENT DIRECTION 0 GE NUMBER NO VELOCITY MEAS UREMENTS TAKEN) 1/) "U r rn (11 q;$??? >o,,, PROTOTYPE MODEL CURRENT DIRECTIONS FIED-BED TEST 5 200C._ FT STAGE

84 c:=:j ABOVE LOW WATER PLANE (LWP) {:::::::::::::::::::::::::::) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP m:mm MORE THAN 20 FEET BELOW LWP LEGEND LWP LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK (APPROIMATE) MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). )(,# >< I I r/) 1 I I >< ;/ I <( >< II) GREENVILLE BRIOG z >< )( CHANNEL CONFIGURATION FIED-BED TEST 6 PROTOTYPE MODEL SCALES FT =-oc=====i-... o===== o=====2SFT PLATE 16

85 L;: LEGEND LOW WATER PLANE ELEVATION IN FEET M S L --- TOP BANK (APPROIMATE) c==j REVETMENT MODEL GAGE LOCATIONS >< NOTE: TEMPLET AND SOUNDING RANGE NUMBER / CURRENT DIRECTION 8. VELOCITY IN PROTOTYPE FEET PER SECOND.CL VELOWOES AeE AVER">E VALUES. / k >< \( z y l., y.- y a: y.- y >- y.. " L.tv,..,. >< \( \ CURRENT DIRECTIONS AND VELOCITIES FIED-BED TEST 6 35-FT Sl"AGE PROTOTYPE MODEL SCALES FT 5o=====i-...-lco====._... 2o====2FT PLATE 17

86 r=j (:::::::::::::::::::::::::::::1 ITIIIli1lill l!"mmi ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP LEGEND L:.P LOW WATER PLANE ELEVATION IN FEET M S L --- TOP BANK (APPROIMATE) [==J MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). >< 1 i \ I I Y.«o r-/ I J (@ I. I I I I GREENVILLE BR!OGE I..., 0: )( )( CHANNEL CONFIGURATION START OF MOVABLE -BED VERIFICATION TEST JUNE-SEPIEMBER 1947 CONDITIONS,SCALES )(... - PROTOTYPE MODEL FT =-io==== o====l._... 2o====25FT PLATE 18

87 LEGEND ""0 r m PROTOTYPE HYDROGRAPH MODEL HYDROGRAPH MODEL HYDROGRAPH MOVABLE- BED VERIFICATION TEST

88 c:::j V:::::::::::::::::::::::::! IIIIIIIliill I!II!Iim ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND. 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP LEGEND c:e LOW WATER PLANE ELEVATION IN FEET M S L c==j REVETMENT 8 MODEL GAGE --- TOP BANK (APPROIMATE) TEMPLET AND SOUNDING RANGE NUMBER )( NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). )(.... _,.,!: tr )( )( )( )( CHANNEL CONFIGURATION MARCH- APRIL 1950 PROTOTYPE SURVEY PROTOTYPE SCALES FT MODEL 5io=====15..._.1o====li... 2o====25FT PLATE 20

89 LEGEND c=j (:::::;:;:;:;:t:::::::::::l IIIliiiiiiil mmw ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 feet BELOW LWP v;.p LOW WATER PLANE ELEVATION IN FEET M S L --- TOP BANK (APPROIMATE) [==J REVETMENT MODEL GAGE LOCATIONS -@j TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP). >< : tr -,.,.:..., "" CHANNEL CONFIGURATION END OF MOVABLE -BED VERIFICATION TEST PROTOTYPE MODEL SCALES FT 50C=== ==== K0=====525.F"T PLATE 21

90 12! , J 110 fl) ::;: I... w "- 105!: z 0 j:: <( > w...j w 100 r w I < "... z I "U r (TI 1\) 1\) NOTE: TIME SCALE: 15 MODEL HOURS EQUAL ONE PROTOTYPE YEAR !> PROTOTYPE TIME IN DAYS MODEL HYDROGRAPH MOVABLE-BED TESTS AVERAGE OF PROTOTYPE STAGES

91 LEGEND c=j lif{fitj mdiii mmm ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 20 FEET BELOW LWP MORE THAN 20 FEET BELOW LW P LWP _a_e_ --- LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK (APPROIMATE) REVETMENT MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED TO LOW WATER PLANE (LWP) )( )( CHANNEL CONFIGURATION MOVABLE -BED BASE TEST END OF RUN 3 PROTOTYPE MODEL SCALES FT FT I PLATE 23

92 c::j k::::::i::::::::::::] IIIIJ]]]]] ummm ABOVE LOW WATER PLANE (LWP) BETWEEN 0 AND 10 FEET BELOW LWP BETWEEN 10 AND 2.0 FEET BELOW LWP MORE THAN 20 FEET BELOW LWP LEGEND LWP LOW WATER PLANE ELEVATION IN FEET M S L TOP BANK (APPROIMATE) MODEL GAGE LOCATIONS TEMPLET AND SOUNDING RANGE NUMBER NOTE: SOUNDINGS AND CONTOURS ARE REFERRED "TO LOW WA"TER PLANE (LWP). -GREENVILLE BRJOGE z..!/f f! uc" CHANNEL CONFIGURATION MOVABLE-BED TEST 7 START OF TEST PROTOTYPE MODEL SCALES FT c.io====-.... o====li... 2o=====25FT PLATE 24