A History of 

The 

Waterways Experiment 

Station 

1929- 97 
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A History of the Waterways Experiment Station 1929-1979

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U.S. Army Corps of Engineers,Waterway Experiment Station,3903 Halls

Ferry Road,Vicksburg,MS,39180

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WES 

Directors 

1st. Lt. Francis H. Falkner 

Aug 1934 - Jun 1937 

Mr. Gerard H. Matthes 

May 1942 - Sep 1945 

1st. Lt. Herbert D. Vogel 

Oct 1929 - Aug 1934 

Capt. Paul W. Thompson 

Jul 1937 - Sep 1939 

Lt. Col. Clement P. Lindner 

Oct 1945 - Dec 1945 

Capt. Kenneth E. Fields 

Sep 1939 - Dec 1941 

Col. Carroll T. Newton 

Jan 1946 - Dec 1946 
Col. John R. Hardin 

Jan 1947 -Mar 1947 

Col Carroll H. Dunn 

Sep 1952 - May 1955 

Col. Alex G. Sutton, Jr. 

Aug 1961- Dec 1964 

Col. Ernest D. Peixotto 

Jun 1970- Jull973 

Lt. Col. Ralph D. King 

Jul 1947 - Jul 1950 

Cot Andrew P. Rollins, Jr. 

Jun 1955 - Jul 1958. 

Col. John R. Oswalt, Jr. 

Dec 1964- Jun 1968 

Col. George H. Hilt 

Jul 1973 - Jun 1976 

Col. Herro! J. Skidmore 

Aug 1950 - Aug 1952 

·-' 

Col. Edmund H. Lang 

Aug 1958 - Aug 1961 

Col. Lev! A Brown 

Jun 1968 - Jun 1970 

Col. John L. Cannon 

Jun 1976 - Present 
A History of 

The 

Waterways Experiment 

Station 

1929-1979 

VICKSBURG, MISSISSIPPI JUNE 1979 
WATERWAYS EXPERIMENT STATION INSIGNIA 

The insignia is designed on a round white disc with a scarlet border edged in gold 

and inscribed ''U. S. Army Engineer Waterways Experiment Station." The colors, scarlet 

and white, refer to the Office of the .. Chief of Engineers, under whose direct control the 

Station operates. 

In the center of the insignia is a shield, the lower portion of which consists of wavy 

blue and white bars which represent water and refer to the Station's establishment as 

a hydraulic laboratory after the Mississippi River flood in 1927. The upper portion of 

the shield consists of a scarlet band with an atomic symbol consisting of three gold electrons 

in interlaced silver orbits. In the , center is a gold nucleus indented with small concave 

curves. The atomic symbol, as a whole, stands for the ~tation's present involvement in 

nuclear research, especially in the areas of soils, concrete, and water. The three orbits 

of the symbol stand for the Station's threefold mission, i.e., research, testing, and 

development. The small concave curves around the gold nucleus represent rays and allude 

to the light and knowledge which the Station disseminates. 
INTRODUCTION 

Born in America's struggle for freedom in 1775, the U. 5. Army Corps of Engineers 

has since been instrumental in the evolution of a strong and independent Nation. For 

the last 50 years, the U. 5. Army Engineer Waterways Experiment Station (WES} has 

made major contributions to the Nation's growth and development in its role as the Corps' 

principal facility for research, testing, and development. 

From modest beginnings as a small hydraulics laboratory, WES has grown to cover 

nearly 700 acres, with capabilities for research in hydraulics, soil and rock mechanics, 

earthquake engineering, soil dynamics, concrete, expedient construction, nuclear and 

conventional weapons effects, nuclear and chemical explosives excavat ion, vehicle mobi lity, 

environmental impacts and relationships, engineering geology, pavement s, protective 

structures, aquatic plants, water quality, and dredging. 

Many WES projects have worldwide significance, while others have smaller scope; 

but each is a response to the special needs of the American people. The same careful 

planning and comprehensive study go into each project, whether it serves a small 

community or the whole Nation. 

As part of our 50th anniversary, we invite you, through this history, to share with 

us some of the highlights of our half-century of research and engineering investigations. 

This proud past is not, however, the focus of our celebration. Rather, we view this 

observance as our " Fiftieth Year of Golden Opportunity," and look forward to a future 

of service to the Army and the Nation. 

~c:;~..- rJ JOHN L. CANNON 

Colonel, Corps of Engineers 

Commander and Director 

THE AUTHOR 

Gordon A. Cotton is a native of Mississippi and was born just a few miles southeast 

of the U. S. Army Engineer Waterways Experiment Station. He holds B.A. and M.A. 

degrees in American History from Mississippi College in Cl inton, Mississippi, and for eight 

years taught in high schools near Vicksburg. He is Director of the Old Court House Museum 

in Vicksburg and a former feature writer for the Vicksburg Evening Post. He is the author 

of two previous volumes, Of Primitive Faith and Order: A History of the Mississippi 

Primitive Baptist Church, 7 780-7 974, and 15 Chino and Other Toles, a collection of 20 

" Mississippi history stories not found in the average history book." Cotton also edited 

a photographic study for the Vicksburg and Warren County Historical Society, Vicksburg 

Under Glass- A Collection of Early Photographs from the Glass Negatives of j. Mack 

Moore. 

iii 

AUTHOR'S PREFACE 

When Congress authorized the establishment of a hydraulics laboratory to help combat 

floods in the Mississippi River Valley in 1929, some envisioned the facility as one to 

be constructed on a barge and floated up and down the vast waterway. 

Since its beginning half a century ago, the work of the U. S. Army Engineer Waterways 

Experiment Station (WES) has been expanded into many fields other than hydraulics. 

Did you see the television pictures of the first lunar vehicle traversing the moon's 

surface?-it was rolling on tires tested at WES. Remember the Allied invasion of Europe 

at Normandy in World War II , and the success of the Be.rlin Airlift during the Cold 

War?-much of the know-how for the success of those two events resu lted from tests 

at WES. Take a trip across the United States, and you will travel highways constructed 

better and more economically because of WES technology. And if you visit a public 

reservoir for a weekend of relaxation and fun, chances are that its dam and spillway were 

first built in scale-model size and tested at WES. 

History is the story of man and his accomplishments, and many achievements, 

especially in an establishment such as WES, are often highly technical. In telling the story 

of WES, however, the nontechnical aspects have been accented as much as possible, for 

scientific and technical data in depth have been provided in the reports published by 

WES. 

Most of the source material for this history came from the files of the Public Affairs 

Office at WES, and I wish to thank Mrs. jane C. Cotton and her staff for their help. 

Also of great assistance were Miss Marie Spivey and Mrs. Elizabeth Garrett of the Library 

at WES. Providing valuable and constructive criticisms were Dr. jesse A. Remington and 

Dr. Charles Waf ker of the Historical Division of the Office1 Chief of Engineers (OCE), 

in Baltimore, Maryland, and joseph B. Tiffany, Jr., Fred R. Brown, W. L. Mc innis, and 

G. Brad Fenwick of WES. I am especially appreciative of the efforts of William M. (Billy) 

Pace at WES for his persistence, assistance, and faith in my ability. 

The work performed at WES is exciting to me. I hope I have presented it in such 

a manner that you will enjoy reading about it. 

v 

Gordon A. Cotton 

june 1979 

ACKNOWLEDGEMENTS 

The WES Historical Program is under the direction of the Office of Administrative 

Services. The Historical Committee is responsible for collecting and screening historical 

documents and for providing guidance to the author of the WES History. The Committee 

is composed of: 

Mrs. Katharine Mather, Chairman 

Dr. Roger T. Saucier 

Mr. john N. Strange 

Mrs. Jane C. Cotton 

Mrs. Edabeth F. Vavra 

Miss Marie Spivey 

Mr. Ellis B. Pickett 

Mr. Cecil D. Burns 

Mrs. Dorothy T. Atkinson 

Mrs. Mary H. Cunningham 

Mr. W. M. Pace, Chief, Office of Administrative Services, served as an ex officio member 

of the Committee. 

Special recognition is due the Editorial Subcommittee composed of Mr. Strange, 

Chairman, Miss Spivey, and Mrs. Vavra; and the Photographic Subcommittee composed 

of Mrs. Cotton, Chairman, and Messrs. Pickett, Burns, and Pace. 

The cover was designed by Mr. Robert E. McKiemurry. The text was typed and 

the photo layout was accomplished by Mrs. Elizabeth J. Garrett. 

vii 

CONTENTS 

INTRODUCTION 

THE AUTHOR 

AUTHOR'S PREFACE 

ACKNOWLEDGEMENTS 

CHAPTER 1: BIRTH OF A NEW ENGINEERING ERA: 1929-1930. 

Establishing of WES .... success of first model. ... history of science of 

hydraulics .... flood of 1927 proves need for hydraulics 

laboratory .... Senate hearings and Congressional approval. ... construction 

begins 

CHAPTER II : FLOODS IN MINI ATURE: 1931-1940 ........ . 

CHAPTER Ill: 

Building the Lower Mississippi model. ... battling the Greenville 

Bends .... first river cutoff made .... solving the johnstown flood 

problems .... organizing WES into divisions 

WAR, HOT AN D COLD: 1941-1949. 

Harbor studies .... testing landing strip materials to help prepare America 

for World War II. ... WES helps plan Normandy invasion .... big Mississippi 

Valley model built. .. .study of river science .... Concrete Laboratory 

opens at Clinton .... assuring the success of the Berlin Airlift 

CHAPTER IV: SWORDS AND PLOWSHARES: 1950-1959 . . . . . . . 

WES and the Korean War .... peaceful testing of nuclear energy .... models 

of Niagara Falls and the St. Lawrence Seaway .... predicting the Missouri 

River flood .... making military maps .... studies in the Arctic ... . 

trafficability and pavement tests .... experiments with concrete ... . 

computer installed at WES .... tornado stri kes Vicksburg 

CHAPTER V: BLENDING CONSTRUCTION AND COMBAT POWER: 

CHAPTER VI: 

1960-1969 ........... . ... . . 

Fire strikes WES .... nuclear testing .... findings in Geology .... Concrete 

Laboratory moved to Vicksburg .... testing and construction for war and 

peace .... worldwide recognition of WES capabilities 

SOLVING PROBLEMS ON EARTH AN D MOON: 

1970-1979 .... .......... . 

Testing wheels for lunar vehicles .... landing strips on Alaskan 

tundra .... new Concrete Laboratory .... vehicle mobility testing .... 

earthquake studies .... beach sand bypassing system .... converting salt 

water into fresh .... solving oil spill problems .... new computer 

revolutionizes WES operations .... the 1973 flood .... cratering with 

explosives .... the Dredged Material Research Program .... seeking answers 

to environmental questions .... honors come to WES. 

ix 

Page 

iii 

v 

vii 

1-14 

15-33 

34-62 

63-92 

93-132 

133-189 
CHAPTER VII : CONCLUDING REMARI--~ 

Bl BLIOGRAPHY 

APPEND IX I. WLS ORGANIZATION CIIARTS, 1937-1979 

APPEND IX II : WES TlCIINICAL SUPPOR rAND ADM INI STRATIVE 

SUPPORT ORGAN ZAT ON~ 

APPENDIX Ill : WES AWARD WINNERS 

APPENDIX IV · GALLERY OF DISTINGUISII [D CIVILI AN EMPLOYL[S 

APPEND IX V: LISTING OF WES EMPLOY[[$, MARCH 1979 

APPEND IX V I: INDEX 

X 

Page 

190 

192-196 
CHAPTER 1: BIRTH OF A NEW ENGINEERING ERA: 1929-1930 

During the late summer of 1930, a 

group of men anxiously watched as water 

trickled into a meandering trench, 

gradually filling the recesses of the ditch. 

satisfactory, for the dirt could not be 

compacted and recarved. 

Only a month earlier, Brig. Gen. T. H. 

jackson, President of the Mississippi River 

Arst hydraulic model at WES 

Only a few weeks earlier orders had come 

to the staff of the newly established 

hydraulic laboratory at Vicksburg, 

Mississippi, to build a scale model of the 

Illinois River. Carefully cutting and shaping 

the loess soil, eilgineers had calculated and 

carved the model. Templates had been cut 

from sheet metal and fitted to the ground; 

a weir box was built to regulate the flow 

and the weir calibrated, and then water was 

turned into the model. Loess soi l was good 

for carving, but the first test had to be 

1 

Commission, had requested the 

construction of the model in order to 

establish the limits of backwater on the 

Illinois River. The U. S. Army Engineer 

Waterways Experiment Station {WES) was 

in the construction stages at the time, and 

many engineers had looked with skepticism 

on the use of hydraulic models, making the 

success of the first project even more 

important. As it turned out, this initial 

effort at hydraulic modeling was a 

complete success, and with the information 
supplied by this first model test, Congress 

established mile 120 as the backwater limit 

on the Illinois River.1 

Though the fledgling laboratory at 

Vicksburg was something new to most 

engineers, the idea of using scale models 

to solve problems had been used for years 

on a limited basis in other nations. This 

relatively new science had in reality been 

pondered for centuries. Archimedes, 200 

years before the Christian era, had 

discovered some of the fundamental 

principles; and by 98 A.D. Rome was using 

250 miles of aqueducts to supply its 

citizens with water.2 Yet, scientific 

treatment of water in motion was basically 

ignored until the 17th Centwy when 

restraining measures were used along the Po 

River in Italy. Guglielmini was the master 

of the Italian school of hydraulics; he felt 

that silt was necessary to the functions of 

a river-that if solid matter were not in the 

water, the rushing current would dig into 

the river bottom. 

3 Sir Isaac Newton, in 

1686, also made an observation on the 

subject, writing that "the particles of 

similar systems will continue to move 

among themselves with like motions and in 

proportional times. "4 

Studies were made with scale models 

in 1787 by a Frenchman, Dubuat,5 and by 

an Englishman, Froude, a naval engineer 

who used toy-sized boats in a tank.6 But 

the first to investigate a specific problem 

by use of a hydraulic model was a 

Frenchman, Fargue, who in 1875 made a 

study of the Garonne River in BordeauxJ 

It was an Englishman, Professor 

Osborne Reynolds, who made the first tidal 

model study in 1885. He constructed two 

scale models, demonstrating the ability of 

a model to reproduce the bed configuration 

of the Mersey estuary . Reynolds produced 

tidal fluctuations and the resulting ebb and 

2 

flow of currents, using a sand bed to 

demonstrate the bed configuration changes. 

He carried his experiments only to the 

study of the unimproved channel (without 

any improvement works by man), and in 

that sense has the distinction of being not 

only the first to attempt a model study of 

tides but also the first to confine his study 

to the geophysical aspects of the 

reproduction without carrying the study to 

include aspects of engineering. The 

following year, 1886, M. L. F. VernonHarcourt continued Reynolds' study of 

improvement works and also began a study 

of the mouth of the River Seine.8 

A visit to a laboratory at the 

University of Michigan by a German 

professor before the turn of the century 

gave the idea of hydraulics science new 

impetus. Professor Herbert Engels of the 

Technical College at Dresden observed a 

Michigan instructor using a glass-sided 

flume to demonstrate the flow over a weir. 

Upon Engels' return to Germany, he built 

a small laboratory in the basement at the 

college where he taught. The idea was a 

popular one, and soon Dr. Rehbock had 

built a laboratory at Karlsruhe and 

Dr. J. Th. Thijsse constructed one at Delft 

in Holland where he was professor of 

hydrau lics. In the next few years, shortly 

after 1900, hydraulics laboratories were 

established in France, Italy, and 

present-day Czechoslovakia.9 In 1904, 

Rehbock was at Berliner Technische 

Hochschule conducting experiments 

relative to the Weser River; the work was 

spurred by the Prussian government.1 0 

The European experiments created 

interest among some American scientists, 

notably John R. Freeman, who visited the 

Dresden laboratory on the eve of World 

War I. Upon a return visit after the war, 

he discovered that the laboratory 
nad been completely rebuilt; there were 

also new ones at Karlsruhe and Delft. 

Noting the rapid extension of the idea 

throughout Europe, Freeman began 

campaigning for the construction of a 

hydraulics laboratory in the United States, 

to be established by the Government. 

He found one Louisiana legislator, 

Sen. Joseph H. Ransdell of Lake Providence, especially interested, and through 

Ransdell's influence Senate hearings were 

held by the Sixty-Eighth Congress in their 

first session in 1924.11 

Endorsements came from L. W. 

Wallace, Executive Secretary of the 

American Engineering Council which 

boasted 42,000 members, and from 

Dr. Elwood Mead, Commissioner of 

Reclamation, who noted that small-scale 

experimental work was being conducted at 

the Agricultural College laboratory in Fort 

Collins, Colorado, concerning design of 

spill ways at Tieton Dam, Wash ington.12 

Probably the most impressive 

testimony came from internationally 

respected engineer Herbert C. Hoover, who 

was at that time Secretary of Commerce. 

Hoover wrote: 

I believe that the investigation of 

river control through model 

experiments gives promise of 

important results .... It seems only 

the better part of wisdom to 

establish this laboratory which, at 

a relatively slight additional cost, 

may yield results of such 

far-reaching importance. 13 

Hoover pointed out that flood control 

was costing a great deal, and that models 

wou ld not only help to cut costs but would 

make certain of the results. 

On 21 May 1924, Ransdell's 

committee produced a resolution to 

Flood scene in the 7 920's, Greenville, Miss. 

3 
establ ish a national hydraulics laboratory . 

Senate Joint Resolution Number 42 stated: 

Whereas floods are causing increasing losses along many of the 

streams of the United States; and 

Whereas there is a great lack of 

information on this matter which 

is of vital concern to the people 

in various sections of the United 

States; and 

Whereas there is disagreement 

among the best authorities on 

fundamental practices involved; 

and 

Whereas systematic research and 

comprehensive study of flood 

control experience and practice in 

all ages and in all countries 

promises to be helpful in meeting 

problems on streams in the United 

States: Therefore be it 

RESOLVED 8 Y THE SENATE 

AND HOUSE OF REPRESENT AT! VES OF THE UNITED STATES 

OF AMERICA IN CONGRESS 

ASSEMBLED, That a national 

hydraulics laboratory be established in the District of Columbia, 

in connection with and as a part 

of such bureau as the President 

may designate, for the conduct 

of research, experiments, and 

scientific studies in connection 

with the problem of river 

hydraulics, and an appropriation 

of not exceeding $200,000 is 

hereby authorized for that 

purpose.l4 

The resolution made it no furt her 

than committee, however, and many 

proponents of the laboratory were 

dismayed. Freeman, finding the Corps of 

Engineers cool to his idea, t urned to the 

Bureau of Standards, which was under 

control of Herbert Hoover. 

It was a tragic flood which finally 

brought new i:npetus to the plan for a 

The Sprague, with a barge load of 7 927 flood refugees 

4 
laboratory. Flood control had long been a 

major problem in the Mississippi Valley 

with local citizens and property owners 

fighting the periodic deluges with a system 

of levees during the years before the War 

Between the States. Congress had 

authorized surveys of the river and its 

tributaries in 1819, 1820, 1824, and 1850; 

but the major interest of the Federal 

Government had been keeping the channel 

clear. Snag boats had been authorized on 

24 March 1 824 with an appropriation of 

$75,000 for that purpose. But flood 

control was still in the hands of local levee 

boards. 

The devastations of war had left the 

channel of the river clogged, and destitute 

citizens in the Southern States could no 

longer shoulder the financial responsibility 

of building levees after 1865. In March 

1867, Congress authorized the building and 

use of dredge boats to keep the channel 

clear, and on 22 June 1879 Federal 

commitment to the river problem was 

made certain through the formation of the 

Mississippi River Commission (M RC) where 

civilian and military personnel would work 

together for a unified system of control. 

Work included opening the channel so 

that by 1907 an all-season passage was 

available for river commerce. Some 

revetment work was also undertaken, but 

the major thrust of effort was toward 

building levees. Though some warned 

against such a policy, the "levees only" 

idea was predominant and generally 

accepted by Jhe M RC, local levee boards, 

Congress, and apparently the people of the 

Mississippi Valley. 

