Please use this identifier to cite or link to this item: https://hdl.handle.net/11681/13470
Title: Navigation conditions at McAlpine Locks and Dam, Ohio River : hydraulic model investigation
Authors: United States. Army. Corps of Engineers. Louisville District.
Shows, Louis J.
Franco, John J.
Keywords: Fixed-bed models McAlpine Locks and Dams Hydraulic models Navigation conditions Locks (Waterways) Ohio River Hydraulic structures Hydraulic engineering
Publisher: Hydraulics Laboratory (U.S.)
Engineer Research and Development Center (U.S.)
Series/Report no.: Technical report (U.S. Army Engineer Waterways Experiment Station) ; HL-81-7.
Description: Technical Report
Abstract: McAlpine Locks and Dam are located on the Ohio River near Louisville, Kentucky, 606.8 miles below Pittsburgh, Pennsylvania. The locks are located in a bypass canal on the left overbank landward of Shippingport Island. A powerhouse is located along the left bank adjacent to the downstream end of Shippingport Island, and a four-gated spillway section is located adjacent to the powerhouse. A fixed-crest weir extends from the four-gated spillway section upstream 6,600 ft generally parallel to the right bank to an upper five-gated spillway section which is connected to the right bank with a 1,200-ft-long fixed-crest weir just upstream of the Pennsylvania Railroad bridge. The structures, designed to maintain a minimum upper pool during low flows extending about 75 miles upstream to Markland Locks and Dam near Warsaw, Kentucky, include a navigation lock with clear chambers dimensions of 110 ft wide by 1,200 ft long located at the lower end of a 1.75-mile-long canal along the left bank and two auxiliary locks between the main lock and left bank that are out of service. A fixed-bed model reproduced about 8.5 miles of the Ohio River channel, the lock approach canal, and adjacent overbank areas to an undistorted scale of 1:120. The model investigation was concerned with improving navigation conditions at the entrance to the lock approach canal; developing modifications required to remove shoaling along the right bank just downstream of the fixed weir at the upper gates; determining the effectiveness of dam modifications on reducing swellhead at the dams; determining the effect of a proposed dike design to reduce scouring along the Indiana bank opposite the lower tainter gates; investigating the effect of an additional 1,200-ft lock on navigation; and investigating the effect of lock filling on surge within the lock approach canal with the proposed additional lock. Results of the investigation revealed that of the plans tested, the greatest improvement in the canal was obtained with a 600-ft long low dike forming an extension to Shippingport Island. Increasing the number of gate bays and gates to the right of the upper gated spillway or lowering the elevation of the overflow fixed-crest weir would increase the range of controlled flows. Deposition along the right bank downstream of the Pennsylvania Railroad bridge could be reduced with the addition of gates to the right of the existing upper gated spillway or by construction of a training dike to divert flow from the existing upper spillway toward the deposition area. Scouring along the right bank opposite the lower gated spillway could be reduced by construction of a deflector dike between the spillway and the right bank; however, velocities would tend to be increased farther downstream. Velocities impinging on the right bank could also be reduced with flow through the upper gated spillway during lower flows. Surges created by lock filling can vary appreciably, depending on the surge remaining after a previous filling and other factors such as traffic, wind, river discharge, and rate of filling. Proper phasing of the filling of the second lock can reduce the surge produced to heights equal to or less than those produced by filling the first lock. Satisfactory navigation conditions could be developed with two 1,200-ft locks arranged as tested. When emptying the two 1,200-ft locks simultaneously on the riverside of both locks, erosion along Sand Island could be increased to a point that it might have some effect on navigation in the lower approach. NOTE: This file is large. Allow your browser several minutes to download the file.
Rights: Approved for public release; distribution is unlimited.
URI: http://hdl.handle.net/11681/13470
Appears in Collections:Technical Report

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