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��HYD-93 HYDRAULICS BRANCH
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UlifITED STATES DEPAR'l'MENT OF' THE INTERIOR
BUREAU OF RECL.Ai A'l'ION
Memorandum to Chief Designing Engineer
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'� * * HYDRAUI. IC YODEL STUDIES OF THE BALLS FERRY RACK * * MIGRATORY-FISH CONTROL - CBNTPJ\.L VALLEY PRO,TECT, CALIFORNIA *
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By
J • A. L IlifDSEY, JUNIOR ENG HJEER
Denver, Colorado June 23, 1941
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BUREAU OF' n:::cu:i.�7
HYDRAULIC LABCF: '.'l · · Denver, Co�P}l18 'BI:<f'fil.11i�JLD lfl�l •l• ••
MK :oHAi1TD1.J: TO CHIEF DESIGNING ENGINEER (J. A. Lind�eythrough J. E. Warnock) · ·
Subject: Hydraulic model studies of the Balls Ferry rack, migratory-fish control, Central Valley project, California..
INTRODUC'l.' IOH
1. !_�rototype. The Balls Ferry rack and trap structure will be built on the Sacramento River, approximately 25 miles below ICeswick Dam, as a part of the migratory-fish control on the Central Valley project in California (figure 1). The rack will be built on an angle of 60 degrees with the direction of flow in the river, causing the fish swimming upstream to move towards the left bank where they will jump over a small weir to enter the trap structure (figures 2 and 3) • It is planned to trap the entire fish run at the Balls Ferry rack until Keswick Dam is completed. The structure will then serve as an auxiliary to the trapping station at Keswick.
2o The model. A 1 to 8 scale model of a section of the rack, representing ·32 feet of channel width, was built to study the r.1erits of two arrangements of the 1·ack which will be referred to as racks "A" and 11 B" in this memorandum. For both racks, the angle betweon the axis of the rack and the direction of the channel was 60 degrees, and the angle between the plane of the rack and the plane of the river bed was 45 der;rees (-figures 11 and 5) o
The grille members of rack "A" v,ere perpendicular· to the base of the rack, while on rack "B", they were inclined at an angle of 67° - 47' •. A vertical nlane nassing through one of the grille members of the latter would be parallel.with the direction of fl mv in the river.
The 1 t-o 8 scale ratio was aclo;)ted to facilitate the measuring of head losses through the racks. Each rack consisted of a grille of 1/�-inch round brass rod, supported· by a 3/4- by 3/4-by 1/8-inch galvanized angle frame (figure 4). These were placed in a metal-lined box 4 -feet wide and 15 feet long ( figure 6.) Four inches of sand was placed on the bottom of the box for scour studies.
3. �tunmary of the investigation. The hydraulic model studies were initiated to determine which of the two types of rack was the most efficient and to ascertain the loss of head through each. The tests showed that either would vrnrk satisfactorily as the head losses for both were small, even under the most adverse conditions.
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4. � operation. Tests were ma.de at prototype discharges of 1,000 to 15,000 second-feet. The discharge was regulated by valves in the supply line. The water-surface elevation was adjusted to correspond with the prototype by raising and lowering the tailwater gate (figure 4). The racks were held in place by their own weight and could be quickly interchanged.
5. Measuring head losses. The head drop at the re.ck was obtained by measuring the difference in elevation between the upstream water surface and the- lowest point-in the trough immediately downstream from the,structure (figure 7). These measurements were made with a point gage mounted on an aluminum channel in such a manner that it could be moved freely in the direction parallel with the flow. The net or actual head loss due to the friction of the rack in the river was obtained by measuring the water surface upstream and downstream from the re.ck with a point gage which could be attached to either of two channels parallel with the rack, one upstream and one downstream from it (figure 6). Five readings of the water surface were taken upstream and five dovmstree.m to obtain average values of the water-surface elevations. The contraction head loss wa.s the difference between the head drop at the rack and the net head loss •
6, ,!?-ow when rack is partially clogged. A maximum head loss through the structure will occur when the discharge in the river is 15,000 second-feet and the rack is partially clogged by trash. To simulate this condition, heavy cloth wa.s laid over the upper two-thirds of the rack, forcing most of the flow through the lower one-third of the grille area.
ANALYSIS' OF RESULTS
7. · Changes in flow caused by the rac�.!..
Prototype values, converted from model measurements of the net head losses due to friction for a discharge of 15,000 second-feet �nth debris-free flow. were 0.048 foot for rack "A" and 0.032 foot for re.ck "B" (figure 7) • The head drops a.t the rack under the same condition were found to be 0.240 foot for rack "A" a.nd o.224 foot for re.ck "B" (figure 8). The contraction head loss was thus equal to 0.192 foot for both racks.
When the racks were partially clogp;ed and the discharge was 15,000 second-feet, the head loss was approximately o.70 foot for ea.ch rack.
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The head. drop at the ruck wo.s computed to check the measured drop. Usinr; model figures for a flow of 15,000 second-feet prototype:
Q = 4.42 0 cubic feet per second.
v1 = o.912 foot per second.
A1 = 4.848 sguare feet.