From 1896 until 1927 the program 

was extended, defined, and elaborated on 

despite warnings that relying solely on 

levees was inadvisable. By 1926, many felt 

the problem of the flooding river was 

5 

solved; but at the same time 

Major john C. H. Lee1 District Engineer 

at Vicksburg, saw the ominous signs of a 

disastrous flood such as the Valley had 

never before experienced. The following 

spring his fears were confirmed when the 

rampaging waters washed away the levees 

and destroyed the theory that they were 

sufficient to control the river. 15 It was at 

this time that Freeman persuaded 

Sen. Ransdell to again assume leadership in 

the Senate to secure the passage of a bill 

establishing the laboratory. 

In 1928, Ransdell introduced a bill 

authorizing the construction of a 

hydraulics laboratory by the National 

Bureau of Standards in Washington, D. C. 

The measure passed the Senate and was 

reported to the House of Representatives 

where hearings were set before the 

Committee on Rivers and Harbors for 

26-27 April 1928.16 The proposal came 

before the Committee while the Corps of 

Engineers and the people of the Mississippi 

Valley were trying to clean up after the 

flood. Maj. Gen. Edgar Jadwin, Chief of 

Engineers, had little time to prepare a 

presentation when he was notified that he 

was to appear before the Committee on 

15 May 1928. Many distinguished 

engineers preceded him in testifying, and 

they wholeheartedly endorsed the measure. 

It seemed a certainty that it would pass, 

for this time it had the backing of President 

Hoover. 

Gen. Jadwin and Col. Ernest (Pot) 

Graves both favored such a laboratory, but 

they opposed its location in Washington 

and its placement under the jurisdiction of 

the National Bureau of Standards. Both felt 

that it should be a practical tool, located 

near the problems requiring solution: on 

the Mississippi River.17 jadwin told the 

Committee on Rivers and Harbors: 
The essential of a hydraulics 

laboratory which will be capable 

of dealing with the problems of 

the Mississippi and the similar 

great alluvial rivers throughout the 

country is that it be located on 

the Mississippi, where experiments 

can be carried on with the types 

of alluvium and sediment 

characteristic of the valley, and 

where a laboratory force can be 

in immediate contact with the 

field forces which are executing 

the actual river work, and cun 

check its theoretical c'Jnclusions 

against their practical 

observations. It is an error to 

think that a few barrels of sand 

can be shipped from the 

Mississippi Valley to a laboratory 

in Washington and made to 

represent actual conditions. 18 

The Committee had heard charges 

from some that European engineers were 

more progressive than those in America, 

and Jadwin denied the accusation: 

The exact contrary is the case. 

The science of river hydraulics in 

America, both theoretical and 

practical, as a whole is more 

advanced than that of any other 

nation in the world, and this 

advance is due almost exclusively 

to the activities of the Army 

Engineers. 7 9 

Jadwin told the Committee members 

that the Corps, ever alert to new ideas, had 

gained information from the European 

laboratories by sending men there to study. 

Three were already in Europe, and another 

was preparing to go, he said. 

The hearings continued for some time, 

and discussions included the exact point on 

the Mississippi River where such a 

laboratory should be constructed . Some 

thought that perhaps it could be put on 

a barge and moved where needed; others 

wanted it to be built at Lake Providence, 

6 

20 La., the hometown of Sen. Ransdell. 

Jadwin 's testimony had caused the 

congressmen to defer action until more 

information could be obtained, and the 

General lost no time in dispatching two 

Army engineers to Europe for that 

purpo Se Col E M. Markham and . . . 

1st. Lt. John Paul Dean left in the late 

summer and fall of 1928. When the 

hearings resumed 29 January 1929, 

testimony gathered by Markham and Dean 

stressed the need for bigger models than 

those in Europe because of a difference in 

problems in America. A hydraulics 

laboratory needed room to grow with space 

for outdoor models, the congressmen were 

told. On 28 February 1929, however, the 

Committee adjourned without taking any 

action. 2 1 

It appeared that plans for a hydraulics 

laboratory were dead when Gen. Jadwin 

set things in motion again, issuing a 

directive to the President of the Mississippi 

River Commission to establ ish such a 

facility. Jadwin's directive was based on 

authority granted him in Public Law 

No. 391, passed 15 May 1928 by the 70th 

Congress. Though the Flood Control Act 

did not specifically authorize such a 

laboratory, it did say that whatever steps 

that were necessary for effective flood 

control could be taken, and Jadwin deemed 

the hydraulics laboratory a necessity.22 He 

wrote the following letter on 18 June 

1929: 

You are directed to establish a 

hydraulics laboratory in the 

Alluvial Valley of the Mississippi 

at or near Memphis, Tenn. 

This laboratory will be 

constructed gradually as infor" 

motion develops as to the needs 

of such a laboratory. Such 

apparatus and personnel as have 

been used and are no longer 
needed at Bonnet Carre may be 

transferred to Memphis. 

The general conclusion in Europe 

with reference to hydraulics 

laboratories is that one should be 

merely sufficient covered space to 

accommodate experimental apparatus, which is constructed as It is 

needed for each problem. There 

should be a considerable outside 

level space adjacent for larger 

experiments. Water supply should 

be near at hand and plentiful. 

Your hydraulics laboratory should 

develop into a central place for 

scientific investigation with 

respect to the Mississippi Valley 

and its personnel can well conduct 

experiments and make computations at or for any part of the 

valley or for any problem. 

Experiments at the laboratory 

itself may be needed continuously 

or intermittently.23 

President of the Mississippi River 

Commission, Gen. T. H. Jackson, replied 

on 20 june 1929: 

7. Steps will be taken at once 

to establish this laboratory 

adjacent to the shop and depot of 

the Memphis district. 

2. The district officer has been 

directed to submit subproject with 

estimates covering the fiscal year 

7930. 

3. A tentative program for the 

first study-backwater Influencewill be offered for approval in the 

near future.24 

Gen. jackson then informed the 

• District Engineer at Memphis, 

Lt. Col. F. B. Wilby, of the directive from 

Gen. Jadwin and requested him to 

undertake the following: 

Take the necessary steps to 

provide a suitable space for this 

laboratory in or adjacent to your 

shop and depot. For the present, 

7 

all that need be provided is a 

suitable space and a building of 

good width and reasonable length. 

A width of about 60 feet and a 

length of about 700 feet is 

suggested. The building should be 

so located as to be capable of 

extension to at least 200 feet as 

needed. The building should be a 

simple type of galvanized 

structure.25 

Studies were made in October and 

November 1929 to determine the best use 

of the funds to produce results of any 

consequences. Four sites near Memphis 

were under consideration; the east bank 

area was considered too small, and the west 

bank was large but was subject to periodic 

flooding. Plans were all but complete when 

a telegram to Col. Wilby from 

Maj. Gen. Lytle Brown, Chief of 

Engineers, arrived: "HYDRAULICS 

LABORATORY MAY BE REMOVED 

STOP SUSPEND ALL CONSTRUCTION 

WORK ON IT."26 The headquarters of the 

Mississippi River Commission was being 

moved from St. Louis, Mo., to Vicksburg, 

Miss., and the hydraulics laboratory would 

be built there, too, Maj. D. 0. Elliott, 

Assistant to the President of the M RC ' 

advised in a letter to Col. Wilby dated 

25 November 1929: 

7. By verbal orders given on 

November 7 6, 7929, the Chief of 

Engineers directed that the 

hydraulics laboratory be transferred to Vicksburg with its 

operations placed directly under 

this office. 

2. Orders have been requested 

this date for the change of station 

for Lieutenant Vogel from 

Memphis to Vicksburg, and on 

receipt of such orders he should 

comply therewith with least 

practicable delay. 
3. I have discussed the above 

with Lieutenant Vogel, and he 

understands that the work of the 

establishment of the laboratory 

will continue and that he will 

make such trips to Vicksburg as 

may be necessary, pending his 

change of station. 

4. You are hereby directed to 

submit the subproject for the 

establishment of the laboratory at 

Vicksburg in accordance with such 

general plans as Lieutenant Vogel 

may submit to you. 27 

As early as 13 October 1928, just a 

short time after the construction of a 

hydraulics laboratory was authorized, some 

had realized that Vicksbu rg was a potential 

site, for Maj. john C. H. Lee made such 

an observation on that date.28 

A subproject for allotment of funds 

was submitted by District Engineer Wilby 

at Memphis on 19 August 1929 and was 

approved by the Chief of Engineers on 

26 August 1929. It included $300,000 for 

"constructing and equipping the necessary 

initial structures," those expenses 

consisting entirely of salaries.29 Provision 

was not made for the purchase of land. 

In Vicksburg, a search was on for an 

appropriate site for the new laboratory, 

and the final report on 9 December 1929 

suggested the Durden Creek area, which 

was then about four miles south of the city 

on land wh ich had once been owned by 

Vicksburg's first dentist, Dr. Foster 

Lightcap, who lived there before 1860. 

During the Siege of Vicksburg in 1863, 

Gen. U. S. Grant had used the Lightcap 

home, Magnolia Hall, for a temporary 

headquarters. 

30 

The new Chief of Engineers, 

Gen. Lytle Brown, approved the site and 

wrote: 

8 

An expedmental and research 

force, with the necessary 

personnel and equipment1 should 

be set up at once and expanded 

according to need. The director of 

same should operate directly 

under the Division Engineer.31 

Purchase of the land was approved by 

the Secretary of War on 14 February 

1930,32 and immediate payment was 

authorized by the Attorney General on 

29 August 1930.33 In later years, a 

Vicksburg attorney who helped handle the 

land transaction, Alex J. Brunini, recalled 

the events: 

In 7929 I was a young lawyer just 

out of law school1 having been 

admitted to the Bar in june 7 929 

and became associated with my 

father's law firm consisting of 

himself and Mr. }. K. Hirsch. It 

is my independent recollection 

that it was shortly thereafter that 

Lieutenant Vogel, now Gen. 

Vogel, made contact with either 

Mr. George Williamson and the 

First National Bank & Trust 

Company of this city or with our 

Mr. }. K. Hirsch. I do not know 

which one had the original 

contact, but it soon got on my 

desk that the Government was 

desirous of establishing the station 

here in Vicksburg and that the 

Government was willing to pay 

$4500.00 or thereabouts to the 

property owners, and it was 

necessary for someone to 

supplement that amount in order 

to satisfy the property owners 

who were required to furnish an 

abstract to the Government out of 

the purchase price and also to 

satisfy the property owners in the 

original purchase for the amount 

for which they were willing to sell. 
It was my understanding at the 

time that $7, 000.00 was all that 

was needed, but that no one knew 

what final cost of the abstracts 

would be. At any rate, George 

Williamson obtained the consent 

of several individuals who 

guaranteed to put up the 

$71 000. 00. The names of the 

guarantors I do not know. I am 

sure, however, that Mr. ). K. 

Hirsch and Mr. George Williamson 

were two of the guarantors.34 

Williamson, who was President of the 

First National Bank of Vicksburg, wrote to 

Hirsch on 18 April 1930: 

At a meeting held this morning at 

the Chamber of Commerce1 it was 

decided that we undertake to 

secure from the Advertising Fund 

of Warren County the $7,000 

necessary to reimburse the 

guarantors in connection with the 

subsidy to property owners for 

the balance of the purchase price 

of the property on which the 

Hydraulics Laboratory is to be 

constructed by the Government. 

I take it that the account under 

which this fund is created gives 

the Board of Supervisors rather 

broad powers as to how the 

money may be spent. It was 

thought, however, that the legal 

phase of the matter should be 

investigated before it was 

presented to the Advertising 

Committee in control of the fund, 

as well as the Board of 

Supervisors. I can imagine no 

better use to which the money 

may be put than in meeting just 

such a proposition as this. 

Certainly it is worth more than 

$7,500.00 which was thrown 

away to the Baseball Club of 

Vicksburg. 

If you will look into this some 

9 

time at your convenience during 

the next four or five days, I will 

then get these various committees 

together and see if they cannot get 

support in order that it may be 

presented to the Board of 

Supervisors at the May meeting. 

In the meantime, if the deeds 

come back from Washington 

approved and it Is necessary to go 

ahead and close the matter, the 

bank will put up the money and 

hold it until it can be recovered. 

I might add that the Merchants 

Bank has verbally agreed to join 

with us in this matter. 35 

Hirsch wrote to Williamson 

25 April 1930 quoting state 

concerning powers of Boards 

Supervisors, concluding: 

on 

laws 

of 

I can conceive of no construction 

of the statute warranting the 

Board of Supervisors of this 

County in appropriating any sum 

out of its advertising fund, worthy 

though the purpose may be, in 

paying a part of the purchase price 

for the hydraulics laboratory. 36 

Who final ly paid the $1,000.00 is not 

disclosed, but according to Brunini's files, 

the transactions for the acquisi tion of the 

property were completed and final deeds 

delivered in August 1930. The law firm was 

paid $358.65 as settlement for legal 

services "in connection with the transfer of 

property from various owners to the 

United States Government for use of 

Hydraulics Laboratory ... " and was paid by 

the Chamber of Commerce. 37 The 

establishment of the laboratory at 

Vicksburg was finalized 13 February 1931 

when Mississippi Gov. Theodore G. Bilbo 

wrote to Major D. 0. Elliott at the M RC 

stating that he had prepared the 

proclamation cedi ng jurisdiction of lands in 
Warren County to WES.38 

There were few engineers available for 

work at the new hydraulics laboratory. 

New appointments in civil service were 

prohibited by law because of the 

depression, and the Vicksburg District, 

Corps of Engineers, could spare little 

manpower because of a major flood control 

construction project under way. In 

addition to the manpowe r limitations, all 

salaries had been cut because of the 

Nation's shaky economy.39 

Lt. Herbert D. Vogel, the man sent 

from Memphis to set up the laboratory and 

get it functioning, had been in Germany 

where he had studied hydraulics. At age 29, 

he had returned to the United States just 

in time to be assigned to the Vicksburg 

task. 40 

Prior to the land purchase, the 

Vicksburg District assigned James G. 

Jobes, a young junior engineer just recently 

graduated from the University of Michigan, 

and Isham H. Patty, an assistant engineer 

with a basic education in pharmacy, to 

WES. William Willingham Woods of 

Washington, Ga., a recent graduate of 

Georgia Tech, transferred from the 

Vicksburg District as a junior engineer and 

there were one or two others. Laborers 

consisted of college graduates working for 

$100 a month or unskilled men at $65, 

both less 15 percent. 41 But youth was an 

asset, not a hindrance. Vogel wrote in later 

years: 

The silver lining of this cloud was 

that during its formative years the 

Experiment Station gained a staff 

of young, brilliant engineers, who 

were willing to undertake any 

task, whatever the challenge. None 

had lifetime theories to uphold, 

and any one of them would have 

been glad to prove Sir Issac 

Newton wrong. All were 

iconoclasts in that sense. 42 

10 

Such spirit was necessary to instill life 

into the new facil ity. Soon a dam was built 

and water was being caugh t with each rain i 

a building, emblazoned with an engineer 

castl e over the main door, served as a 

workshop and office. Costs were far above 

those anticipated-$ 122,000 instead of 

$50,000-but Brig. Gen. T. H. j ackson, 

President of the M RC, and his assistant, 

Major P. S. Reinecke, had become 

extremely interested and requests for 

additional funds were approved.43 

Construction of the dam was begun 

1 May and completed 14 October 1930, 

and during the same summer the first 

buildings were erected. Preliminary design 

of the dam was made by F. G. Christian 

and final design was by P. E. Cunningham, 

associate engineers. The buildings were 

erected by the Vicksburg Shop, and the 

preliminary designs, drawn by a Memphis 

architect, were completely revised and 

inspected by Jeff Posey, assisted on the 

inspection by Lloyd W. Hamilton, who 

was also inspector for the dam. Fred P. 

johnson was Construction Supervisor and 

Overseer, and John H. Kurrasch was 

Assistant and Resident Engineer.44 

The U. S. Army Engineer Waterways 

Experiment Station was born out of strife 

and the tragedy of the 1927 flood and was 

designed to meet a unique need. Since 

1930, thousands of models have been 

constructed and tested by WES, and the 

hydrau lics laboratory has branched out 

into many different fie lds of scientific and 

engineering research. Projects have aided 

mankind in peace and in wa r, have 

benefi ted governments and private 

enterprise, and have resulted in untold 

millions of dollars of savings for the 

taxpayers. Sophisticated and highly 

technical equipment has replaced the crude 

implements that were first used, and 
Early photograph of WES dam and lake 

Construction of Headquarters building} 1930 

11 
Completed original building 

military and civilian personnel have 

invented and perfected many new products 

and tools. 

At WES a new era in engineering was 

born. 

1. Herbert D. Vogel, "Origin of the Waterways Experiment Station," The Military 

Engineer (March-April, 1961 }, p. 134. 

2. J. P. Kemper, Rebellious River (Boston: Bruce Humphries, Inc., 1949), p. 33. 

3. Ibid., pp. 33-34. 

4: . lloyd William Taylor, Physics, The Pioneer Science, Houghton Mifflin Company, 

Boston, Massachusetts, 1941. 

5. J. M. Caldwell, from a paper presented before the National Bureau of Standards, 

Sept. 13, 1939, p.2. 

6. Dallas Times Herald, June 2B, 1954. 

7. Caldwell paper, p. 2. 

8. I bid., p 2. 

9. Vogel, "Origin," p. 132. 

10. Ibid., p. 132. 

11. National Hydraulic Laboratory Hearings (Washington: Government Printing Office, 

May 24, 1924), p. 1. 

12. Ibid., pp. 1, 7. 

12 
13. Ibid., p. 4. 

14. I bid., p. 1. 

15. Albert E. Cowdrey, The Delta Engineers (New Orleans: Corps of Engineers, 1971), 

pp. 2-32. 

16. Vogel, "Origin," p. 132 .. 

17. Ibid., p. 133. 

18. National Hydraulic Laboratory Hearings, 70th Congress, First Session, House 

Committee on Rivers and Harbors (Washington: Government Printing Office, 1 928), 

p. 64. 

19. I bid., p. 68. 

20. Ibid., p. 79. 

21. Vogel, "Origin," p. 133. 

22. Ibid., p. 133. 

23 . Letter from Major Gen. Edgar j adwin, june 18, 1929, Washington, D. C. On file 

in WES archives. 

24. Letter from Gen. T. H. Jackson, june 20, 1929. 

25. Claude C. Lee, Events Leading to and History of Establishment of the U. S. Waterways 

Experiment Station (Vicksburg: WES, Sept., 1938), Appendix J, p. 8. 

26. Ibid., p. 9. 

27. Letter from Major D. 0. Elliott, Nov. 25, 1929, St. Louis, Missouri. On file in WES 

archives. 

28. Vicksburg Evening Post, Oct 13, 1928. 

29. Lee, Events, p. 8. 

30. Vogel, "Origin," p. 134. Dr. Lightcap came to Vicksburg from Pennsylvania in the 

late 1830's. His successful practice enabled him to purchase a farm outside the city, 

and he named the home he built there Magnolia Hall. It stood on the site of the 

present Administration Building. Dr. Lightcap died before the War Between the States, 

and his wife and daughters were living at Magnolia Hall when it was used temporarily 

by Gen. U. S. Grant as headquarters in 1863. Descendants of Dr. Lightcap still 

owned much of the land when it was purchased for the hydraulics laboratory. 

Information about Dr. Lightcap was supplied by V. Blaine Russell, eminent local 

historian and journalist. 

31. Ibid., p. 134. 

32. Brig. Gen. H. D. Vogel, "Genesis of the Waterways Experiment Station" (1 962), 

unpublished manuscript in WES archives, p. 10. 

33. Postal telegram from Gen. Lytle Brown, August 29, 1930, Washington, D. C. On 

file in Wes archives. 

34. Vicksburg Evening Post, j une 17, 1969. 

35. Ibid. 

36. Ibid. 

37. Ibid . 

38. Letter from Gov. Theodore G. Bilbo, Feb. 13, 1931 , j ackson, Miss. On file in WES 

archives. 

13 
39. Vogel, ''Origin,, p. 134. 

40. Dallas Times Herald, June 28, 1954. In later years Vogel said he picked the Du rden 

Creek site because " It looked like a good place to build a lake, and with space below 

the dam for our models." One of his favorite stories concerned the dedication of 

the bridge across the Mississippi River at Vicksburg in the early 1930's. He was named 

as a judge of the floats in the parade, along with Mrs. Charles Schweizer and 

Mrs. Charles Senour. Vogel said that he ''saw the Ole Miss float with a lot of pretty 

girls, and with persuasion convinced Mrs. Schweizer and Mrs. Senour that it was the 

best. I wrote down the number 16 and handed it to the master of ceremonies." 

