scholarly journals Observations of the Behavior and Distribution of Fish in Relation to the Columbia River Navigation Channel and Channel Maintenance Activities

2001 ◽  
Author(s):  
Thomas J Carlson ◽  
Gene R Ploskey ◽  
R L Johnson ◽  
Robert P Mueller
2001 ◽  
Author(s):  
Thomas J. Carlson ◽  
Gene R. Ploskey ◽  
R. L. Johnson ◽  
Robert P. Mueller ◽  
Mark A. Weiland ◽  
...  

1972 ◽  
Vol 1 (13) ◽  
pp. 138
Author(s):  
M.P. O'Brien

A model of the estuary of the Columbia River was built and tested at the University of California, Berkeley, during the years 1932 to 1936, to study the effects of proposed changes in the navigation channels on the currents and sediment movement. The project was sponsored by the North Pacific Division of the Corps of Engineers, and the engineering results were reported at that time in internal memoranda. The basis for the selection of the scale ratios and other factors affecting the design of the model were reported in some detail (O'Brien, 1935), but only a brief note was published regarding the operation and the accuracy of the model (Johnson, 1948). In some respects this model is still unique, and a description of it may be of interest to the coastal engineers. This paper deals primarily with the model itself and not with the practical problems of channel maintenance and improvement, but some information regarding the regimen of the Columbia is necessary background for understanding the problems which were to be studied in the model. Figure 1 shows the configuration of the estuary, the jetties, and the ship channel. The river was then unregulated; the freshwater discharge exhibited an annual cycle with an average annual flow of 235,000 second feet, an average summer freshet discharge of 660,000 second-feet, and an average low-water flow of 70,000 second-feet. The tide shows a diurnal inequality, with the long run-out following higher high water; the diurnal range of tide is 8.5 feet, and the average range is 6.5 feet. Freshet flows affect the range and lag of tide in the river section above the estuary to such a degree that the published USC and GS Tide Tables were valid only for the months September through May and not for the freshet season. The range of tide is approximately constant from the ends of the jetties to Harrington Point; the lag over this reach is approximately two hours. At low river stages the tide is evident as far as Bonneville, 140 miles from the mouth; the tide wave progresses with steadily decreasing amplitude and there are no nodal points. The tidal prism varies both with range of tide and river stage; at low river stages, the prism corresponding to an 8 foot range is between 600,000 and 700,000 acre feet.


2021 ◽  
Vol 9 (11) ◽  
pp. 1182
Author(s):  
Cody L. Johnson ◽  
Brian C. McFall ◽  
Douglas R. Krafft ◽  
Mitchell E. Brown

Nearshore nourishments are constructed for shoreline protection from waves, to provide sediment nourishment to the beach profile, and to beneficially use dredged sediment from navigation channel maintenance. However, it is poorly understood how placement morphology and depth influence nearshore processes operated on wave-dominated coasts. This study investigates the wave fields, sediment transport, and morphological response to three common nearshore nourishment shapes, nearshore berm (elongated bar), undulated nearshore berm, and small discrete mounds, with numerical experiments utilizing the Coastal Modeling System. The nourishments are placed in depths between 3 m and 7 m with a volume of approximately 100,000 m3 and between 400 m and 1000 m in alongshore length. Numerical experiments are carried out in three distinct coastal settings with representative wave climates and geomorphology. Simulation results indicate that shallower, more continuous berms attenuate the most wave energy, while deeper, more diffuse placements retain more sediment. Results from this study improve the understanding of nearshore nourishment shapes and can support decision makers identifying the most appropriate construction technique for future nearshore nourishment projects.


Author(s):  
Brandan M. Scully ◽  
Kenneth Ned Mitchell

This paper presents a reliability measure for selecting marine navigation channel maintenance depth. Resource constraints have resulted in dredging requirements outpacing the funds available to the U.S. Army Corps of Engineers to perform navigation channel maintenance dredging, but navigation managers lack a method to objectively select maintenance depth alternatives to authorized project depths. The reliability of a navigation channel can be determined as the probability that a vessel's net underkeel clearance is greater than or equal to 0. Net underkeel clearance was hindcast from underkeel clearance contributors that include sailing draft, water level, bathymetric elevation, vessel squat, and wave response. This method was tested in Charleston Harbor, South Carolina, with an authorized depth of 45 ft (13.7 m). The harbor includes two-way container, tanker, roll on–roll off, and passenger traffic with maximum drafts exceeding design depth. Vessel squat in transit is calculated on the basis of vessel speed, obtained from Automatic Identification System (AIS) data and a representative block coefficient based on vessel size and type. This study used archival AIS data, bathymetric surveys, observed water level elevations, and information collected by vessel pilots to calculate net underkeel clearance of vessel transits through each dredged location within the harbor in 2011. It was determined that channel reliability ranged from 98.7% to 100%. Channels with 100% reliability had minimum net underkeel clearance between 1.0 ft (0.3 m) and 8.3 ft (2.5 m). The approach provides a potential method to select maintenance depth alternatives to authorized channel depths that may result in maintenance cost savings that arise from avoided dredging and associated material management costs.


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