Galveston District Projects

Mouth of the Colorado River  /  Colorado River Locks

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29 Aug 2002

What are our Plans?

   The Colorado River Locks and the Mouth of the Colorado River project are two separate Federal projects, each with a set of concerns that need to be addressed. We are addressing these concerns as follows:

Colorado River Locks

   a. The Colorado River Locks were designed and constructed many years ago, and since that time the size of the tows and method of towing used by the barge industry have changed. The 75-foot gated locks are too narrow to accommodate the new modern wider barges, posing a major safety threat. The crossing was designed when barges were carried astern on a towline rather than the current practice of pushing a string of barges, making navigation of the crossing more difficult. Many tows have to "trip" or break down and moor their barges while taking one barge across at a time, causing delays, particularly during high river stages. We are currently using the authority of Section 216 of the 1970 Flood Control Act which allows us to review the operation of completed Federal projects and recommend project modifications when found advisable due to significantly changed physical or economic conditions to evaluate the practicality of modifying the existing project to improve conditions. The reconnaissance phase of this study was completed in September of 2001. A feasibility study will follow which will evaluate a range of alternatives to reduce the traffic delays and improve safety conditions. This could include a widening of the locks and possibly relocating them farther away from the Colorado River.

   b. The barge industry has expressed their belief that completion of the diversion feature of the Mouth of Colorado River project, including the closure of Parker's Cut and the opening of the bypass channel has created hazardous navigation conditions. Specifically they have complained of strong currents at the bypass channel intersection with the Gulf Intracoastal Waterway (GIWW) and a changed current pattern at the Colorado River crossing, the currents in the river have shifted more toward the west lock entrance. Since construction was completed on the diversion feature, we have been working with the towing industry to find a solution to their concerns. This has included the building of a physical model of the locks and bypass channel at our Waterways Experiment Station at Vicksburg, Mississippi, installing a gage and monitoring the currents at the bypass channel, and the installation of Yokohama bumpers on a test basis to help reduce damage to the locks and tows if they were caught in the current. Our objective was to find an interim solution to the current problem until the Section 216 study of the Colorado River Locks would hopefully provide a permanent solution. Unfortunately, the physical model study and our other activities did not clearly provide a solution to the problems. In the case of the physical model it was determined that some measures would provide an amount of improvement, but no one solution would clearly solve the problem and be acceptable to the towing industry. For more information on the physical model study, you can access the study report on the internet as follows:

http://www.wes.army.mil
Click on "Library"
Click on "Online Library Catalog"
Search for "ERDC/CHL TR-0026"

   c. As an interim aid we are proposing to restore the southwest point at the west lock. The point, which has eroded in recent years, is used by the towing industry as a grounding point when their tows are deflected by river currents and helped them align for the approach to the lock.

Mouth of Colorado Project

   a. The concerns for the Mouth of Colorado River project include not only the issue of access to West Matagorda Bay (Parker's Cut), but also water quality and sedimentation in the navigation channel, the weir jetty, sedimentation basin, and erosion at the west jetty. We have proposed to evaluate the project concerns regarding rapid shoaling in the navigation channel adjacent to the impoundment basin, the weir jetty design and erosion at the west jetty. However, this approach will require a cost-sharing sponsor for the study and construction of any remedial features.

   b. We are also undertaking a comprehensive mathematical modeling effort at WES to evaluate the effects of the opening of Parker's Cut, the proposed southwest cut, an opening in the diversion dam, or some combination of openings on currents in the GIWW at the bypass channel, and the effects the openings will have on salinity, currents, and sedimentation. What we are trying to do is to address all the concerns voiced by the various stakeholders at one time. The towing industry has stated that the opening of the proposed southwest cut would reduce the currents at the mouth of the bypass channel by as much as 25 percent according to a report they had prepared. The local sponsor and others have been concerned about fish kills that have occurred in the navigation channel, sedimentation in the old river channel, and lack of access to West Matagorda Bay. Opening the southwest cut would not solve the problem of access to the West bay, but might reduce the currents at the bypass sufficiently for the towing industry. The District is concerned with possible impacts to the environmental features of the Federal project if Parker's Cut is reopened. Our position is that it is easier to not make a mistake by performing a study prior to opening the cut than it would be to close the cut again once an adverse impact has been identified. The study which is being performed by the Waterway Experiment Station in Vicksburg, Mississippi is scheduled to be completed in December 2002.

   c. The Water Resources Development Act of 1999 authorized us to study the environmental and economic feasibility of returning minimum draft navigation between the Colorado River and Matagorda Bay through Parker's Cut or other suitable location. However funds have not been appropriated to begin the study, which would be at a reconnaissance level. However, we cannot use this authorization to begin work as a new study cannot be initiated until funds are made available in an Appropriation Act.

The Corps of Engineers is neither an advocate nor opponent to opening Parker's Cut. There are some complex associated environmental issues that require analysis prior to opening Parker's cut. In the past, the resource agencies have been very firm in their insistence that 100 percent of the Colorado River flows be diverted into West Matagorda Bay. Their concern has been with Parker's Cut open, the fresh water diverted to Matagorda Bay may flow directly to the Gulf through Parker's Cut with a loss of nutrients and beneficial salinity gradients attributed to the diversion. I have proposed to conduct a comprehensive analysis of the area to develop the data needed to address the issues. If the analysis indicates that opening Parker's Cut or the southwest cut will not jeopardize the Federal investment to the MCRP, I believe this would address all concerns associated with the opening.