Th e MC turned the paper upside down and called out number 91 as the winner. 

Vogel said, " I had no idea what 91 looked like'' and he grew panicky. But when 

91 appeared, fate was on his side: it was a buggy with t wo cute little old ladies 

carry ing the Confederate flag. The young Michigan officer said that he was ···a true 

Southerner from then on." The story appeared in the Vicksburg Evening Post, 

June 18, 1969, when Gen. Vogel was visiting the Lab during its fortieth an niversary 

celebration. 

41. Vogel, "Origin/' p. 134. 

42. Ibid. 

43. Ibid. 

44. "Beginning of the Waterways Experirrent Station," Vicksburg Engineer District 

Magazine (Dec. 25, 1930}, p. 41. 

14 
CHAPTER II: FLOODS IN MINIATURE: 1931-1940 

Success of the Illinois River model 

gave added impetus and enthusiasm to the 

plans of the young engineers at WES, and 

they soon tackled a much more involved 

model-the Lower Mississippi Rive r. 

Determining the reaches of the backwater 

of the Yazoo River was a primary concern, 

and much of the overflow was caused by 

the rampaging Mississippi. 1 

Even though WES engineers were 

confident of the worth of models, the idea 

was still unproved in the minds of many 

others, who skeptically considered such 

models to be a waste of time and money; 

therefore, expenditures had to be kept at 

a minimum.2 For the model built to study 

the Mississippi backwater in the Yazoo 

Valley, a concreted area was planned as the 

model would be used many, many times 

and a natural loess soil riverbed such as was 

used in the Illinois River project would not 

suffice. After long hours of consideration, 

the model scale was selected to be 1 to 

2400, an even multiple of 12; this was 

chosen for convenience in plotting (graph 

papers available at that time were divided 

into 12 increments per major division).3 

From the beginning, engineers had 

realized that European ideas would not 

always apply to American problems. 

Europeans used a scale of 1 to 300, and 

their principles in the matter of distortion 

would not apply to a model constructed 

to portray the Mighty Mississippi. 

Measurable depths and proper 

characteristics of flow could be obtained 

only with a vertical scale of at least 1 to 

120, so a 20 to 1 distortion was chosen.4 

A model of the Lower Mississippi, 

designated the " Mississippi Flood Control 

Model" or the "Helena to Donaldsonville 

Model" but usually referred to as "Old 94" 

{from job number 94), was begun in the 

early 1930's. It gave engineers not only a 

"Old 94"; guide is pointing out the portion of the model used in tests to prevent 

capture of the Mississippi River by the Atchafa/aya River 

15 
view of an immediate problem, such as a 

river bend, but also an overall observation 

of the Mississippi Valley. Completed by 

1935, it reproduced 600 miles of the river 

in 1,100 feet; 16,000 square miles had been 

reduced to an area of less than 2 acres. 5 

Seeing the model for the first time 

was described as "like looking through the 

wrong end of a telescope," and visitors said 

it was reminiscent of "Gu lliver's Travels" 

where everything was reduced in size: they 

cou ld step across the Mississippi at its 

widest point, hills and dams fit under their 

insteps, and the current of the Father of 

Waters seemed a mere ripple.6 Everything 

was there in miniature-levees, tributaries, 

bridges, swamps, and forests, even the 

willow thickets. The model required 

intensive study and research, and when 

completed every sandbar, every miniature 

clump of willows, and every prominent 

terrain feature had its place and its reason 

for being there. Forests and thickets were 

simulated by galvanized screen, turned 

upright in an exact pattern determined 

from aerial photographs.? 

It may have I coked I ike a toy to 

visitors, but the model was a valuable tool 

for hydraulic engineers. The flood of 1927 

was duplicated, and by taking the river 

readings for any given day in the past1 the 

model could be activated to represent that 

particular time.8 A crew of 18 men was 

needed to operate the model and read its 

210 gages. A day's rise and fall on the river 

could be reproduced in 5-1/2 minutes, and 

the 1927 flood that sent the river 

rampaging out of its banks for five months 

could be recreated in 14 hours.9 

The practical purpose of the model 

was to test the effects of possible 

improvements along the river. Would a 

levee of a certain height be sufficient to 

protect an area from a flood such as 

16 

occurred in 1927, assuming that all levees 

held? If a cutoff were made in a certain 

bend, what would be the effects on flood 

heights and flood duration? Would the 

backwaters be raised or lowered? It would 

be much cheaper to make an experimental 

cutoff on the model for a few dollars than 

to spend a half million on the prototype 

wi thout knowing what the results would 

be. 

Roughness was the real secret of the 

accuracy of the model, according to 

Lt. Paul Thompson, Director of WES in 

1937, who said that 1"Roughness' means 

trees and foliage on the overbanks of the 

river which retard the flow of the 

water." 10 Thompson added: 

Verification is a matter of a 

month. The model is molded to 

conditions of a given year-say 

7 935. We know what the various 

gage readings were. Our problem 

is to adjust the model for 

"roughness" until the same gage 

readings are obtained as existed in 

7 935. When the gages are in 

adjustment, "roughness" has been 

overcome. 7 7 

Prior to construction of what was 

then the world's largest model, engineers 

could only test their theories when there 

was a disastrous flood. 

Lt. F. H. Falkner, Director of WES 

in 1936, explained the value of the models 

when he said: 

It may require $7 00 to build 

model dikes here that would cost 

many thousands in the field. 

Having been tested out in these 

experiments, river improvements 

can be undertaken with 

confidence that the desired ends 

will be secured. 7 2 

The model river was taking the 

guesswork out of levee construction and 

work in general along the mighty stream. 
Though engineers could read blueprints as 

readily as a musician reads the score of a 

symphony, seeing their brainchild in 

miniature was just as important for them 

as it is for a composer to hear his new score 

performed. The model proved the 

soundness of new theories, verified some 

old ones, and corrected and refined others. 

As the river model was being built, 

other construction was also under way, 

including necessary shops and buildings. 

Work was also begun on studies such 

as the river bends at Greenville, Miss., 

where the river coiled back in a series of 

eight loops, looking like a slithering, 

sidewinding snake on a map of the area. 

Continually, the rushing waters shifted the 

banks, enlarging some curves, shortening 

others; and in 1931, erosion was working 

toward cutting through a narrow neck of 

land. 

What would happen when the water 

finally cut through? Should a dike which 

might cost almost a half million dollars be 

built? And if built, would it do the job 

engineers envisioned? Two years earlier, no 

answer would have been available. But with 

the newly established WES ready to study 

the problem, finding answers was relatively 

easy. WES personnel reproduced every 

bend of the Greenville problem in 

miniature, every variation in slope of the 

bank and contour of the river bottom, 

every shoal and deep, every narrowing of 

the channel, and every widening of its 

course. 

The mo~el of the Greenville Bends 

was 49 feet long and cost $1,500 to 

build-a lot less than the half million dollar 

dike that the model proved unnecessary .

13 

As water was turned into the model, it 

flowed leisurely like a creek at some places 

and rushed swiftly at other spots where a 

deeper stream and narrow banks speeded 

17 

Greenville Bends Model 

up the flow. In miniature, the banks eroded 

in some places, shoaled in others. An 

engineer spurted some red aniline dye into 

the water; the progress of the water 

downstream, forming eddies in some 

places, becoming almost stagnant in others, 

was vividly demonstrated.14 

While engineers studied cutoffs on the 

models, plans were made to construct a 

full-scale cutoff on the river. The 

Mississippi River often cut through narrow 

bends and shortened itself, but when it was 

announced that engineers would shorten 

the stream by 10 miles with a man-made 
Diamond Point Cutoff 

cutoff in 1933, some felt that to make a 

cutoff in one place would result in a new 

channel in another. The river had always 

been the same length, they said, and 

forming an unnatural cutoff would be 

"robbing Peter to pay Pau1."15 But on 

8 january 1933, Gen. Harley B. Ferguson 

blew the plug that opened Diamond Point 

below Vicksburg, the first man-made cutoff 

on the Mississippi in almost a century. 

Only two cutoffs had been previously 

perfected by man . Capt. Henry Shreve 

made the first in 1831 near the mouth of 

the Red River; the second, the Raccou rci 

18 

cutoff, was made a few miles downstream 

from the first cutoff in 1848. 16 

Twenty-one cutoffs are known to have 

been made between 1700 and 1933-only 

three of them man-made. Engineers had 

been able to only speculate about the 

effects until WES made it possible to know 

the results ahead of time by use of scale 

models. 

At Diamond Point, 15 miles 

downriver from Vicksburg, the channel of 

the Mississippi made two long bends 

around Davis Island, a distance of 

11 miles. By cutting through the peninsula 

and diverting the main flow of water, the 

river could be shortened by 10 miles. 

Actual work began in October 1932 

when two big suction dredges were brought 

from New Orleans. They worked from 

opposite ends of the proposed channel 

toward the middle, where they left a 

50-foot-wide strip of land, o r "plug." Mud 

from the channel was piled back from the 

banks several hundred yards on both sides. 

When the plug was dynamited on the 

morning of 8 January 1933, water on the 

upper end was 0.4 to 0.8 foot higher than 

on the other end. The wedge-shaped 

channel had been dug 150 feet wide at the 

base and 300 feet wide at the top, though 

in some spots caving of the riverbanks had 

widened it to 500 feet. Engineers 

speculated that the rushing current would 

eventually widen it to a mile. 

Gen. Ferguson of M RC and his party, 

which included Lt. Herbert Vogel of WES, 

departed from the Vicksburg waterfront at 

8 a.m. on 8 January 1933 aboard the 

steamer CONTROL, which was pulling a 

quarter boat. Upon arrival at Diamo nd 

Point, they found everything ready for the 

blast. Several hundred pounds of dynamite 

had been sunk into the plug about 15 feet 

below the surface and packed with dirt. It 
Men at Diamond Point Cutoff, 1933 

took four blasts to open the channel. The first of 15 constructed after carefu l testing 

first was set off at 11 a.m. A great geyser at WES. Studies had been started in 1930 

of earth and mud was sent at least 100 feet at WES for the M RC and were made to 

into the air, but the charge was not enough 

to allow the water to flow through. 

Another charge was detonated half an hour 

later, and then a third charge. Workmen 

with shovels then aided the water on its 

first trickle through, but it took a fourth 

charge to complete the job. 

At first, the trench was only a foot 

or so in width, but the rushing waters 

quickly tore away at the banks, causing the 

spectators who had crowded near the edge 

to get out of the way quickly as more and 

more of the earth sloughed off into the 

current. Within an hour, the crevasse was 

60 feet wide.17 

The Diamond Point cutoff was the 

19 

determine what effects the cutoff would 

have on navigation, backwater, channel 

shortening, and lowering of flood heights. 

It was found that benefits would be 

significant; navigation would be facilitated 

and local flood heights would be 

considerably lowered. It was predicted that 

in the Yazoo basin, the water would be 

lowered from 1 to 6 feet, depending upon 

the stage of the river, and in Vicksburg 

water levels would be about 4-1/2 feet 

lower for a stage comparable to the 

flooding in 1929.18 

Twenty years later, in a return visit 

to Vicksburg, Gen. Ferguson, a man 

described as having a "wiry physique and 
a barbed tongue, ul9 recalled the 

opposition to that first cutoff at Diamond 

Point as "a lot of hot air." 20 

Gen. Ferguson said: 

It was a natural. The cutoff had 

to work. At 7 7 o'clock on the 

anniversary of the battle of New 

Orleans, a stone's throw from 

jefferson Davis's Palmyra Island 

home, and a cannon shot from 

Grant's Hardscrabble camp-it was 

a crapshooter's natural. 21 

Eventually, 151.8 miles were trimmed 

from the river with the 15 cutoffs between 

Memphis, Tenn., and Angola, La. Each had 

been tested in miniature at WES, and the 

success of each was a certainty.22 

Not all problems on the river could 

be solved with cutoffs and levees, of 

course-often efforts had to be made to 

keep the Mississippi River in its proper 

place, and studies included the effects of 

revetment work and dredging. 

Another project on the Mississippi 

River concerned the Bonnet Carre 

Floodway, constructed in South Louisiana 

before WES was established. It was an 

escape route over which high water could 

take a short cut to the Gulf of Mexico, 

relieving the strain on the Lower 

Mississippi. On each side of the spillway 

were levees nearly 7 miles long, made by 

scooping up the soil from the bed of the 

floodway and piling it up along the banks. 

The earth, taken from its bed, left pits and 

depressions where two trunkline railroads 

had rights-of-way across the floodway. 

Railroad engineers worried about what 

would happen to the trestles when the river 

overflowed and the floodway itself became 

a raging torrent. They were afraid that the 

deep borrow pits would accele rate the flow 

of water; also speeding erosion and 

undermining the trestles. 

An outdoor model of the floodway 

was made, and all the details were 

reproduced to scale-borrow pits, railroad 

trestles, trees, and thickets. Even dirt from 

the floodway was brought by truck 

Construction of Bonnet Carre model 

20 
200 miles to the laboratory at WES so that 

actual soil conditions could be reproduced. 

Numerous experiments were run on the 

model, showing that erosion would not 

occur and that the trestles were safe.23 

There were problems other than those 

along the Mississippi River waiting to be 

solved, and one which WES engineers 

tackled was the flooding that had 

inundated Johnstown, Pa., 23 times in a 

century . Channel improvements at 

johnstown were planned in the fall of 1937 

following the devastating flood of the 

preceding year. A preliminary survey was 

studied by Joseph B. Tiffany of WES to 

determine if a scale model would be 

feasible. Tiffany explained to Johnstown 

officials just how the model would work: 

first the river channels would be modeled 

in the condition in which they existed 

before the 1936 flood ; then they would be 

calibrated, with water flowing through the 

miniature channels in order to reproduce 

the exact volume and flow of the flood. 

Subsequently, the channels in the model 

would be changed to reproduce them as 

they would be after improvements by the 

Army Engineers so that studies cou ld be 

made of their effects on floods of various 

sizes. 24 

j ohnstown residents were anxious 

that something be done. Their city had 

become famous because of the floods, the 

first occurring in 1833 when Stony Creek 

and the Conemaugh River, converging in 

the center of town, had risen 27 feet above 

flood stage. The most disastrous flood had 

happened on 31 May 1889 when the 

South Fork Dam broke; over 2300 people 

died and property damage was in the many 

millions of dollars. On St. Patrick's Day, 

1936, the waters rose to 20 feet above the 

riverbanks, 15 people drowned, and 

21 

damage amounted to more than 42 million 

dollars.25 johnstown citizens were willing 

to put up two million dollars of their own 

money to see that something was done. 26 

A reservoir control project was 

planned, but it was proved not feasible. 

That's when WES began model tests. 

Hundreds of trials were made in Vicksburg, 

and they showed that the streams could be 

controlled by deepening and widening the 

channels. In 1938, the work was started; 

then the War stalled it. However, in 

January 1944 Johnstown faced the spring 

thaw with confidence; the improvements 

had been completed. 

Beginning in August 1938, U. S. Army 

Engineers, basing their work on the model 

specifications from WES, began widening 

and deepening the river and creek. Cost was 

$8,670,000; 2,989,333 cubic yards of dirt 

were moved, and 156,631 cubic yards of 

concrete were used in realigning, enlarging, 

and paving to dimensions determined in the 

model tests in order to keep the streams 

within their banks. It was estimated that 

the dirt, if piled in a heap, would be 

200 feet higher than the Empire State 

Building; and the concrete used would 

build a 62-mile highway?7 Considering the 

cost of past floods, the money and time 

were well spent at j ohnstown. And by 

using the facilities at WES to test their 

ideas, engineers were able to eliminate any 

guesswork and unnecessary costs. 

The Johnstown project was just one 

of several hundred tested by WES before 

World War II ; the worth of the institution 

had already been proved many times, and 

yet not everyone was aware of the 

importance of the work. A Mississippi 

Congressman, for example, received a letter 

from a constituent wanting to know if 

"that place outside Vicksburg where men 
/ 

v 

. , "". 

Model used in studies of johnstown flood control project 

sit around on boxes and watch water run 

through ditches is an old soldier's 

home."28 

Local residents soon shortened the 

name from Waterways Experiment Station 

to simply "The Lab" or less frequently 

"The Waterways," "The Pipe Shop," or 

"The Station." Not until after World 

War II was it referred to generally as 

"WES." 

Just as it was a new facility, so the 

science of hydraulic engineering was new; 

and many problems were encountered 

because of the magnitude of the prototype 

rivers which were to be modeled. A need 

for new methods and materials was soon 

evident, and when instruments were 

lacking, substitutes were improvised. This 

22 

resulted in new discoveries and inventions, 

including the Bentzel tube, later 

commercially produced to measure 

low-velocity flows.29 

Much of the administrative work in 

those early days was handled by the M RC 

in Vicksburg, and Chief Clerk at the MRC, 

R. N. Duffey, had to approve all 

requisitions. One day Duffey called WES, 

greatly annoyed. He reportedly said: 

I've handled all kinds of 

requisitions for you men out 

there, and I have never 

complained. I've bought confetti, 

potassium permanganate for dye, 

soft coal, sand and gravel, and 

even oats, but when you send me 

an order like the one I have here I 

I have to object. I'm not going to 
have the Comptroller General 

asking me why I submitted a 

requisition for half a dozen breast 

pumps.JO 

When Duffey had cooled a bit, it was 

explained to him that the pumps were to 

be used to draw water up in manometer 

tubes, but it is doubtful that he was ever 

completely convinced. 31 

Soon after WES was established as a 

hydraulics laboratory, it became evident 

that it would be feasible to organize the 

work into sections or groups. More than 

65 different problems had been studied in 

the first two and one-half years of 

operation, a fact which illustrates the 

necessity for such organization. 32 The first 

WES organization was formulated in 

january 1931, consisting of three groups 

with coordinators supervising each- the 

Hydraulics group, the Sediment group, and 

the Soils group. 

The volume of work and its diversity 

grew so rapidly that by October 1932 two 

independent hydraulic sections, one to 

handle fixed-bed models and the other 

movable-bed models, were established; this 

plan was abandoned the following j anuary, 

however, for functional subdivisions were 

needed. Each group was assigned specific 

problems, and the group leader was 

responsible for and actually performed all 

work of design, construction, and 

operation of each of his models. In 

addition, he was required to handle all 

necessary correspondence, complete his 

own drafting, and write his own reports. 

Three functional sections, plus a 

separate Construction Section, were 

established in j anuary 1933. The 

Construction Section was a service unit 

designed to free the technical units from 

the burden of construction details. Also 

established was an Administrative and 

23 

Reports Section, formed to provide clerical 

and drafting services, although the 

technical units continued to perform most 

of this work themselves. 

In September 1933, the three 

following sections were established: 

Experiment, Research and Publications, 

and Operations. The Operations Section 

took over all service functions, including 

construction, administration, and the soils 

laboratory. The Experiment Section, 

divided into three groups, was charged with 

designing and operating its modelsfixed-bed, movable-bed, and tidal. 

The Research and Publications 

Section conducted technical experimental 

research pertaining to WES work programs 

and edited all reports that had to be 

published.33 It was at this time that the 

format for such reports was drawn up, a 

format that has continued in use until the 

present.34 

Further reorganization was accomplished on 4 November 1935 when Director Lt. Francis H. Falkner abolished 

the hydraulics Experiment Section's 

"group" arrangement and established a 

"project engineer" system in its place. 

Under this setup, project engineers were 

designated, each being assigned to a single 

model project for which he was 

responsible, reporting directly to the 

Assistant Director or Director of WES. 

Other personnel were placed in a pool of 

assistants, and project engineers made 

requisitions daily from that pool according 

to the needs of their projects. 

The project engineer idea was 

abandoned under the directorship of 

Capt. Paul W. Thompson, who was 

Director of WES from July 1937 to 

September 1939. He planned a Hydraulics 

Division, but it didn't get off the drawing 

board at the time. Thompson wanted the 
Division to be subdivided into three 

sections-one concerned with tidal models, 

one with hydraulic structures models {both 

would handle some river models}, and a 

third concerned only with the large 

Mississippi River model which reproduced 

the river from Helena to Donaldsonvi lie. In 

October 1939 Capt. K. E. Fields, Director 

of WES from September 1939 to December 

1941, implemented the division plan. 35 

Another early organizational element 

at WES was the Soils Laboratory, which 

had its origin in 1932 when a small group 

of men began to make grain-size analyses 

of samples of bed load and sediment taken 

from the Mississippi River. Although the 

Soils Division as such did not come into 

existence until 1939, its work was carried 

out by sections and groups on a part-time 

basis. Spencer Buchanan was placed in 

charge of the soils work in late 1933, giving 

it the status of an organizational element 

rather than a side I ine effort. 