1½ 2/3 X 4.848 - 1.5 X 29e80 2.922 feet. = -= square 144
V2 Q, 4.420
1.513 feet second. = -= = per A2 2 .922
The contraction head
'fhe average measured rack in the stream = hr The head drop at the ruck
loss -· v/ he = - V1,
2g
1.5132 - 0.9122
64.32
2
2 .2s9159 - o.831744 = ---,-,--....,.,,-----64.32
= 0.023 foot or 0.184 foot prototype.
net head loss due to the friction of the ·- 0.005 foot or o.040 foot prototype. = ht = hv + hr
= 0.023 + 0.005
= 0e028 foot or o.224 foot prototype.
This compares favorably with the average measured head drop for both racks of o.029 foot. A similar mathematical check of the head drop when the rack was partially clogged with debris could not be made as the percent of flow seeping through the cloth could not be determined.
s. Scour of the river bed. No appreciable scour of the river bed ��s noted for discharges up to and including 15,000 secondfeet when the ract was free of debris. However, when the rack was partially clogged with trash, the high-velocity flow through the lmver part scoured the sand bed for a. distance of S to 10 feet (prototype) downstream from the ra.ck (figure 6). No seour was ap-1_)arent upstream fro:cn the rn.ck in any of' the tests.
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9. Summary. The tests showed that the losses through rack "A 11 ;:rere slig,htly greater than through r·ncl: 11B". 11Hth debrisfree floi,·,, however, the loss through either rnck was negligible. The maximum loss amounted to o.240 foot for rack "A" and 0.224 foot for rack "B" with a discharge of 15,000 sr:,cond-feet. When the racks were clog1;ed, there was no apm.1.rent difference in the losses for the two types. The model stud:i.es indicated the.t the maximum probable head loss on the prototyne s tructure ,,,rlll be o. 70 foot, and this ·will occur only if the rack should become heavily clogged with debris at a discharge in the river of 15,000 second-feet.
No scour of the river bed we.s a9parent when the rack was free of trash. Vvnen it was partially clogged, the resulting highvelocity flow through the lower part of the rack scoured the river bed for a distance of 5 to 10 feet downstream from the rack.
10. Recommendations. These tests indicate that the choice between ra·ck "A'1 and rack "B" is a n economi.c rather than a hydraulic consideration. Ease and economy of construction should govern the design used. To avoid greater head losses and undesirable scour, the rack should be kept reasonably free of trash. It is believed that the prototype structure will be adequate if the design is based on a head loss of one foot at 15 >000 ·second-feet discharge •
J, A. Lindsey.
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UNIT'ED STATES DERARTNENtDI' THE INTERIOR BIIIICAU OF RECLA/ltAnON
CENTRAL. VALLEY PRO,JECT-CALIF'ORNIA . KENNETT DIVISION
MIGRATORY FISH CONTROL
LOCATION, MAP
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P L A N - R I GHT AB UTMENT
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UN I TED S TATES DEPARTMENT OF THE INTER I OR
BUREAU OF RECLAMATION CENTRAL VA LLEY PROJECT - CA L I FORNIA
KENNETT O I V I S I O N
M I G RA TO R Y FI S H C O N TROL
BALLS FERRY F I S H RA CK AND TRAP
G EN E RA L P L A N
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SCALE OF FE.E.T P LAN AND SECTION A·A
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SCALE OF FEET DETAIL'S
U N I T E D S T A T E S
DEPARTMENT O F THE INTERIOR BUREAU OF "ECLAMATION
CENTRAL VALLEY PROJEC T - CALI FORrilA KENNETT DIVISION
M I G RATOR Y FI SH C O N T R O L
BALLS FERRY FI SH RACK
D ETA ILS
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CHE.CKE.o :a�. - - - -·· ,APPROVED : . -- - - - - -- - - - - - - - ----- - - - - - - - - - - - ---1 DENVER, CO�OltAOO, MAR. Z5, /HO I 2 14-D-6166
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PLAN OF RACK "A"
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PLAN OF RACK"B"
UNI TED S'TJ' TE� DCPMffM ENT OF THI! IHT/!l!IOR.
tJUHE/14V OF IUCLAftAl4Tl0H C (NTRAL VAL L EY PMJECT·CAL IFORNIA
KENNETT DIVIS/OH MIGRATORY FISH CONTROL
BAUS FERRY AICK HYDRAULIC MODEL STU01�$ • 1:• #ALE
GENERAL PLAN ANO S9:TI0#5 (N ltfQDfL
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FI GURE 5
VIEW OF RACK "A" FROM THE UPSI'REAM SIDE
VIEW OF RACK "B" FROM THE UPSTREAM SIDE
BALLS FERRY RACK, 1 : 8 SCALE MODEL
FIGURE 6
VIEW OF MODEL SHOWING HOW RACKS WERE HELD IN PLACE
SCOUR CONDITIONS AFTER DISCHARGE OF 15 , 000 SECOND-FEET THROUGH PARTIALLY CLOGGED RACK
BALLS FERRY RACK , 1 : 8 SCALE MODEL
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FIGURE 8
VIEW OF RACK "A" , DISCHARGE 15 , 000 SECOND-FEET
VIEW OF RACK "B" , DISCHARGE 15 , 000 SECOND-FEET
BALLS FERRY RACK , 1 : 8 SCALE MODEL
V