As the Soils Division responsibilities 

increased, the staff was enlarged and in 

1934 a 40- by 60-foot frame building was 

erected to house the work. There were no 

textbooks available on soil mechanics, and 

virtually all soils literature came from 

foreign publications and pamphlets, 

basically German and Swiss, and had to be 

translated by the Research Department. 

The staff of the Soils Research group 

increased until in the 1936-37 era it 

included a laboratory section and a 

research center. The laboratory section was 

Early Soils Laboratory 

24 
equipped to perform sieve analyses and 

simple chemical tests as required. It was the 

only Corps of Engineers soils laboratory, 

and tests for branches other than those at 

WES became routine. 

Work outside the Soils Division came 

about when a truck-mounted drill rig was 

obtained for field work. Soon much 

assistance in design problems was provided by the field crew in addition to the 

already established field and laboratory 

work. 

Typical of the work was that 

performed in 1939 when a levee near 

Pendleton, La., was built by the Vicksburg 

District, Corps of Engineers. In one place 

where construction was planned, the bed 

was soft clay, and it was evident it would 

not support the weight of the levee; the 

clay would have to be replaced in some 

manner. Soils Division engineers, after 

,__,. -- ------ --- --

running appropriate tests, determined that 

the weight of the levee, overbuilt through 

the area of soft clay, would displace the 

soft material by its weight. This deliberate 

foundation failure was observed and 

studied; the result was the verification of 

the wedge method of stability analyses. 

Another study undertaken was for the 

California Debris Comnission when an 

investigation was initiated to establish the 

lateral pressure exerted by mining debris on 

impounding structures. In the study, the 

I ate ral forces against a vertical surface 

during placement and consolidation of 

debris were measured. 

Another first for the Soils Division 

was the building of a machine for triaxial 

tests in 1938. Made of brass in the WES 

shops, it was developed from a design by 

Prof. Arthur Casagrande to test a sample 

1.4 inches in diameter. The machine 

---

WES-bui/t triaxial test apparatus 

25 
attracted a great deal of interest because 

the volume change in a sand specimen 

could be readily observed by means of a 

manometer connected to the interior of the 

saturated specimen. 

Testing for the construction of Sardis 

Dam in North Mississippi, a hydraulic-fill 

structure, necessitated the shops at WES to 

practically go into mass production of 

triaxial test machines, for other 

laboratories also needed such equipment. 

The machines were also used on a 

seven-day, double-shift basis in tests 

involving reconstruction of the Fort Peck 

Dam after a massive slide occurred there 

in September 1938. Many of the machines 

were sent to Fort Peck for on-site testing, 

supervised by WES personnel. 

It was necessary to observe prototype 

structures to determine if they were 

performing as expected, and this required 

the development of suitable instruments 

such as hydrostatic and earth pressure cells. 

A major contributor to the design of the 

WES pressure cell was Dr. J. 0. Osterberg; 

R. A. Ford and W. H. Rodgers were 

instrumental in developing machining and 

welding techniques for the construction of 

the pressure cells, and when the first ones 

were made, no resistance gages were 

available. The gage wire was bought on 

spools and the gage actually built on the 

metal of the cell with glue, tweezers, 

handrests, and magnifying glasses; the gage 

was then covered with bakelite and baked. 

An additional achievement of the 

early Soils Division was the use of seismic 

and electrical resistivity tests to investigate 

damsites, notably those in the Arkansas 

Ozarks. 36 

Another important step in the 

development of WES- a step far removed 

from engineering- involved expense 

budgeting, and Director Kenneth E. Fields 

26 

remembered in later years that this came 

about in the fall of 1939. 

.. .immediately following my 

return from Omaha. There, the 

then Col. Hogue had roasted me 

to a burnt brown because a model 

study of bed flow in the Missouri 

had cost about 50-7 00% more 

than the $1200.00 estimate I (The 

figures are suspect, but the total 

cost was small and the increase 

/argej.37 

Fields also recalled some 

emergency flood-control measures that 

were taken along Durden Creek in 

order to preserve the main WES 

building. 38 A reservoir, or lake, had 

been one of the first construction 

projects at WES and was to supply 

water for model operations. It had a 

120-foot-wide spillway and an 

automatrc gate control located under 

the dam where a 5- by 5-foot conduit 

was also located. On the watershed 

were placed rainfall gages. Adequate 

water wasn't supplied, so a 3-foot weir 

was added, which raised the pool level 

upstream by 3 feet. 

As early as December 1938 the 

Office, Chief of Engineers, was 

considering investigation of rainfall and 

runoff above the station dam, and a 

land evaporation station was put into 

operation in May 1939 with equipment 

supplied by the Great Lakes Survey 

Office. A set of watershed maps was 

needed, which was secured through the 

help of the Vicksburg District, Corps 

of Engi neers, which did all the field 

survey work and a portion of the final 

drafting of the maps. 

Three streams fed the reservoir, 

and gaging stations were establ ished on 

each. Water wells were also drilled for 

the purpose of determining the annual 
Rain gaging station showing special type recording rain gage (right) 

and nonrecording check gage 

Nonrecording rain gage Inside of special type recording rain gage 

27 
A floating evaporation station 

fluctuation of the water table, and a 

f loating evaporation station was established 

on the lake. The guesswork had been 

removed from knowing the water level of 

the lake. 39 

In the late 1930's, many spillway and 

outlet works studies were undertaken for 

the various Corps of Engineers districts that 

represented the kind of cooperation which 

Fields felt promoted an understanding of 

what WE$ was doing and could do for the 

Corps.40 

In 1934, while WES was still in its 

infancy, Director H. D. Vogel talked about 

the success of the facil ity: 

The watchwords of the 

Experiment Station have been 

"flexibility" and "practicability" 

from the first day of its existence 

28 

to the present. No cumbersome, 

fixed equipment is used where a 

home-made device will be 

sufficient, and the question asked 

with respect to every innovation 

is, "Will it work?" If it shows 

promise of working, and at the 

same time is of reasonable cost, it 

is given a fair trial and allowed to 

stand or fall on its own merits. 

Briefly reviewing the models in 

evidence about the grounds and 

within the building of the Station 

at the end of its first two and 

one-half years of operation it will 

be noticed that in both number 

and size they surpass those of any 

similar institution in the world. 

Obviously, to build, maintain, and 

operate these many and diverse 

models) the working organization 
of the Station must be maintained 

at high efficiency. No lost motion 

can be tolerated and every man 

must have an appointed task that 

he can perform accurately and 

perfectly at high speed. To attain 

this end the organization under 

the Director has been developed 

into three sections: Administrative 

and Reports, Research and Experimentation, and Construction. 

The Research and Experimentation Section is subdivided into 

four groups and the Construction 

Section is subdivided into two, 

one for general construction and 

one for constructing models. 

When a problem is sent to the 

Experiment Station for consideration1 a preliminary study is first 

made to determine its adaptation 

to experimental treatment. If it is 

found that a suitable model can 

be built at reasonable cost and 

operated with some definite 

promise of success, a favorable 

report is rendered and authority 

to proceed with the experiment is 

awaited. Upon receipt of such 

authority a more detailed study is 

conducted and a subproject is 

prepared which states in brief the 

laboratory conception of the 

problem, the proposed method of 

procedure, the recommended scale 

values, the estimated cost, and the 

estimated time of completion. 

Experience has shown that costs 

can be readily estimated to within 

7 0 percent of the actual and that1 

except for contingencies, the time 

can also be accurately determined 

in advance.·As a matter of interest 

it may be stated that the average 

time required for a Mississippi 

River problem, including design 

and construction of the model, is 

about six months. 

When approval of the subproject 

has been given by the district or 

29 

division for which the experiment 

is planned, the entire problem is 

turned over by the Chief of the 

Research and Experimentation 

Section to the group leader who 

is best able at the moment to take 

on new work, or whose special 

talents are indicated to be of value 

in solving the particular problem. 

This group leader, with the aid of 

his assistants, prepares a working 

drawing of the model, complete in 

every detail, and a series of 

plotted cross sections for use as 

patterns in cutting templates. 

These are turned over to the Chief 

of the Construction Section, who 

proceeds to build the model under 

inspection of the interested 

research group. Upon completion 

the model reverts to the group 

leader in charge of tests, and 

under personal supervision of the 

Section Chief the experiment is 

carried out. Services of the 

photographer, draftsmen, typists, 

and the entire Construction 

Section are available upon call at 

any time to the Research Section 

so that its work will proceed 

smoothly and uninterruptedly. 

The most important feature of the 

plan is that the persons 

conducting the experiment are 

freed from all details of 

construction and administration 

so that they can concentrate all 

energies toward the solution of 

the problem. Upon completion of 

the tests the facilities of the 

Administration Section become 

available to the research group in 

getting out their report, and as 

many copies as are desired are 

prepared by them. Throughout 

the entire study the 

Administration and Reports 

Section has been in contact with 

progress of the tests and it 

becomes, finally, a simple matter 

for its personnel to edit for 
publication the report originally 

submitted. Naturally, all reports 

are not published, preference 

being given to those of general 

interest that may throw light on 

other problems occurring 

elsewhere, or those which are of 

particular interest because of their 

method of treatment. 47 

There was always the practical, 

nonscientific answer to problems, too; and 

one day in the carpenter shop, Bill 

Rowland· asked Riley Findley how to keep 

from making hammer marks in w0od while 

he was building something. Findley's 

conclusion made sense: "just don't hit it 

that last I ick. " 42 

And even the most careful planning 

didn't always result in the desired results. 

The first movable-bed model at WES was 

of the Ohio River. Sand was hauled in for 

it from the Red River; it was cleaned, 

screened, and put in the model, which was 

constructed in the main building where the 

Soils Laboratory was later located. When 

the big moment came to turn on the water, 

everyone was there. The Director took over 

and the commands echoed down the line 

until they reached the man at the valve. 

Flashbulbs popped as the valve was turned 

wide open-and the rushing water flushed 

all the sand out of the model and into the 

basement. The Ohio River model was left 

clean as a whistle.43 

But another test proved the worth of 

the models. Early in 1937 big flood flows 

were forming due to storms in the Ohio 

Valley, and unprecedented stages were 

being experienced along the Ohio River. 

The M RC worried about the ability of the 

Mississippi to carry off the waters to the 

Gulf, and though studies and computations 

had been made, no real floods had occurred 

to test t he efficiency of the cutoffs and 

other improvements. 

30 

The Vicksburg District, using 

up-to-date field observations, computed the 

flow line that might be anticipated with the 

quantities of water which could be 

envisioned as building up in the Ohio, the 

Upper Mississippi, and the Missouri Rivers. 

The new, massive levees were only partially 

completed; would the water t'op them or 

not? WES revamped its Mississippi River 

model to include the shape of the river as 

it existed then, and by expeditious 

handling routed through the model the 

flows that were anticipated from the three 

flooding areas. The results very closely 

approximated the manually computed 

results, eased the tension of all concerned, 

and permitted orderly and properly 

planned preparations for the anticipated 

floodwaters. And when the waters passed 

Vicksburg, they were within fractions of 

the predictions made at WES.44 

Nearly 250 model studies had been 

completed by the fall of 1938, and WES 

Director Paul W. Thompson wrote: 

During the nine years of its 

existence, there has been 

developed at the Experiment 

Station a Corps of specialistengineers. These engineers 

constitute the unique and 

irreplaceable element in the 

Station's facilities .... Their talents 

form the invisible but highly 

important Ingredient of every new 

study completed at the Station. 

Meanwhile, there also has been 

developed a small corps of expert 

craftsmen, skilled in such items as 

model-making, Pyralin-working, 

etc .... All in all, it may be said with 

conservatism that the greatest 

asset of the Experiment Station is 

its specialist personnel.45 

As WES completed its first decade of 

service, it had evolved into an organization 

that took and evaluated problems in an 
orderly fashion. It had proved its worth 

many times and was an accepted and 

valued institution, respectt'd b) bvth 

pr i'v <Ht: nterprise and governme nts. 

Aerial view of WES, 1936 

31 
1. Brig. Gen. H. D. Vogel, ''Genesis of the Waterways Experiment Station" (1962), 

unpublished manuscript in WES archives, p. 12. 

2. l·bid. 

3. Herbert D. Vogel, "Origin of the Waterways Experiment Station," The Military 

Engineer (March-April, 1961), p. 135. 

4. Ibid. 

5. Christian Science Monitor, August 15, 1935. 

6. Ellwood Douglass, "Pouring The Father of Waters into a Test Tube," St. Louis 

Post-Dispatch magazine (March 14, 1937), p. 2. 

7. Marc A. Rose, "Trial by Models," Today Magazine (June 6, 1936), p. 11. 

8. " 1,000 Foot Mississippi River Model Tel ls Flood Danger for Army's Waterways 

Engineers," Science Service (February 8-14, 1937). 

9. Rose,. "Trial by Models," p. 11. 

10. New Orleans Times-Picayune} March 7, 193 7. 

11 . Ibid. 

12. St. Louis Post-Dispatch, September 28, 1936. 

13. New York Herald Tribune1 june 71 1931. 

14. Ibid. 

15. Vicksburg Evening Post, May 22, 1951. 

16. Ibid., January 91 1933. 

17. Ibid. 

18. Ibid. 

19. I bid., May 22, 1951. Brig. Gen. Paul Thompson recalled Gen. Ferguson in 1968 as 

"my own most unforgettable character. Whimsical and picturesque and not very 

precise in conveying instructions, impatient of experimental results which fai led to 

fit his own instinctive conclusions- but a man of moral courage unsu rpassed (yes, 

unequaled), a man whose 'instinctive conclusions' were so often and so uncannily 

right- especially when the stakes were high. Fergy, the man who cut the bends of 

the Mississippi- ! see him now on that misty morning when the plug was blown and 

the water surged through at Diamond Point...;" Tiffany, History of WE51 p. IV-2. 

Ferguson was also most unforgettable to the managing ed itor of the Vicksburg Evening 

Post, Charlie Faulk. He call ed the General in 1951 when Ferguson returned to 

Vicksburg and requested an interview, which was granted. He arrived at 

Gen. Ferguson 's suite in the Hotel Vicksburg, notebook in hand, on the evening of 

May 21 1 1951. The interview proceeded smoothly 1 F au I k taking notes, when suddenly 

Ferguson demanded to know what he was going to do with the notes. Faul k told 

him that they were for a newspaper story, and he recalls that the General ranted 

and raved and threatened to "throw me out the hotel room window. " Faulk suggested 

that the General call the publisher of the newspaper. Ferguson cou ldn't reach him 

by phone1 and after fuming for a while, offered Faulk a drink and became completely 

amiable. The result was the story in the Evening Post cited in this footnote. 

20. Ibid. 

21. Ibid. 

22. Ibid. 

32 
23. New York Herald Tribune, June 7, 1931. 

24. Johnstown, Pa., Democrat, October 28, 1937. 

25. "Flood-Free johnstown," Newsweek (January 31, 1944}. 

26. Mil waukee journal, January 26, 1944. 

27. "Flood-Free Johnstown, II January 31j 1944. 

28. "Waterways Experiment Station," a typewritten manuscript on file in WES archives; 

p. 1. 

29. Vogel, "Origin, II p. 135. 

30. Vogel, "Genesis," p. 15. 

31. Ibid. 

32. H. D. Vogel, "Organization and Operation of the Waterways Experiment Station, II 

The Military Engineer (April 1934), p. 121. 

33. J. B. Tiffany, ed., History of the Waterways Experiment Station (Vicksburg: WES, 

1968), pp. V-1, 1-4. 

34. Vicksburg Evening Post, June 17, 1969. According to the newspaper article, Joe 

Tiffany developed the format while he was a project engineer in the 1930's and 

was required to write technical reports for which there was little or no precedent. 

35. Tiffany1 History of WES, pp. V-1, 1-4. 

36. Ibid., pp. Vl-1-3. 

37. Ibid., p. I V-5. 

38. Ibid. 

39. R. G. Cox, Hydrological Research Project History (Vicksburg: WES, 1943), pp. 1-13. 

40. Tiffany, History of WES, p. I V-5. 

41. Vogel, "Organization ," p. 121. 

42. Vicksburg Evening Post, June 1954. 

43. Ibid. 

44. Ibid. 

45. Tiffany, History of WES, p. IV-4. 

33 
CHAPTER Ill: WAR, HOT AND COLD: 1941-1949 

As WES entered its second decade, 

war clouds were gathering in both Europe 

and Asia, and America began to stir out 

of her isolationism. 

Facilities at WES had been used 

almost entirely for civil works programs 

since the institution's beginning; but by 

early 1941, WES resources were 

"summoned in the race to rearm 

America." 1 Prior to that time, WES had 

made only a few studies concerning 

defense. One such project was 

improvement of the naval base at San Juan, 

Puerto Rico. A smooth water surface area 

in the harbor was needed for patrol planes 

to land and take off, and waves which 

entered from the ocean made it impossible. 

WES undertook a study on how best to 

eliminate such rough water in the harbor, 

using a scale model and experimenting with 

the location of a breakwater until the best 

possible alignment was found for 

construction. Exact results were known 

before construction began for that 

important defense base in the Caribbean. 2 

Another laboratory achievement at 

WES which proved valuable in wartime was 

the deve lopment of a pressure-measuring 

cell to determine pressure within earth 

dams. The device worked equally well in 

San juan model 

34 
designing bombproof air raid shelters.3 

WES engineers were also in the 

process of acquiring equipment for testing 

materials used in construction of airfields, 

for if war came, and many believed it 

would, air power would be vital.4 By the 

fall of 1941, WES was geared almost 

entirely to helping in the race to make 

America impregnable. 5 

Though military benefits could be 

derived from many civi l works jobs, the 

first study of a purely military nature at 

WES had been conducted in 1939 when 

over 100 sets of miniature pontoon bridges 

were built and sent to military schools and 

training centers throughout the country. 

These models were made to scale and 

complete in the most minute detail. As 

equipment was scarce , these models were 

the only way of training engineer groups 

in the critical task of erecting standard 

military floating bridges. By working and 

learning with the model bridges, the actual 

job could be quickly and accurately 

executed. 

The impact of World War II on WES 

was tremendous, and the civil works 

program was practically abandoned as WES 

became a war-oriented facility . Personnel 

rolls underwent significant changes as 631 

employees left to serve in various branches 

of the Armed Forces. With many of the 

men at war, women technicians were hired 

in large numbers to fill their places; many 

were the wives of servicemen.6 

Capt. Kenneth E. Fields, who had been 

Director from • September 1939, was 

reassigned in December 1941, and for the 

only time during the history of WES, the 

Director was a civi lian, Gerard H. 

MatthesJ 

Many of the staff members who had 

fabricated the first pontoon models were 

soon scattered around the country in 

35 

military units, and to their surprise they 

were taken from their posts and flown to 

England where they formed the nucleus of 

the Engineer Model Maker Detachment. 

Among their achievements during the War 

was the construction of special models to 

aid in radar planning. Gen. Eisenhower 

singled out the Detachment for a personal 

citation and commendation. 8 

Models made by WES engineers aided 

all branches of the Armed Forces. Terrain 

models of selected landing sites along the 

coast of North Africa, Sicily, Ital y, the 

Cherbourg Peninsula, and the sandy 

beaches running eastward to the Pas de 

Calais were made to help in planning Allied 

landings and invasions; and later in the War, 

models were constructed of the fortress at 

Metz and of the Rhine River crossings.9 

For the Air Corps, recognizing the 

terrain and target sites was all-important, 

and WES made scale models of territories 

which were used by air bombardment 

crews. Specific areas were modeled to help 

the bombing crews-places such as Eder, 

Sorpe, and Moehne in Germany, the Ital ian 

island of Pantelleria in the Mediterranean, 

the ball-bearing works in Schweinfurt, 

Germany, the oil refineries at Ploesti, 

Rumania, Norwegian fjords, and V-1 and 

V-2 launch pads. 10 

Model studies were also made for 

wartime projects which would be beneficial 

in times of peace, and one of these was 

the New York Harbor. The model study 

was undertaken for the Navy in order to 

find a more accessible route to the 

Brooklyn Navy Yard. Only two routes 

could be used from the sea: the one 

through the lower bay and narrows, usable 

all the time, and an alternate route through 

the East River and Long Island Sound, 

accessible to big ships only for short 

periods during high tide. Military necessity 
New York Harbor model 
Model study of tidal currents in East River 

required the availability of both routes, and Delaware River at Bordentown near 

WES studies resulted in recommendations Trenton, New Jersey, with Sayreville on 

that opened them for full use. 11 the Raritan River just above lower New 

Another east coast wartime measure York Bay. 

was a study to facilitate the intracoastal The problem of keeping out salt water 

canal; the use of the canal would keep was turned over to WES engineers. The 

shipping off the ocean and avoid possible canal model was designed with two sets of 

sinking by enemy submarines.12 One of valves and separate systems for intake and 

the major problems in constructing the flushing water. Fresh water flowed in 

waterway was the fear that salt water from through openings high on the walls of the 

the sea would pollute the freshwater supply locks, and tests showed that it did not mix 

of thousands of people in scores of towns. with salt water, which clings to the bottom 

Engineers felt t~ canal was a necessity for of the locks. Valves in the bottom sucked 

shipping; it would make possible a vast out the saline concentration.

13 The two 

expansion in freight tonnage and at the waters retained their characteristics unless 

same time take a large slice from costs of stirred excessively; and to illustrate this, 

operation by ships plying the waters of the the salt water in the models was dyed green 

Atlantic Ocean along the coast. It would so it could be seen as it moved into the 

be 30 miles in length, costing an estimated stream.14 Building of the canal, "the 

two hundred million dollars and linking the missing link" in the Intracoastal Waterway, 

37 
was made feasible by WES studies. And 

years before popular anxiety over 

pollution, the Army Corps of Engineers 

showed its concern. 

Tests and studies were also made to 

assist in winning the war in the Pacific. The 

Midway Islands were the site of a Navy 

base which assumed critical importance. 

Heavy westerly seas created conditions 

hazardous to navigation in the channel 

between the two islands, and various plans 

involving break waters and dredging of the 

channel were proposed to correct the 

condition. But would these plans provide 

the desired results? WES supplied the 

answer with model tests that showed that 

barrier works surrounding the central 

lagoon would effect the desired results; 

other schemes that had been proposed were 

tested and shown to be of little value.15 

Closer to home were the various naval 

installations along the lower California 

coast, all of which were strategic in 

defense. Harmful wave action caused by 

storms plagued the base at Terminal Island 

in Los Angeles Harbor and the supply 

depots at San Pedro as well as the U. S. 

Naval Air Station at Alameda. These bases 

were of vital importance, yet the adverse 

wave action impaired their usefulness, and 

effective remedies had to be found quickly. 

Again, officials turned to WES for 

sol utions.

16 

The model WES constructed 

reproduced to scale the 12-mile-long, 

crescent-shaped waterfront of Los Angeles 

Harbor and included a generous expanse of 

the Pacific Ocean. The model waters 

covered an acre, ranging in depths from 

several feet to an inch in miniature streams 

which penetrated the shoreline. WES 

engineers discovered that in addition to the 

familiar waves which came every few 

seconds, the harbor also had practically 

38 

invisible surges, low and wide, that acted 

like water in a dishpan that is suddenly 

tilted, making the harbor water higher on 

one side than on the other and resulting 

in ships being suddenly moved about like 

a startled person taking a side step. 

To reproduce these uhusual waves in 

the scale model, a narrow, watertight, 

25-foot-long box was built in the ocean 

area and an engine alternately raised and 

sank it with a slow pumping motion. 

Correct t1m1ng was important 1n 

reproducing the peculiar surges. There was 

no mathematical or computational method 

for calculating how such waves could be 

broken up, so the problem was solved 

empirically and in almost total darkness. 

Model ships, 2 feet long, were tied up at 

the miniature docks, and each ship was 

equipped with a flashing light fore and aft. 

These flashes were recorded on 

photographic film from platforms located 

just beneath the roof of the building 

housing the model; the photographs traced 

a path which told where the boats moved 

from second to second. The movements 

could be correlated precisely with the 

artificial ly produced surges. It was then 

relatively simple to set up breakwaters in 

the positions necessary to disrupt the 

surges, making Los Angeles Harbor safe for 

ships. 17 

Another problem on the west coast 

concerned San Fran cisco Harbor where 

shoaling was a constant and very serious 

hindrance to navigation to and from the 

U. S. Navy Yard on Mare Island. Access 

to the island was provided by San Pablo 

Bay and Mare Island Strait, and keeping the 

strait open required continuous dredging. 

Dikes constructed prior to 1920 when 

model testing was not available were 

ineffective in preventing shoal ing. In 1917, 

a 35-foot projected depth for the strait was 
approved; but it was so expensive to 

maintain that the depth was reduced to 

30 feet in 1927. The Corps of Engineers 

and the Navy's Department of Public 

Works each formulated plans to eliminate 

or reduce the annual maintenance dredging, 

and model tests were conducted at WES 

to determine the most effective and 

efficient plan. 

Plans included construction work, 

utilization of water storage, spur dikes and 

sills, and a dredged basin for trapping the 

shoal materials. Model tests showed that 

plans other than those involving the storage 

of water during tidal cycles for release 

during subsequent ebb periods by a system 

of one-way gates would be ineffective. By 

following WES suggestions secured from 

the models, a 90 percent reduction in the 

shoaling was achieved in laboratory tests. 

The system has not been employed in the 

field. Leading WES hydraulicians du ring 

these important tests were Eugene P. 

Fortson and j. M. Caldwell.18 

One of the most far-reaching 

contributions of WES during World War II 

was the development of criteria for the 

design and construction of airfield 

pavements. Work was begun in early 1941 

at which time Air Corps officials were 

demanding concrete runways only .

19 But 

engineers were looking for a cheaper and 

better way of building landing strips. 

WES began studying general problems 

of airfield drainage, soil stabilization, and 

flexible pavement design in late January 

1941. On 14 february the Districts and 

Divisions were asked to try out low-cost 

paving materials on runways, taxiways, and 

aprons and to report their findings to 

Washington as soon as possible. A short 

time later, the Norfolk District began to 

experiment with circular metal plates as a 

means of determining the bearing capacity 

39 

of soils under flexib le pavements.20 T ests 

were planned at Wright Air Field and at 

Langley Field and were begun in 

September 1941. Crews of skilled 

technicians were sent from WES, and 

equipment used included specially built 

pressure cells constructed at WES. 

Defects were found in CBR tests 

(California Bearing Ratio tests measure the 

shear resistance of base and subbase 

materials), and the Soils Division of WES 

was directed to make a step-by-step 

analysis. 21 The work assumed added 

importance when it was realized that 

stronger airfield pavements were necessary 

to support B-29's, so important in bombing 

enemy targets. 22 

At WES, the work to develop mats for 

military use was carried out around the 

clock in the fall and winter of 1942-43 

under the direction of james B. Watkins, 

and from these tests emerged the pierced 

steel plank (PSP) landing mat as well as 

others. One, the M8 landing mat, was 

developed under the supervision of 0. B. 

Ray, and was standardized for Army use 

and mass-produced. Vast quantities of the 

PSP were used in future years in the Korea 

and Vietnam wars. 23 

Early in 1943, Maj. Gen. Eugene 

Reybold, Chief of Engineers, directed WES 

to begin studies of flexible pavements, and 

the directive resulted in the formation of 

the Flexible Pavement Branch of the Soils 

Division. Its purpose was to investigate 

methods of design and construction of 

airfield flexible pavements, to determine 

the adequacy or inadequacy of methods of 

design and construction then in use, and 

to develop satisfactory criteria for such 

design and construction.24 

WES was already emerging as the 

leading center of flexible pavement 

research. Soils Division Chief W. j . 
Field in-place CBR test in progress 

---

8-29 on pavement 

40 
Early landing mat test 

Turnbull, who until the fall of 1942 had 

been concerned primarily with earth dams 

and embankments, now turned his full 

attention to military airfields. It had taken 

from 12 to 18 hours daily to keep abreast 

of the work, going over test reports, 

reviewing project sites, programming future 

investigations, and hosting several large 

conferences on CBR. New assignments 

meant the need for more men, and they 

came from the District offices in Little 

Rock and Vicksburg as well as the 

Mississippi Highway Department.25 

Also needed was a building for the 

new Flexible Pavement Branch, and a 

$100,000 grant was made for that purpose 

in April 1943; it was named the Flexible 

Pavement Laboratory. 

26 By late summer 

of 1943, the buildi ng was ready, and 25 

persons made up the staff of the Flexible 

Pavement Laboratory. Included among the 

41 

personnel were W. Keith Boyd, who was 

in charge, assisted by Charles R. Foster. A 

leading authority on soil mechanics and 

head of the Department of Civil 

Engineering at Northwestern University , 

Dr. Philip C. Rutledge, became Chief 

Consultant; and Bruce G. Marshall, 

inventor of a machine for measuring 

asphalt stability, was added to the staff. 

In the latter part of 1943, a long-range 

program of research was launched which 

included laboratory and field investigations 

of base course design, compaction 

methods, moisture conditions under 

pavements, and many varieties of asphaltic 

surfaces. 27 The scope of the investigations 

was enlarged to include problems of 

engi neers in the field. Across the Mississippi 

River, WES had a test site at Mound, La., 

and men conducted studies of base course 

requirements under landing mat and 
Mound, La., test site 

experimented with a new type of 

temporary surfacing consisting of burlap, 

duck, or osnaburg fabric impregnated with 

bitumen and laid down by a unique 

machine called a "stamplicker." Marshall 

redesigned his asphalt stability machine so 

that it could be used by troops. 28 

In June 1944, the use of landing mats 

was dramatically illustrated in Europe and 

Asia. Allied troops landed on the 

Normandy coast to begin the liberation of 

France, Belgium, and Holland on 6 June. 

Within less than a week after the soldiers 

waded ashore in the greatest offensive in 

the history of wars, the Allied High 

Command announced that air bases had 

already been established in the liberated 

territory and that an umbrella of air 

protection was being raised from them. 29 

42 

At about the same time, on the other side 

of the world, U. S. Superfortresses took 

off from an airfield in China on the 

morning of 15 June 1944 to carry out an 

extensive bombing raid over Japan.30 

The airfields which were being built 

in both theaters of war were being surfaced 

with PSP landing mats or with a material 

known as prefabricated bituminous 

surfacing (PBS). British and Canadian 

engineers had begun the development of 

the PBS material, but intensive 

investigations at WES, designed to improve 

the product and increase its utility, resulted 

in a membrane which was produced in 

great quantities and gave satisfactory 

results as an airfield covering. Principal 

tests were made in the spring of 1944. 

Popularly known as <~Hessian Mat," 
• 

Mot-surfaced runway (PSP) 

the quarter-inch-thick material was placed 

on more than 100 landing strips between 

0 -0ay, 6 June 1944, and the crossing of 

the Rhine, 7 March 1945. It held up under 

a steady stream of cargo and fighter planes 

as well as medium-sized bombers. PBS was 

made of nothing more than burlap, 

impregnated and coated with an asphalt 

which gave it the appearance of a roofing 

material and was very inexpensive. It could 

be put down at the rate of 2-1/2 to 4 miles 

per hour by a crew using a stamplicker 

which wet the mat on one side with a 

solvent that softened the asphalt, .. producing a sticky surface. A second layer, 

half covering the first, stuck to it and 

produced a thin, tough weatherproof and 

dustproof landing strip. A fine layer of 

sand on top of that provided an 

all-weather, nonskid surface. 

The nickname "Hessian" came from 

43 

the fact that Hessian migrants at Dundee, 

Scotland, over a century before, had woven 

Indian jute into mats. 

An extraordinary feature of PBS was 

the simplicity of repairing it. Two men 

with a mop, a bucket of asphalt, and a strip 

of PBS could make small repairs by 

swabbing it, laying it, and then walking 

across it to pack it. For larger repairs such 

as damage due to bombing or soft spots 

formed by trapped water, the surface 

material was slit and folded back while 

repairs were made to the soil, then restored 

to its place and sealed by the addition of 

a fresh strip. With the use of PBS, the 

enemy found themselves "hunted like 

rabbits before eagles by planes rising from 

fields which appeared by the magic of 

modern engineering. ,31 

Another problem concerning airfields 

was determining the depth of cover 
Placing PBS with stamplicker machine 

required over their subsurface drainage 

systems. Heavier loads required careful 

placement of underground drainage works. 

Corrugated metal pipes, plain and 

reinforced concrete pipe, and an expedient 

hexagon-shaped pipe made of wooden 

staves were tested to fai lure at depths of 

from 1 to 6 feet. 32 

Another important series of tests run 

at WES during World War II involved the 

effects on the CB R of changes in the 

molding moisture and compacted density 

of soil, both in soaked and unsoaked 

conditions. An important by-product was 

the development of the "family of curves," 

showing the full range in the strength of 

a remolded soil with changes in moisture 

and density in both the above-mentioned 

44 

conditions. This discovery and the entire 

study resulted in a real breakthrough in the 

understanding of the behavior of soils 

under pavement, information vital not only 

for building airfield runways but also in 

highway construction. 33 

Also significant in highway and 

airfield construction was the development 

of mix design procedures for bituminous 

concrete for use as binder and wearing 

courses. Bruce Marshall of the Mississippi 

Highway Department had developed a 

relatively simple process for evaluating the 

suitability of bituminous concrete mixes 

which underwent further experimentation 

and improvements at WES; Marshall was 

hired by WES, and the method he 

developed (which bears his name} is the 
Marshall stability test in progress 

most widely accepted in the bituminous 

concrete industry. 34 

In addition to its role in the war as 

a testing facility, WES also provided some 

key personnel in the Allied operations. Of 

interest to many in Vicksburg was the fact 

that former WES Director Col. Paul W. 

Thompson was formulating the invasion 

program for the Allies. It was Thompson's 

job to see that both the infantry and 

engineer contingents, who would spearhead 

the D-Day invasion, were ready for the 

assignment. • 

Thompson began conferences in May 

1943 with officers from every branch of 

the service, British and French as well as 

American, who had had experience in 

combined operations or had knowledge of 

coastlines and fortifications in Europe. 

45 

Thompson was considered the Army's 

outstanding expert on assault techniques as 

practiced by both U. S. and enemy combat 

engineers; and he planned the Allied 

training center in England, supervised its 

construction, and operated it. When D-Day 

arrived, the troops had been well 

rehearsed. 3S And when those troops, 

trained by a former WES Director, went 

ashore on Normandy, their invasion was 

made possible by studies performed in 

Vicksburg at WES . 

Two artificial harbors tested at WES1 

then built in secrecy and towed across the 

English Channel behind the assault forces 

for installation on the Normandy beaches, 

were used to furnish supplies to the 

invasion armies and, according to a 

statement from Supreme Allied 

Headquarters, "made possible the 

liberation of Western Europe."36 

WES engineers, who had spent untold 

hours of tedious toil testing models of the 

artificial harbors, had already predicted the 

outcome. A decision to use artificial 

harbors had been made by British and 

American officials at the Quebec 

Conference in the summer of 1943; French 

ports could not possibly have the capacity 

for handling the needed stores to support 

the invasion, they reasoned. Almost 

immediately WES engineers were given the 

job of testing model harbors. Two 

proposed types of concrete caissons were 

built to scale. One building at WES 

contained a huge wave tank and was 

equipped with intricate measuring and 

recording devices. Crews worked for 7 days 

a week, 24 hours a day, for several months 

until the final test was made in December 

1943. The task was so urgent that the usual 

written reports were discarded; as soon as 

some important fact was determined, it was 

transmitted immediately to Washington. 
The caisson models were placed in the 

tank and subjected to waves simulating 

storm conditions that could reasonably be 

expected off the French coast; every 

reaction was noted, and any flaws in the 

original design were corrected, then the 

new design tested until one was found 

which could be expected to withstand the 

final test. To aid in the structural design, 

pressures were measured at various points 

on the face of the caissons, and studies of 

tide and wave action were made to 

ascertain the stability of the sections with 

respect to overturning, settlement, and 

sliding. Determining the proper amount of 

ballast to be used where the sections 

showed a possibility of movement was also 

done by testing; in this manner, spacing of 

the caissons was also decided. Final data 

were flown directly to England from the 

Office of the Chief of Engineers. In 

England, the full-size caissons were 

constructed. 

Gerard H. Matthes, WES Director, 

gave credit for the success of the tests to 

Capt. Joseph B. Tiffany, Jr., Fred R. 

Brown, Robert Y. Hudson, and Eugene H. 

Woodman, who spearheaded the work. 

Woodman devised the measuring and 

recording devices used in the tests while the 

others did the hydraulic work. 

Among the changes in the original 

models which experiments showed to be 

feasible was the shape of the caissons' tops. 

The originals were slanted, but tests 

revealed that waves would go over the 

slanting summits and strike the caissons in 

such a way as to endanger their stability. 

The tops were changed, the tests were 

repeated, and the trouble was 

eliminated . 

37 

When D-Day came, one of the worst 

channel storms in history wrecked a harbor 

before it was completed but after it had 

46 

already contributed greatly to the stream 

of men and equipment pouring into 

France. The other was finished as planned. 

It was a port as big as Dover, complete with 

docks, piers, and breakwaters, and was 

capable of unloading at least 12,000 tons 

of stores and 2,500 vehicles each day. The 

ports had been built in three 

sections- blockships, caissons (sea walls), 

and breakwaters. Sixty old ships were sunk 

to form the five small breakwaters along 

the French coast. Included in the harbor 

construction were 150 caissons of six 

different sizes to suit various depths of 

water up to 33 feet. The largest caisson 

displaced 6,044 tons and the smallest 

1,672. 

Towing the caissons and other 

equipment was done with 85 tugs and 500 

tows in the face of enemy attack, and staffs 

and personnel had to be trained. Only a 

few tugs were lost to enemy action as they 

crossed the choppy waters at an average 

speed of four knots. 

Construction of the caissons alone had 

employed 20,000 British laborers, and 

many thousands more were engaged on 

other structures for the artificial harbors. 

The whole operation was far larger and 

more technical than most would have 

imagined possible, and despite the number 

employed in their construction, there was 

no case of leaking vital information. 38 In 

Vicksburg, WES personnel who had worked 

for months on the project must have 

experienced a great deal of satisfaction at 

the success. Now their families and friends 

knew what project had consumed so much 

of their time and interest for so many 

months. 

Joseph B. Tiffany, Jr., Executive 

Assistant to the Director of WES at the 

time, recalled 30 years later the worry the 

project had caused him. He had figured out 
where the invasion would take place 

because of the specifications concerning 

tides, he said, and then he wished he did 

not know for fear that "it would slip out 

in conversation, or that I might talk in my 

sleep" and accidentally reveal the military 

secret. 39 

While D-Day was successful, 

additional plans were also being made for 

winning the war in Asia. If the japanese 

couldn 't be bombed into submission, 

invasion of the island nation would be 

necessary. But the boggy rice paddies could 

make it an almost impossible feat for heavy 

equipment such as tanks. The answer to 

how much traffic the soil could bear would 

be supplied by a small instrument called 

a penetrometer if an invasion became a 

reaJity. 

Cone penetrometer in use 

47 

The penetrometer consisted of a metal 

rod, about 3/4 inch in diameter, on one 

end of which was mounted a cone of 

slightly larger size, and on the other end 

a meter, set in the center of a circular 

spring. Pressure on the handle of the device 

caused the spring to compress, pushing the 

rod, cone down, into the earth. As it went 

down, the number of pounds of force 

required to make it move was read on the 

scale. For the meter to be of any value, 

its readings had to be correlated with 

information gained from thousands of tests 

which were conducted at WES and at 

Yuma, Arizona. 

WES selected 14 Army vehicles, all 

considered to be representative of those 

which would be used in an invasion. Each 

was operated over a test lane, gradually 

made softer, until the vehicle bogged down. 

Readings taken with the penetrometer 

during the tests showed the worst 

conditions under which operation was 

possible and also the condition at which 

the vehicle became immobile. Information 

gained from the tests was compiled into 

tables showing the conditions under which 

each vehicle could operate.40 

The penetrometer would have been a 

lifesaver on I wo J ima, where tanks stalled 

on the beaches in volcanic ash which had 

been mistaken for sand. The bogged-down 

vehicles were "sitting ducks" for the 

japanese gunners; similar situations 

confronted U. S. troops on every 

battlefield.41 For the invasion of the 

japanese mainland, t~e Army planned to 

use the penetrometer, particularly in the 

rice fields on the approach to Tokyo. 

Scouts were to be sent ahead to test the 

soils before tanks and other pieces of heavy 

equipment were landed.42 The tests were 

conducted at the Rifle Range near WES by 

the Flexible Pavement Branch of the Soils 
Division for the Engineer Research and 

Development Laboratories at Fort Belvoir, 

Va. Silt soils native to Vicksburg-hillside 

clay and loess-were mixed to simulate 

every type of soil condition. 43 Agreement 

of the Japanese to surrender on 14 August 

1945 after the dropping of two atomic 

bombs made the invasion unnecessary. But 

if there had been no such bomb, WES 

technicians had literally performed the 

groundwork needed to provide for 

successful landings. 

Rivers rather than rice paddies were 

faced by Allied forces sweeping across 

Europe, and it was recognized that floods 

could cause a slowdown in efforts to end 

the war. The Germans had used artificial 

floods on the Roer River, postponing the 

crossing of the Allies for nine days, and 

they cou ld use the same tactic on the 

Rhine, for in their publication DAS 

RHEI NSTROMGEBEIT C' Artificial Flood 

Waves on the Rhine"), they had outlined 

possibilities of creating floods by opening 

power dams that would sweep away 

pontoon bridges as far south as Strasbourg. 

Immediately preceding and immediately after the first crossing of the Rh ine, 

Allied forces would need amphibious 

equipment, floating craft, pontoon bridges, 

cable ferries, and temporary fixed 

bridges- all would require that special 

precautions be taken to minimize 

interruption of services and avoid loss of 

supplies. A study of the Rhine was 

necessary, and data for such a study were 

secured from the M RC and WES libraries 

where materials included German atlases of 

1872 and 1889 which gave widths and 

depths of the Rhine at a number of 

crossings. From a private library, flood data 

from 13 selected years were obtained; it 

also gave flood stages for al l gages on the 

Rhine and the time of travel of flood crests 

48 

downriver from Lake Constance to the 

Dutch border, plus flood data for the lower 

Rhine in Holland, including data for the 

greatest flood on record. 

WES also had 24 sheets of 

hydrographs showing annual river stages at 

half a dozen critical points, an article about 

Rhine cutoffs, tabulations showing the zero 

elevations of existing gages, a dozen 

precipitation charts giving detailed information about rainfall at various points 

along the Rhine, and a temperature chart 

showing the variation in temperature for a 

selected year. 

With such data, predictions could be 

accurately made without actual observation 

of the river, which was still in enemy 

hands, and twice daily Radio Luxembourg 

gave 48-hour predictions, possibly prearranged in collaboration with the Allies; 

each forecast was introduced by the 

playing of "Ole Man River. " 44 

The Rhine was crossed by the 

Americans on 7 March 1945 at Remagen, 

and again the name of a WES-connected 

official made the news. The 1200-foot 

Ludendorff Bridge, after providing safe 

crossing for many, was undergoing repairs 

by Army Engineers, who were busy 

working on a weakened main support 

girder which the Germans had damaged in 

an abortive attempt to destroy the bridge 

during their hasty retreat. Approximately 

200 men were working on it when it fell, 

plunging them into the water, injuring 

some and killing others. Immediately, plans 

were made to repair the bridge and the man 

who was chosen to oversee the job was 

Lt. Col. Kenneth Fields, who had been 

WES Director from September 1939 until 

December 1941. The bridge at Remagen 

was promptly repaired; ironicall y, the span 

had collapsed only a few hours before a 

German announcement revealed that four 
officers had been executed for cowardice 

and negligence in permitting seizure of the 

bridge intact.45 

Not all repairs were on the front lines 

during the war, and WES conducted 

wartime model studies of the Navy's 

floating drydock YFD-15 at Charleston, 

S. C. The model was used to develop a 

method of eliminating heavy shoaling in 

the basin which seriously hampered the use 

of the drydock to repair war-damaged 

vessels.46 

Another WES project concerning the 

war effort did not take place on the 

battlefields or even in Vicksburg, but it did 

involve enemy troops; it was the building 

of a gigantic model of the Mississippi River 

at Clinton, Miss., and the basic work was 

performed by German prisoners of war. 

The site for the Clinton POW camp 

was purchased in 1942 for $49,000. It 

consisted of 790 acres and when 

completed accommodated about 3,000 

men.47 Gen. Eugene Reybold, Chief of 

Engineers, had suggested to WES Director 

Gerard Matthes and Executive Assistant 

Joseph B. Tiffany, Jr., in May 1942 the 

need for a river model, and a short time 

later survey plans were launched. The POW 

camp was completed in the late spring of 

1943.48 

Gen. Reybold had been District 

Engineer at Memphis in 1937 when the 

great flood of that year came down the 

river, and he was credited by many with 

preventing the river from breaking through 

the levees and inundating the lower valley. 

Data from the WES lower river model had 

been essential in his work, and he realized 

the immense value of a model to portray 

the entire Mississippi Valley and its 

tributaries. 49 

By August 1943, men of Field 

Marshall Rommel's elite Afrika Korps were 

hard at work on the model. Over a 

thousand of them, captured at Tunisia, had 

Early MBM model construction by German POW's 

49 
been sent to the new Clinton camp. 

Dressed in their bright blue prison togs 

emblazoned with an orange PW, they began 

the task of reshaping a 200-acre tract to 

resemble a relief map of the central United 

States. 5° The 1,245,000 square miles of 

the Mississippi River watershed involved 40 

tributaries in 31 states and 31,000 square 

miles in two Canadian provinces. 51 

The POW's scooped out 850,000 

cubic yards of earth, cutting away the land 

at "Fort Peck in Montana" and carting it 

by wheelbarrow for instance to the 

"Tennessee Valley" where it was used to 

duplicate the hills around Muscle Shoals. 

The POW's became engrossed in the work, 

especially since some were engineers. 52 

Cost of the model was estimated at 

$3,000,000 plus an estimated $6,000,000 

in "free" labor (the POW's were payed 80¢ 

a day). 53 

When completed, the model could be 

used to establish how floodwate rs could be 

diminished by impoundment in the 150 

storage reservoirs that were then completed 

or planned in the immense watershed, 

which had an estimated 14,000 miles of 

inland waterways. The most easterly point 

in the watershed was 250 miles from the 

Atlantic, and the ·most westerly 500 miles 

from the Pacific. All would be reproduced 

to scale on the giant modet.54 After the 

excavation, the molding of dams and 

riverbeds in concrete was undertaken; a 

road encircled the model. Water was 

provided by two deep wells which had been 

bored to supply the prison compound; an 

estimated 900 gallons each minute would 

be needed. Matthes said that the model 

would be operated by remote controli 

otherwise, an engineer would have to be 

at each reservoir model. 55 

Teams taking water-surface elevations along Omaha-Council Bluff levees in the Mississippi Basin 

model. Circular can-like objects ore automatic gages recording stages in main river channel 

50 
Interior of Missouri River Control House, Mississippi Basin model, 7 950 

A visitor to the camp in late 1943 

described the POW's as ''suntanned" and 

"making the best of their situation." 56 

They were governed and disciplined by 

their own chosen leaders, and when they 

went outside the compound on official 

assignments, they were guarded by 

American soldiers. Despite their 

confinement, they had many privileges. 

Their daily fare consisted of the same food 

as was given American troops, and their 

housing was comparable to Army barracks. 

Generals lived in,.neat bungalows and were 

not required to work. POW's organized 

musical groups, some had hobbies, and 

many of them participated in a variety of 

recreational activities. 57 

During design and initial construction 

of the model, Gen. Max C. Tyler was head 

51 

of the Mississippi River Commission and 

Gerard H. Matthes was WES Director. Lt. 

joseph B. Tiffany, Jr., and E. P. 

Fortson, Jr., were in charge of the overall 

operation. Capt. H. G. Dewey, Jr., 

designed and executed the blueprints. He 

was assisted by G. B. Fenwick and many 

other WES personnel, both engineers and 

laborers. Stockade Commander was Maj. 

Harry B. Miller, with Col. james I. 

Mcilhenny as Camp Commander. S8 

Even before the war was over, but 

following the surrender of Germany, WES 

made plans to participate in another 

historic occasion. Vicksburg, which had 

capitulated to Gen. U. S. Grant on 4 July 

1863, during the War Between the States, 

had not celebrated Independence Day since 

that time. However, with a war nearing a 
successful conclusion, the City f=athers 

planned an immense celebration for 4 July 

1945. WES had done much to help win the 

war, but since most of the experiments 

were still classified as Secret, the WES float 

for the parade, authorized by Matthes, was 

simply a Failing drill rig, mounted on a 

platform, with a poster telling the name of 

the sponsor. 59 

Soon after the victory over Japan, the 

Director, Mr. Matthes, announced his 

retirement effective 30 September 1945. A 

native of Holland, he had come to the 

United States as a youth, had spent 50 

years as an engineer, and for 31 years had 

been employed by the Government. He 

came to Vicksburg as a consultant to the 

President of the MRC in 1932 and did 

much of the planning concerning cutoffs 

on the lower Mississippi. He had reached 

retirement status during the war but had 

remained active because of the emergency. 

During his tenure, he was honored in 

December 1944 with the Exceptional 

Civilian Service Award, the highest civi lian 

honor the War Department could 

bestow.60 

Once World War II was over, WES was 

able to devote its time once again to civi l 

works projects. Some undertaken before 

Pearl Harbor, such as control of the 

Johnstown floods, were completed during 

the war years. Other projects, such as 

control of surges in the harbor at Wake 

Island, had been started as wartime 

measures but were also beneficial in times 

of peace. 

One civil works project undertaken 

during the war was a comprehensive series 

of potamology (or study of river science) 

investigations which led to the 

authori zation of the 1944 Mississippi River 

Flood Control Project, including the 

12-foot navigation ch annel and the bank 

stabilization program. One of the 

discoveries made by the potamology 

studies explained why the Mississippi River 

meanders from side to side. The course of 

the river is a series of loops from 15 to 

40 miles in length but often only 2 or 

3 miles across land "as the crow flies" 

from one end to the other. Man had 

speculated that these meanders had been 

formed because of a number of 

. reasons- the side sway of the earth's 

rotation, the excess slope of the riverbed, 

or the obstructions in the channel. The real 

reason, however, as determined by the WES 

tests conducted under the direction of 

Capt. j. F. Friedkin, was the sediment 

carried by the river. 

52 

At WES, huge models of the river 

valley were built, using crushed coal as a 

bed material. Overhead cameras recorded 

what happened, one minute on film being 

the equivalent of a year in the life of the 

river. The channel was constructed straight 

as a yardstick and the water was turned 

into it at the upper end. In only a few 

minutes the river model was serpentine in 

shape, and within 3 hours the meanders 

were huge. The loops were invariably 

caused by water cutting sediment from a 

bank to initiate a bend and then depositing 

it farther downstream, creating a shoal; the 

process was repetitious all the way to the 

mouth of the stream. 

Sediment both speeded the cutting 

and, when it was piled high in shoals, 

deflected the stream for the subsequent 

bankcutting. The investigation showed that 

the Mississippi carries enough sediment in 

a year to bui ld a 1 0,000-mile, 4-lane 

highway with a 5-foot fill. When the soil 

was uniform, the meanders moved 

downstream, pushing the sediment with 

them, one after the other at regular 

intervals. In areas where the soil was not 
TEST 78 

I~ \II \\ll~HI\1. q[ \IoDbl. ~Tl{L\\1:-. 

\JI.\ I II~ \11-. \:\llEHs 

Potamo!ogy studies 

53 
uniform, the forward edge of a bend would 

slow down as it reached a stratum of 

tougher soil, the upper edge of the bend 

overtaking the stalled front half, producing 

oxbow loops. Ultimately the model river, 

just like the real one, would make a cutoff 

channel through the narrow part of the 

loops. 

61 

Also beneficial in the study of the 

river was the formation in 1943 of a 

Geology Division at WES, headed by 

Dr. Harold N. Fisk of Louisiana State 

University, who conducted a 

comprehensive geological investigation of 

the Lower Mississippi Valley. A report of 

Dr. Fisk's findings was made in 1944.62 

During the final three months of 

1945, after the retirement of Matthes, 

Lt. Col. Clement P. Lindner was Director. 

It was during this time that steps were 

taken to acquire the first aircraft hangar 

to use as a model shelter. Employees also 

needed housing, and in the postwar period 

the shortage was critical. WES began 

construction of apartments for its 

personnel as an emergency measure in 

November 1945. Lindner also promoted 

the idea of sectionalizing the big model at 

Clinton so the river could be studied in 

various parts or as a whole. 63 

The postwar era called for some 

master planning to accommodate the 

long-delayed projects which would be 

undertaken. Also, personnel were returning 

from military duty to resume their posts 

at WES. Additional employment was 

necessary to meet the increased work loads 

which compounded the problems of 

beginning new studies while at the same 

time providing the necessary physical 

plant.64 

Serving as Director for the year 1946 

was Col. Carroll T. Newton. It was during 

his tenure that additional property was 

54 

purchased, increasing the acreage by more 

than 50 percent. A new access road was 

opened, new internal roads were built, and 

the old ones were improved. Extensive 

earthmoving was undertaken to provide 

large, flat areas for new model studies. 

There was a shortage of materials and 

equipment, and war-surplus items were 

used in many cases. Some orders were 

never filled while others were duplicated, 

resulting in an excess of items such as 

lumber, hardware, electrical and plumbing 

needs, some equipment, and numerous 

portable hangars.65 

One of the immediate improvements 

concerned housing for the Hydraulics 

Division. Models had been in a hodgepodge 

of wooden sheds along Durden Creek. 

War-surplus materials provided adequate 

buildings, and the Hydrodynamics 

Laboratory was installed in a hangar and 

provided with water, pumps, controls, and 

instruments.66 

Changes were also made in other 

divisions. The Soils Division was relocated 

in the central portion of the main building. 

Some of the laboratory work was 

performed in a building made available a 

few miles away in the Vicksburg National 

Military Park, and expanded field office 

space and heavy equipment were provided 

near the paving test area. 

Down near the main gate on Halls 

Ferry Road a group of orderly buildings 

were erected where the old sheds had been; 

these were used by Construction Services. 

Also developed was a heavy equipment 

yard near the pavement test pad, and new 

utility lines for heavy power and increased 

water supply were provided throughout 

WES.67 

Housing construction for WES 

personnel, which began in the fall of 1945, 

consisted at first of a dozen single-family 
dwellings located around the WES lake, 

completed in the spring of 1946 despite the 

shortage of supplies. A second phase of 

construction began soon with the erection 

of six buildings, each containing six 

apartments. A trailer park was also begun. 

Housing was assigned according to position 

and need, and for a time a neighborhood 

store was operated by the concessionaire 

at WES. 

Part of the project included the 

beautification of lands adjoining WES and 

Durden Creek. Bushes were cut, and a 

battle was begun to trap the turtles that 

infested the shorelines. Each week the 

Director of WES received a "turtle report" 

which, on one occasion, also listed a 

three-foot alligator.68 

Changes were also made at the Clinton 

installation, and in mid-1946 transfer was 

made from military status to WES as a civil 

works facility. Construction of the model 

was changed from a manual labor operation 

to one of big machinery, and adequate 

pumps, utility lines, and water supply 

piping were installed. 

Housing was also a problem at 

Clinton, and old POW facilities were 

converted into accommodations for 

engineers and technicians. Construction 

and maintenance were carried out as a 

subsidiary of the Construction Services 

Division at WES.

69 

An indication that WES had "come of 

age" was the decision in 1946 to shift 

direct control of expenditures from the 

M RC to WE~ personnel. Expanded 

activities at WES illustrated the need for 

direct control of cost accounting and fiscal 

matters. Accounts were transferred from 

the Vicksburg District, refined, and revised 

within the guidelines of the Civil Works 

Orders and Regulations to better reflect 

activities at WES. Also, buildings and fixed 

55 

facilities were zoned and numbered. The 

numbering system helped to identify 

projects, reports, and applicable cost 

accounts. Financial forecasting and budget 

programming were also introduced. 70 

It was also in 1946 that a small 

subsidy was allotted from the Office of the 

Chief of Engineers for the WES library and 

research center as it had become evident 

that WES, its library, and research center 

were beneficial to the Corps of Engineers 

at large. 71 

There were other changes immediately 

after World War II : the library was moved 

to the main building from Quarters No. 1, 

and a "Visitors' Bureau," fire squad, and 

guard force were established.72 

One of the most important events in 

the postwar years was the establishment of 

the Concrete Research Division at the 

Clinton facility in 1946. The Concrete 

Division had its origin before WES was 

established when construction projects in 

the Mississippi Valley were undertaken in 

the 1920's. Vital work included the 

building of the Bonnet Carre Spillway and 

planning for the Passamaquoddy Tidal 

Power Project in Eastport, Maine. A 

laboratory functioned at Eastport until 

1936 when it was moved to the U. S. 

Military Academy at West Point, N. Y., 

and was known as the Central Concrete 

Laboratory of the North Atlantic Division, 

Corps of Engineers. There in 1939 a study 

was begun on the role of cement variation 

on the durability of concrete. Soon 

afterward further studies of air entrainment 

in concrete and of alkali-aggregate reaction 

were undertaken. Such efforts necessitated 

the employment of chemists, engineers, 

and geologists. 

When Pearl Harbor was attacked 

7 December 1941 , it was decided to move 

the Concrete Laboratory from West Point 
to Mt. Vernon, N. Y., where it was 

installed in March 1942. During the war, 

working with the National Bureau of 

Standards, the laboratory carried out 

sampling, inspection, and testing of all 

portland cement manufactured in New 

York and in New England that was used 

for Government projects both at home and 

overseas. It also conducted, in cooperation 

with the Ohio River Division Laboratory, 

the initial research and development of 

membrane-forming compounds for curing 

concrete, especialiy military airfield 

pavements. At the close of the war, studies 

were begun for civil works construction, 

primarily for flood control.73 

Brig. Gen. James H. Stratton, Director 

of Civil Works for OCE, sent a memo to 

the Division Engineer of the Lower 

Mississippi Valley on 16 December 1945 

concerning the work at WES. He stated 

that WES was relied upon for many model 

studies and much technical information 

and concluded: 

With an increase in our Civil 

Works program expected in the 

near future, it is believed that the 

work load will be materially 

increased at the Experiment 

Station. Therefore, this office 

considers the present time 

opportune to analyze existing 

conditions at the Station with a 

view to taking such action as is 

deemed necessary to meet present 

commitments and future 

requests. 74 

Several months later, 23 February 

1946, WES Director Col. C. T. Newton 

sent a memorandum to the President of 

M RC including a comparison table of the 

Clinton and Vicksburg facilities with a view 

toward consolidation or expansion. 

Gen. R. W. Crawford, M RC President, 

sent a report to the Chief of Engineers in 

56 

Washington on 2 April 1946 stating that 

C. E. Wuerpel of the Central Concrete 

Laboratory in Mt. Vernon had just visited 

the Clinton and Vicksburg facilities; 

Crawford believed that moving of the 

Concrete Laboratory to Clinton from New 

York would provide close coordination of 

work, that good facilities were available, 

that it should be done as soon as possible, 

and that the estimated cost was $250,000. 

A few weeks later, 18-19 April, a 

conference was held at Vicksburg and 

Clinton concerning a comprehensive 

development plan.75 

The mov1 ng of the Concrete 

Laboratory to Clinton in 1946 

consolidated and centralized research 

facilities within the Corps of Engineers. 

The Clinton installation provided the Corps 

with spacious facilities for research and 

testing. Existing buildings at the old POW 

camp were used, and in addition a modern 

laboratory was established with chemical, 

geological, petrographic, microscopic, 

dynamic, and physical testing facilities and 

equipment. Key personnel were brought 

from Mt. Vernon to Clinton, and by late 

summer of 1946 the Concrete Laboratory 

was in operation.76 

A summary of activities published at 

the conclusion of 1947 gives an indication 

of the scope of activities at WES: the huge 

hangar buildings had been completed, the 

new Soils Laboratory was being installed 

in the old WES main building, a new 

administration building was under 

construction, an agreement had been 

reached with Louisiana State University for 

training students in engineering, new 

faci lities on top of the hill were nearing 

completion, roads on the reservation had 

been surfaced, the store and post office 

were completed, and 36,000 visitors 

had toured WES during the year. 
111111 

==~ 

- ,________;,;,_ ____ ______ -- -~-- ~~-~-J·~~~--_j 

Concrete Division office and laboratory building, jackson Reservation, 1946 

Interior of Concrete Laboratory, 1946 

57 
Approximately 1,300 people were 

employed at WES.77 

Although World War II had been over 

for several years, WES was used after the 

shooting had stopped to win a different 

type warfare-the Cold War. Since the 

Allied victory over the Axis powers, the 

United States had been threatened in a war 

of wits with the Soviet Union. The four 

major Allied powers-the United States, 

France, England, and Russia- had agreed to 

share control of Germany with each having 

a zone; the capitol city of Berlin, though 

surrounded by Russian territory, was also 

zoned. However, the Russian Government 

showed intentions of squeezing the free 

nations out of Berlin and controlling it and 

eventually all of Germany. 

On 24 June 1948 Russia launched a 

move to starve Berlin into submission. All 

traffic between the Western or Allied zones 

and Berlin by rail, highway, or canal was 

banned. President Harry S. Truman, in 

collaboration with France and England, 

determined to supply the besieged city by 

airlift; and countless planes, regardless of 

the weather, winged their way through 

narrow air corridors across the Russian 

zone to and from Berlin. 

But there was another problem: 

runways at the Berlin airports in the Allied 

zones were inadequate. During World 

War II, the Germans had not paved the 

runways; but when the war was over, the 

large American bombers and cargo planes 

required hard-surfaced airstrips. At 

Tempelhof in the American zone, one 

surfaced runway was constructed. With the 

entire burden of supply upon the airlift, 

however, this proved inadequate. Hemmed 

in and cut off from conventional materials 

used in airport construction such as sand, 

slag, and gravel, the Army engineers had 

undertaken the paving of two additional 

58 

runways at Tempelhof. There was only one 

material readily available- an abundance of 

rubble from the bombed-out portions of 

the city. But runways had never been built 

of brickbats before, and the problems were 

legion. All machinery needed would have 

to be flown in through the airlift, and 

technical phases of construction would 

have to be left to guessing. 

Engineers in Berlin sent their requests 

for information to the Office, Chief of 

Engineers, in Washington, and the problem 

was relayed to WES. Charles R. Foster, 

Assistant Chief of the Flexible Pavement 

Branch of WES, was sent to Berlin along 

with his instruments on one of the airlift 

planes from Frankfurt, replacing 13 sacks 

of coal. Once in Berlin where he could 

study the problem, he made 

recommendations concerning the density 

of aggregate and the amount of asphalt 

needed to complete the landing strips. 

Using on ly the brickbats which had 

been piled up in more than three years of 

cleanup operations by the German people, 

the subgrades of the runways were laid 

18 inches thick. More than a million cubic 

yards of the aggregate was used; on top of 

this was applied a penetrating surface 11 icing" of macadam. With the testing 

instruments, all of which were designed to 

show weights, stresses) and strains which 

the airport surfaces could safely handle, 

Foster was also able to help the French 

with their problems at Tegel Field in 

Berlin. 

Because of technical help from WES, 

"Operation Vittles," as the Berlin Airlift 

was known, was doubled in a short 

time. The Russians lifted their blockade on 

17 May 1949 after having been beaten in 

a major encounter of the Cold War, thanks 

partially to the help provided by WESJ8 

Its part in the Berlin Airlift was just 
one of many examples showing that WES, 

though under the jurisdiction of the MRC, 

was vital to all Corps organizations. On 

7 july 1949, MRC President Brig. Gen. 

P. A. Feringa announced that jurisdictional 

transfer of WES was being planned in the 

interest of coordinating the Corps' 

investigational activities on a nationwide 

basis. The move had been considered for 

some time, he said. 79 The transfer of WES, 

putting it under direct control of the Chief 

of Engineers, was announced on 9 August 

1949, to be effective the following day. 

WES Director Col. R. D. King made the 

announcement: 

The Waterways Experiment Station will now exercise technical 

superv1s1on over all hydraulic 

model tests, whether performed at 

that installation, other Corps of 

Engineers' laboratories, or at 

university facilities; and over such 

concrete and soils investigations as 

may be directed by the Chief of 

Engineers. It is intended further 

that the Director will coordinate 

all testing programs, except testing 

of a routine nature normally 

performed in division laboratories, 

to insure that the capabilities of 

all Corps of Engineers' civil works 

experimental facilities are 

effectively utilized. 80 

Under the new organizational 

structure, the Director would have 

delegated authority equivalent to that of 

a Division Engineer.81 

As WES entered the 1950's, it was 20 

years old. First envisioned as a building on 

a barge to be towed up and down the 

Mississippi, it had evolved into a sprawling 

reservation where a nucleus of engineers 

and scientists delved into problems of 

hydraulic engineering as well as soils and 

paving. Now it was no longer a branch of 

a parent organization but had equal 

standing with other governmental agencies. 

1. Vicksburg Sunday Post-Herald, February 23, 1941. 

2. Ibid. 

3. Ibid. 

4. Ibid. 

5. New York Herald- Tribune, October 12, 1941. 

6. J. B. Tiffany, ed., History of the Waterways Experiment Station (Vicksburg: WES, 

1968), p. 11. 

7. Ibid., p. IV-1. 

8. 

9. 

Vicksburg Sunday Post-Herald, May 9, 1954. 

Ibid. • 

10. Ibid. 

11. Ibid. 

12. Ibid. 

13. Vicksburg Evening Post, April 21, 1945. 

14. Typewritten manuscript, June 2, 1945, in WES archives. 

15. Vicksburg Sunday Post-Herald, May 9, 1954. 

59 
16. Ibid. 

17. Lenore Fine and Jesse A. Remington, United States Army in World War II. The 

Technical Services. The Corps of Engineers: Construction in the United States 

(Washington: U. S. Government Printing Office, 1972), p. 615. 

18. Vicksburg Sunday Post-Herald, May 9, 1954. 

19. Fine and Remington, United States Army, p. 615 . 

20. Ibid., p. 447. 

21. Ibid., pp. 616, 618, 619, 635. 

22. Ibid., p. 614. 

23. Tiffany, History of WES, pp. Vl-6, 7; Vl-18. 

24. Historical Summary of Work at the Waterways Experiment Station (Vicksburg: WES, 

1944), pp 2-3. 

25. Fine and Remington, United States Army, p. 637. 

26. Ibid., p. 638. 

27. Ibid. 

28. Ibid., p. 642. 

29. Memphis Commerdal Appeal, August 6, 1944. 

30. Gordon Carruth, ed., The Encyclopedia of American Facts and Dates (New York : 

Thomas Y. Crowell Co., 1956L p. 546. 

31. Vicksburg Sunday Post-Herald, March 18, 1945. 

32. Tiffany, History of WES, p. Vl-4. 

33. Ibid., p. Vl-5. 

34. Ibid ., p. Vl-6. 

35. Vicksburg Evening Post, February 3, 1944. 

36. Newspaper clipping dated October 16, 1944, in WES archives. 

37. Vicksburg Evening Post, 19451 no date given. 

38. Newspaper clipping (see footnote 36 above). 

39. Interview with joseph B. Tiffany, Jr., "Mr. WES," December 3, 1975, Vicksburg, 

Miss. 

40. 

41. 

42. 

43. 

Shreveport Times, 

Vicksburg Sunday 

Shreveport Times, 

Vicksburg Sunday 

September 21, 1947. 

Post-Herald, September 

September 21, 1947. 

Post-Herald, September 

21, 1947. 

21, 1947. 

44. "Flood Predictions By U. S. Engineers Implement Crossing of the Rhine," Engineering 

News-Record (April 12, 1945). 

45. Vicksburg Evening Post, June 17, 1954. 

46. Ibid., June 17, 1954. 

47. Typewritten manuscript, "Board Report on Proposed Alien Enemy Internment Camp 

Near Clinton," August 7; 1942. In WES archives. 

48. Times-Picayune, January 16, 1944. 

60 
49. Ibid. 

50. Vicksburg Evening Post, June 17, 1969. 

51. Times-Picayune, January 16, 1944. 

52. Edgar Poe, "Giant Test Tube For Ole Man River," New York Times Magazine 

{December 17, 1944), pp. 10, 37. 

53. Times-Picayune, january 16, 1944. 

54. Ibid. 

55. Ibid. 

56. I bid., November 7, 1943. 

57. Ibid. Among the German generals in Clinton camp was Gen. Dietrich von Choltitz 

who gained fame for his refusal to destroy Paris when Hitler ordered him to do 

so. The best-selling book, Is Paris Burning? by Larry Col lins and Dominique Lapierre 

{New York: Simon and Schuster, 1965), was based on von Choltitz's action, or in 

Hitler's opinion, lack of action. 

58. Ibid., January 16, 1944. Another WES employee, Karl Dupes, who supervised the 

layout of templates, found himself in a reverse role at the POW camp : in World 

War I he had been a prisoner of the Germans. Interview with Joseph B. Tiffany, Jr. 

59. Memo from Gerard H. Matthes, WES Director, July 2, 1945, on file in WES archives. 

60. Vicksburg Evening Post, September 12, 1945. 

61. Ibid., August 6, 1945. 

62. Tiffany, History of WES, p. Vl-7. 

63. Ibid., p. IV-6. 

64. Ibid., pp. IV-6, 7. 

65. Ibid. 

66. 

67. 

68. 

69. 

70. 

71. 

72. 

73. 

Ibid., 

Ibid. 

Ibid., 

Ibid., 

Ibid., 

Ibid. 

Ibid. 

Ibid., 

p. 

p. 

pp. 

p. 

pp. 

IV-8. 

IV-9. 

IV-9, 10. 

IV-11. 

Vl l-1, 2. 

74. Letter from Brig. Gen. james H. Stratton, to Division Engineer, Lower Mississippi 

Valley Division, Corps of Engir.~eers, Vicksburg, Miss., December 16. 1945. On file 

in WES arc.hives. 

75. Memorandum on file in WES archives. 

76. Typewritten news release on file in WES archives. 

77. Vicksburg Evening Post, January 1, 1948. 

78. Vicksburg Sunday Post-Herald, November 28, 1948. Also see Arthur S. Link and 

David S. Muzzey, Our American Republic (Boston: Ginn and Co., 1966), pp. 647-648. 

61 
79. Vicksburg Evening Post, July 7, 1949. 

80. Ibid., August 9, 1949. 

81. Ibid. 

62 
CHAPTER IV: SWORDS AND PLOWSHARES: 1950-1959 

WE$ was busily engaged in its research 

and tests in a variety of civil works 

programs, some new and some continued 

over the years, when an abrupt change took 

place in the summer of 1950. On 25 june, 

North Koreans invaded the Republic of 

Korea, more commonly known as South 

Korea. Almost immediately the Security 

Council of the United Nations condemned 

the action of the communist aggressors, 

and President Harry S. Truman responded 

by ordering American units into the 

fighting to help South Korea. 1 

Though the attack, like that of 1941 

at Pearl Harbor, was not expected, 

Americans were more prepared for such a 

conflict, f or reserve units stood in 

readiness. One such was a WES unit, the 

434th Engineer Construction Battalion of 

the Army's Organized Reserve Corps, 

established in 1948.2 On 19 August 1950, 

the 434th was called to active duty, one 

of two in Mississippi and also one of the 

first in the nation. When 70 reservists from 

WES left for training at Fort Carson, 

Colorado, a short time later, the local 

newspaper noted that "Their entry into 

active status brings the Korean War forcibly 

home to Vicksburg .... ,3 

When the 434th was organized, 

Lt. Col. Ralph D. King, Director of WES, 

had been instrumental in having WES 

sponsor it. Commander was Lt. Col. 

Eugene P. Fortson, Jr., who in civilian life 

• 

was Chief of the Hydraulics Division at 

WES; during World War II he had served 

with the 3rd Military Railway Service in 

I ran. WES faci lities had been used for 

training, and the battalion functioned 

under the general supervision of the Third 

Army in accordance with policies and 

63 

procedures established for the overall 

Reserve Training Program.4 

From Vicksburg, the 434th went to 

Korea as part of the 32nd Engineer 

Construction Group after four months of 

training in Colorado. They sai led for Korea 

on 4 January 1951 and arrived at Pusan 

on 8 February after a 3-week stopover in 

Japan to secure more organizational 

equipment. 

The military training at WES paid off 

for the 434th. Working in extreme weather 

conditions and in danger from guerilla 

activity for much of the time, they made 

an outstanding record. Much of their work 

involved rebuilding war-damaged roads, 

bridges, and railroads and constructing new 

ones essential in the drive of the United 

States troops toward the 38th parallel, 

which divided North and South Korea. 5 

Vital to American forces were the 

supply routes from Pusan to central Korea 

during the fighting around Wonju, and the 

434th was given much of the credit for 

rebuilding and maintaining those routes. 

The battalion literally blasted its way 

through narrow, rocky, and winding 

portions of the main route in order to bring 

its heavy construction equipment into 

necessary areas; personnel from the Eighth 

Army in Japan had thought it an 

impossible task. 

Within less than a year, the 434th had 

written an enviable record. They had left 

jobs where they worked wi th model rivers 

and miniature bridges and harbors to tackle 

the lifesize job of building bridges and 

roads across the Korean landscape, 

patterned with mountains and valleys and 

rivers. In their first six months in Korea, 

the 434th widened and surfaced 255 miles 
The 434th Engineer Construction Battalion assembled on a bridge constructed in weekend exercise at W£5 Suboffice at jackson, in 1950 
of road, rebuilt 109 highway bridges, and 

repaired or rebuilt 25 railroad bridges. 

Major accomplishments were the construction of the 842-foot Han River Bridge 

at Tanyang, the reconstruction of railroad 

bridges at Andong and Tanyang, and the 

completion of a standard, two-lane 

highway through the mountainous Tanyang 

Pass. 6 

One of the most spectacular jobs was 

the building of a bridge at Naesong, Korea, 

a structure vital to the town in peacetime 

as well as in war, for it was the only 

connecting link between Naesong and the 

rich farmland to the west which furnished 

the town with a major portion of its food. 

Invading North Koreans had destroyed the 

bridge, and the townspeople had attempted 

to repair it, but to no avail. Naesong faced 

the possibility of becoming a ghost town; 

then the men from Vicksburg arrived. 

Thirty days had been allotted for the 434th 

to rebuild 10 bridges between Kumjong 

and Naesong of which the Naesong bridge 

was the largest and most important, for 

over it would move necessary supplies to 

increase the strength of U. S. forces. 

On the day that the structure was 

completed, the townspeople planned a 

ceremony with much speechmaking. A 

platform was erected in the center of the 

span, and the entire bridge was festooned 

with pine and cedar boughs. A triumphal 

arch of similar material was located near 

the east end of the bridge at the entrance 

to the town. All local officials, from the 

mayor to the cllief of police, made short 

talks in which they simply and sincerely 

than ked the Americans. Several engineers 

from the 434th, including Major John J. 

Franco, answered and reminded them that 

only through the cooperation of the local 

people was such a quick job accomplished. 

Later a grand parade was led by Korean 

65 

dancers, who escorted the engineers on a 

tour of the town. A local school band 

furnished martial music, and the day was 

climaxed with a banquet at which Korean 

cuisine was served.7 

In December 1951, Major Franco 

took command of the 434th when 

Col. Fortson was rotated for assignment in 

the United States. Franco was a veteran of 

four years in World War II and one of the 

original cadre of the 434th called to active 

duty in 1950. He had served as battalion 

adjutant and execu tive officer before 

taking command of the unit. He remained 

commander until June 1952 and was one 

of the last of the original troops to return 

home.8 

When the Han River was bridged in 

the winter of 1952, the feat brought 

national fame to the 434th. With the river 

in flood and a drenching rain falling and 

high winds swaying a nearby temporary 

structure, the job was completed. The most 

vital girders were set in place in a record 

22 hours, which was the longest traffic 

delay in the entire operation. Vital military 

traffic had continued to move over the 

temporary structure.9 Fortson wrote of the 

incredible accomplishment that it was 

"admittedly due in part to the fortune that 

favors the bold ." 10 

During its service in Korea, the 434th, 

which was one of the three battalions in 

the 32nd Engineer Construction Group, 

completed 65 percent of all railroad bridge 

work and 52 percent of all highway bridge 

work accomplished by the entire group. In 

addition, 330 mi les of roads in its assigned 

areas were maintained by the WES 

engineers. 11 The performance of the 434th 

was so outstanding that it was given a 

Meritorious Unit Commendation, presented 

by Gen. James A. Van Fleet, Commander 

of the Eighth Army in Korea. He said: 
The 434th Engineer Construction 

Battalion is cited for meritorious 

conduct in the performance of 

outstanding services in support of 

combat operations in Korea 

during the period 27 February to 

30 October 7 95 7. Despite seemingly insurmountable obstacles 

engendered by the most adverse 

weather and terrain and the 

frequent activity of the enemy, 

this battalion successfully 

accomplished its vital mission of 

reconstructing, Improving, and 

maintaining the severely damaged 

railroad and highway main supply 

routes supporting the United 

Nations units fighting in Korea. 

Through the resourcefulness, 

outstanding ability, and aggressive 

determination of its members, this 

battalion, working under the 

constant strain imposed by the 

unprecedented magnitude of its 

tasks, completed timely repairs on 

many badly damaged railroad 

bridges, including bridges at 

Andong, Tanyang, and Wonju, 

thus contributing immeasureably 

to the continuous and effective 

logistical support of combat units 

during this critical phase of 

hostilities, Tasks thought 

impossible by higher headquarters 

were approached by the members 

of this battalion with the utmost 

self-assurance and carried out in 

the finest traditions of the Corps 

of Engineers. The 434th Engineer 

Construction Battalion displayed 

such outstanding devotion to duty 

in the performance of 

exceptionally difficult tasks as to 

set itself apart and above other 

units with similar missions. The 

superb technical skill and 

unstinting endeavor of the 

members of this battalion reflect 

great credit on themselves and the 

military service of the United 

States.12 

66 

The impact of the Korean War on 

WES was severe. Civil works activities were 

curtailed and over 100 civilian employees 

were eventually called to service with the 

434th. In addi tion, many more were 

members of the National Guard, which was 

cal led to Korean service, and others went 

individually rather than with units.13 

The arrival of a new director for WES, 

Col. Herrol J. Skidmore, coincided with 

the departure of the men for Korea, and 

many key WES personnel were included. 

Col. Skidmore wrote in later years: 

My anxiety at their departure 

proved groundless. I soon found 

that WES was organized in such 

depth and of such calibre 

personnel that every new problem 

could be adequately staffed, 

promptly attacked, and properly 

solved. Nowhere have I seen the 

motto of the Corps of Engineers, 

"Essayons," exemplified to better 

purpose than at WES in 

7950- 7952. We not only landed 

on our feet, we landed running! 

For the fine showing made at that 

time, and since1 I can take no 

credit. The technical and 

administrative staffs met every 

assignment willingly and capably. 

I cannot single out individuals to 

compliment; it was a team effort 

that produced the results. I 

consider myself most fortunate to 

have been assigned to WES during 

that trying, and rewarding, 

period. 74 

With the transfer of WES from under 

the MRC, some wondered if perhaps the 

operations at WES would not have to be 

curtailed. Col. Skidmore directed a search 

for new areas of activity, and the scope of 

operations continued to expand.15 A 1

'5tatement of Capabilities," published by 

WES, led to many projects, including work 

for the Atomic Energy Commission and 
other elements of the Department of 

Defense than the Corps of Engineers.16 

One of the efforts was a series of light 

intensity explosions, the first of which was 

fired in mid-December 1950. 

Col. Skidmore advised that more blasts at 

various intervals could be expected in the 

following months. The first of the blasts 

was heard no more than a half mile away. 

No explosions were planned which would 

be large enough to break windows or cause 

other damage to adjoining property. 

Skidmore said that their nature could not 

be divulged, but the tests were nonatomic 

and were a contribution to the national 

defense effort.17 

Small underwater TNT explosion In WES test basin 

The blasts, designed to model nuclear 

explosions, were conducted to determine 

the effects of very large explosions in 

shallow water, with depths typical of those 

found in principal. harbors of the U. S. By 

67 

September 1951, part of the secrecy which 

at first cloaked the experiments was lifted, 

and WES engineers revealed that the studies 

were concerned with the defense of 

harbors. WES described the blasts: 

If you've ever shot firecrackers in 

a mud puddle, you have a vague 

idea of how they are calculating 

the force of a bomb blast in New 

York Harbor. With miniature 

explosions in a miniature basin, 

they're stockpiling data for a day 

when the future of free men might 

hang by the thread of a quick and 

accurate decision. 7 8 

The data compiled in the tests were 

applicable to harbors such as New York, 

San Francisco, New Orleans, or 

Philadelphia. The findings, basic to any 

blast whether atomic or conventional, 

could also be used to anticipate effects 

from every type of explosion in shallow 

water typical of harbors, estuaries, and 

continental shelf regions along the 

American coastline. The results would 

possibly aid in design and protection of 

vital but vulnerable harbor facilities during 

war. 

Conducting the tests were veteran 

engineers Guy L. Arbuthnot, chief of 

WES' Special Investigations Section, A. H. 

Barnes, and john N. Strange. For their 

test-tube blasts, they applied the same 

theories which were used in other 

problems-scaling them down in size to 

miniature. Reproducing every conceivable 

natural condition in a model harbor, they 

recorded shock waves, cratering effects, the 

size and periodicity of surface waves, 

pressures, and various other phenomena 

required for accurate transfer of the 

findings to "real world" problems. 

The laboratory for these experiments 

was a k~yhole shaped basin located in an 

isolated area on the WES grounds. A small 
.... 

r 

Airblost gage array used in underwater explosion tests at WES Big Block test site 

frame structure sheltered the necessary 

electronic and photographic instruments 

used to chart effects of the blasts, and 

approximately a hundred yards beyond it 

was a general purpose office building, 

where results were tabulated and studied. 

Charges ranged from firecracker size 

to a few tens of pounds, and analysis of 

these detonations provided a pattern for 

calculating probable effects from any size 

explosion. The explosive used in all t ests 

was trinitrotoluene (TNT), chosen because 

of its uniformity, high detonation rate, and 

safe handling characteristics. The tests were 

designed to model the effects of 

nominal-size nuclear explosions and to 

provide a method for predicting full-scale 

effects. The study was assigned to WES by 

the Department of Defense.19 

The explosions also served another 

purpose: an investigation of specially 

68 

designed electronic and photographic 

equipment for measurement and recording 

of test results. Prominent in the 

instrumentation development efforts were 

Messrs. Eugene Woodman, Francis Hanes, 

L. H. Daniels, and L. F. lngram.20 

During the next several years, the 

blast tests were staged more or less 

continuously, and in 1958 they were being 

carried out in the Big Black River swamps 

near Vicksburg. Blasts involving up to 

several hundred pounds of TNT were 

conducted at the Big Black Test facility. 

The area was blocked off and patrolled to 

ensure safety, and local residents were 

assured that blast levels would be kept 

sufficiently low to preclude off-site 

damage. In fact, following the first blast 

in November 1957, the only casualties were 

a severe case of poison ivy and one 

t horough dunking in the river. At the first 
blast, the plume was over 300 feet high 

with a column of wa e~ 50 feet in diameter 

at the base. 

At the Big Black site, a shallow-water 

basin simulating a reservoir with a concrete 

dam in place was used for the scaled-down 

explosions. Various types and amounts of 

high explosives were used, detonated at 

different standoff distances from the dam. 

Instrumentation designed especially for the 

project recorded strain and movement 

within the concrete dam as well as water 

shock. The entire operation was filmed by 

a high-speed camera runn ing at 4,000 

frames a second plus a battery of other 

movie and still cameras. A sequence camera 

was used for taking large still photographs 

as fast as a movie camera. These pictures, 

made from 2-1/4 x 2-1/4 negatives, were 

shot at 25 frames a second with an 

exposure of 1/3000 second.21 The 

experiments were made for the purpose of 

learning something about the vulnerability 

of dams to explosion attack. 

The Weapons Effects Laboratory 

{WEL) and its predecessor organizations 

have played major roles in both the 

conduct of and technical participation in 

numerous large-scale weapons effects tests. 

The first such tests involved a 50-ton TNT 

explosion in the Sevier Bridge Reservoir in 

Utah in 1953. This test was a joint effort 

between WES and the U. 5. Naval 

Ordnance Laboratory. At that time, it was 

the largest nonnuclear underwater 

explosion that had ever been performed. 

Over the years WES has participated 

in a number of nuclear experiments at the 

Nevada Test Site {NTS) and the Eniwetok 

Proving Grounds {EPG) in the Pacific 

Ocean. At EPG, WEL had projects on the 

UMBRELLA Event of Operation 

HARDTACK. Rartic ipation at NTS 

included Events JANGLE 5 and U, 

69 

TEAPOT ESS, PRISCILLA, TI NY TOT, 

DANNY BOY, JOHNIE BOY, LI TTLE 

FELLER I, LITTLE FELLER II, SMA LL 

BOY, SEDAN, DISCUS TH ROWER, 

NEWPOINT PI NSTRI PE, MIGHTY EPIC, 

HARD HAT, PIL E DRIVER, HYBLA 

GOLD, and DIABLO HAWK. The WES 

Concrete Laboratory provided grouting 

services for many of the NTS events. 

Significant among these were HARD HAT 

and PI LE DRIVER. 

WEL conducted ground and water 

shock measurements at Amchitka Island in 

the Aleutians on the first nuc lear test at 

that site (Project LONG SHOT). 

Numerous large-scale, high-explosive 

tests with yields up to 600 tons have been 

managed, directed, and participated in by 

WEL engineers and scientists. Among them 

are SNOWBALL, the DI STANT PLAIN 

Series, PRA I Rl E FLAT, DIAL PACK, the 

MINE SHAFT Series, the MIDDLE GUST 

Series, the Pre-DICE THROW Series, DICE 

THROW, the HARD ROCK 51 LO Tests, 

and the ESSEX Series. 

Test sites included the Green land 

icecap, the plains of Alberta, Canada, the 

arid regions of the great Southwest, sites 

in the Rocky Mountain region, the salt 

domes in the southeastern part of the 

United States, and one of the beautiful 

lakes of the Ozarks {the Lake Ouachita 

Test Series). 

A fascinating set of experiments was 

conducted during the summer-fall seasons 

of 1965 and 1966 in MONO LAKE near 

Lee Vining, Calif. These tests, commonly 

known as the MONO LAKE Experiments, 

were conducted to study the magnitude of 

the water-surface wave problem that resu lts 

from underwater explosions on or near the 

rim of the continental shelf. Wave systems 

generated by large-yield explosions in such 

locales produce large wave systems that are 
Underwater explosion at Mono Lake1 California. Mono Lake was chosen because it contains no marine 

life except tiny shrimp1 is located in a remote area, and has no commercial or recreational value 

capable of shoreline inundation; it was this 

aspect of the problem that received the 

attention of the principal engineerscientists involved-John N. Strange and 

Murray Pinkston. The MONO LAKE tests 

involved the detonation of 5-ton TNT 

spheres placed at various depths of 

submergence and then detonated. Wave 

amplitude-time measurements were made 

along radials that ran shoreward or along 

radials of near-constant depth. The MONO 

LAKE Experiments provided definitive 

information on explosion-generated wave 

phenomena, and prediction methods were 

developed that enabled the forecasting of 

wave dimensions resulting from large 

explosions in the deep ocean and near 

continental shelves. 

Project Gnome, the first atomic test 

with a peacetime purpose, took place in a 

70 

salt dome some 25 miles southeast of 

Carlsbad, New Mexico. The explosion was 

preceded by a series of high-explosive 

experiments, labeled Project Pre-Gnome.22 

The primary purpose of the operation was 

to determine the practicability of 

producing power and possibly isotopes as 

a result of underground nuclear explosions. 

Secondary purposes were to measure 

ground motion and to obtain basic 

scientific data. 

Other WES work in connection with 

Pre-Gnome included the design and 

laboratory testing of special cement grout 

mixtures and the supervision of their 

placement at the project site. james Polatty 

and Ralph Bendinelli of the Concrete 

Laboratory served as consultants and 

technical advisors in connection with the 

grout work which had to be performed 
prior to the actual full-scale Gnome 

operations. 

The Gnome testing was only one of 

several in which WES personnel 

participated; others included explosions in 

Nevada and the Pacific.23 A former WES 

director was also taking part in nuclear 

advancement; Brig. Gen. Kenneth E. 

Fields, who was Director from September 

1939 until December 1941, was named 

General Manager of the Atomic Energy 

Commission (AEC) on 14 April 1955. 

Fields had been associated with the atomic 

energy program for eight years, both with 

the Commission and the Manhattan 

Engineer District. Since 1951, he had 

served as AEC Director of Military 

Application after having been assistant 

from 1947. Fields was credited by the AEC 

with having "borne primary responsibility 

for the great improvement in the Nation's 

position in nuclear arms" during the four 

years preceding his appointment as General 

Manager.24 

In another project of the atomic age, 

WES engineers were responsible for the 

field work and design support for the 

Savannah River hydrogen bomb plant.25 In 

estuary models, constructed primarily to 

study siltation, radioactive tracer materials 

in the water provided direct observation of 

sediment transport by studying the 

distribution of the low-grade radioactive 

tracer. 26 

Using a model of the Savannah River 

at WES, Dr. Carlos G. Bell, Jr., a 

Northwestern • University scientist, 

conducted studies in the spring of 1952 to 

determine river radioactivity. Findings 

wou ld be important, he said, for nuclear 

power plants of the future would be built 

more and more along rivers which 

furnished water for drinking, navigation, 

and industrial use. Using water made from 

71 

radioactive hydrogen, Dr. Bell injected 

tiny measures of this liquid into the 

f lowing stream of the model river. The 

diluted mixture was too weak to excite a 

Geiger counter; yet extensive precautions 

were used in the tests, and the building 

which housed the river model was closed 

to all except a few who assisted Dr. Bell 

with his tests. At a dozen or more 

checkpoints Bell took one-ounce samples at 

a predetermined frequency, marking each 

with the time and location. The samples 

were analyzed at Northwestern's 

laboratories and the radioactivity 

measured. The data gathered would help in 

an understanding of what contamination 

levels could be expected from a nuclear 

detonation. The study at Vicksburg was the 

first of its kind-a truly pioneering step.27 

Even though the Nation was at war 

in the early 1950's, civi l works project tests 

continued, and while a hot war was being 

waged in Korea, the peacetime 

contributions of WES were broadcast to 

Europeans on both sides of the I ron 

Curtain in 1951 over the Voice of 

America.28 

One of the most spectacular models 

built during this era at WES was that of 

Niagara Falls. Engineers, directed by 

Eugene P. Fortson, bui lt and studied the 

model to determine what effect, if any, a 

huge power development plant might have 

on the famous tourist attraction. The 

objective at the real falls was to generate 

nearly eight billion more kilowatt hours of 

electricity without sacrificing the falls' 

grandeur. 

Water in the miniature model f lowed 

from a make-believe international 

boundary, then hurtled over rock-studded 

rapids and dropped into a mist-shrouded 

chasm spanned by a tiny bridge. Every 

significant feature of the Niagara River 
Niagara Falls model 
from the time it left Lake Erie unti l it 

passed beyond t he rapids o n its way to 

Lake Ontario on the Canadian-United 

States border was reprod uced. Built to 

scale, the model compressed 23 miles of 

the river's length into a bed that was 

260 feet long and scarcely more t han a 

running jump wide. Its contours mat ched 

those made by nature, and in the lower 

reaches clusters of diversion gates marked 

the location of existing and proposed 

generating plants. 

A 1950 treaty between Canada and 

t he United States provided first for the 

continued beauty of the falls and then for 

the utilization of surplus water for power 

deve lopment. It established a formula that 

determ ined the minimum amoun t of water 

that must be allowed to pour over the fa lls. 

The mode l at WES was designed to 

check against any possible error in the new 

diversion formula and to establish the most 

effic ient installations for the power intakes. 

Nothing was left to chance; engineers even 

floated ice cubes across the cascades to 

reproduce winter conditions in the river. 29 

Through the years, the Niagara model has 

been one of the most popular sites at WES 

for tourists. 

Another series of far-reaching tests 

conducted at WES concerned the building 

of the St. Lawrence Seaway. As far back 

as 1945, engineers at WES were conducting 

channel experiments on a model of the St. 

Lawrence River; they threw confetti into 

a miniature stream and a still camera 

photographed it in the swirling rapids. 

When the pictures were printed, the 

confetti was reproduced as white lines 

representing the current flow through the 

main channel and the trick eddies. A 

fisherman from the St. Lawrence River was 

brought to Vicksburg to help in working 

out locations of currents and large boulders 

73 

for the study. 30 In the 1950's, two models 

were built of the St. Lawrence, one to be 

studied for eliminating a complicated 

navigation hazard and the other for testing 

difficult dredging problems.31 Conducting 

the studies was Ernest B. Lipscomb, Jr. 

The St. Lawrence Seaway, a 

$300,000,000 project, was one of the 

biggest peacetime undertakings in years and 

was designed to link the Great Lakes with 

the Atlantic. The problems which were 

studied at WES were in a 55-mile stretch 

of river called International Rapids.32 Drill 

rigs from WES were sent to Massena, New 

York, where boring and drilling surveys 

we re made in the Cornwall-South Central 

reaches of the river. The models were 

constructed in Vicksburg for the Buffalo 

District, agents for the St. Lawrence 

Seaway Development Corporation.33 

Another river project, one much 

closer to home, was the vast model of the 

Mississippi River at Clinton; and though it 

was only half completed in 1952, it proved 

its worth during the Missouri River flood 

of that year. By simulating the flood 

conditions on the model, predictions of the 

time and occurrence of the flood crest 

along the endangered levees were made a 

week in advance and with extraordinary 

accuracy. The predictions were a major 

factor in preventing an additional 

$65,000,000 damage to the Sioux City-St. 

Joseph area, for on the basis of the 

forecast, emergency crews were switched 

from areas previously thought endangered 

to those pinpointed by the model. 

The Missouri River flood was the first 

major test for the big model, and luckily 

that portion of the valley had been 

completed. Engineers in the Omaha and 

Kansas City Districts of the Corps of 

Engineers called WES and provided WES 

engineers with predictions of the snow-ice 
melt runoff, plus the additional runoff 

expected from forecasted rainfal l. A total 

of 70 or more phone calls were made, and 

Henry C. McGee, the model's project 

enginee r, said " We fought the flood as hard 

as they did along the Missouri River."34 

Operating around the clock fo r 16 days, 

WES fired stage predictions back to the 

Missouri Valley personnel; and engineers on 

the scene were ordered to build levees 

along areas which they had not thought to 

be criti cal. The model's predictions proved 

correct. 35 

The accu racy of the model had a 

direct influence on the future of the Corps 

of Engineers, for the Hoover Commission 

had recommended that civil works projects 

be placed under the jurisd iction of the 

Department of the Interior. President 

Truman was reportedly ready to sign the 

measure when Gen. Lewis A. Pick, Chief 

of Engineers, persuaded the President to fly 

over the flooded area. Truman was so 

impressed by the work the Corps of 

Engineers had performed that he flew back 

to Washington and abandoned his plans for 

transferring jurisd iction. 

36 

Civil Works programs during the 

1950's included a number of projects. For 

exampl e, a model stud y was made of the 

Greenup Locks and Dam to determine the 

best arrangement and method of operation 

to eli minate any undesirable flow 

conditions which might hamper 

navigation; 37 a dam model for Fort Gibson 

resulted in a saving of $375,000,

38 and 

harbor model studies of the Lake Superior 

shoreline at Two Islands, Minn., 

dete rmined how to provide the area with 

smooth water for ships loading and 

unloading taconite, a low-grade iron ore 

which could be vital in supplying the 

world's steel needs. 39 

Another "first" for WES was the 

74 

testing of a tunnel at Fort Randall Dam 

on the Missouri River in South Dakota. 

Testing of the tunnel provided information 

on friction facto rs and turbulence to aid 

in future dam design. The tunnel was 

861 feet long and had a diameter of 

22 feet; water flowed through it at rates 

up to 48 miles per hour. A strut 22 feet 

long was required to place the measuring 

devices, and since no such instrument was 

on the open market, F. B. Campbell designed one. The National Aeronautics and 

Space Administration tested the strut in a 

wind tunne l to ensure that the strut would 

not vibrate (or flutter) unduly. Fifteen 

instruments were installed within the 

tunnel to measu re flow turbulence, 

velocities, and pressures. In addition, two 

small 12-inch struts extended from the 

walls to measure the near-wall velocities. 

Pressures were measured by 36 

piezometers.40 

One of the busiest rivers in the United 

States, the Ohio, was the subject of model 

studies when WES bu ilt a concrete model 

of the damsite near Markland, Ind., where 

a $68,000,000 high-lift lock and dam were 

proposed to speed traffic on the stream 

midway between Louisville and Cincinnati. 

The model reproduced the dam and two 

mil es of the river on both sides. The dam 

wou ld replace five low-lift locks and dams 

and create a pool extending 90 miles 

upstream. Plans for the dam included two 

locks instead of the standard one in each 

of the existing Ohio River dams.41 

In the model, dam, piers, spi llway, 

and lock walls were built of wood treated 

with waterproofing. A worki ng model 

towboat, twin screws, powered with 

electric motors from batteries in the model 

barges, was used in the experiments. 

Rudders of the boat were operated 

electronically by remote control. The 
• • II I I . , I I 

Fort Randall tunnel model 

75 
actual dam was planned as a crested gate 

type with twin parallel locks with 

provisions for the development of a power 

plant. The model at WES showed that large 

boats would have no difficulty passing a 

chute that channelized ice and driftwood, 

but that small boats would have trouble. 

When the water on the model was high, 

tows passing. downstream needed a 

straighter bank on the south side, and the 

model showed that dredging wou ld be 

needed in that area. Experiments pointed 

out the feasibility of reducing the gates 

from 13 to 12; objectionable eddies were 

shown below the power plant, but these 

could be removed by opening the third gate 

riverward from the locks; the right bank 

would have to be dredged also to reduce 

stream velocities there.42 These test results 

were typical of the problems which model 

studies at WES solved before actual 

construction began and changes were too 

late. 

An unusual model built in 1956 was 

of interest to fish and wildlife officials and 

also to farmers. It was Vermilion Bay, 

located in the heart of Louisiana's rice and 

Cajun country. The problem was 

converting the huge bay from salt water to 

fresh water; it also involved one of the 

State's best game preserves where millions 

of migratory waterfowl winter and where 

some of Louisiana's offshore shrimp and 

oyster reserves are spawned. Strangely 

enough, the region experienced annuall y 

one of the heaviest rainfalls in the country. 

But the vast irrigation for the area's rice 

farms was already critical during the dry 

months and would no doubt become 

greater as production was expanded. 

Engineer Henry B. Simmons at WES 

explained that rice required irrigation from 

April through August and in its early stages 

could tolerate only a trace of salt water. 

76 

As it matured, the concentration could 

reach one-seventh seawater, but any greater 

amount was dangerou~. In nature, 

Vermilion Bay practically reversed this 

routine. In late winter and early spring 

when surface runoff from the bayous was 

greatest, the bay wou ld be almost pure 

fresh water. But during the dry months 

when water was needed the most for the 

rice fields, the bay became so salty that 

by July and August it was about a third 

seawater.43 

The WES model was built inside a 

shed where a day was represented as 

7-1/2 minutes long, a year as 45-1/2 hours. 

It was 18,000 square feet in size, 

representing 1250 square miles. The 

necessary distortion in the model's scale 

was the real headache for engineers. 

Horizontal dimensions were reduced 20 

times more than were vertical dimensions. 

In order for the model to have had the 

same vertical and horizontal scale, the 

overall size of the model would have 

needed to be increased by 400 t imes. Such 

a size, plus housing for it, would have been 

prohibitive in cost. Building the model 

took three months, but collecting data on 

the salt content of the water in nature took 

two full years. To try to hold the fresh 

water in and the salt water out of the 

model, a dike was constructed at 

Southwest Pass. Tests were conducted to 

see how this dike would affect the salinity 

of the water in a dry year and then in a 

wet one. The dike proved effective.44 

While farmers were concerned with 

growing rice, forestry officials were anxious 

about timber, and they turned to WES for 

help in 1954. The Vicksburg Infiltration 

Project, studying soil and moisture 

conditions, showed that the kind of soil 

conditions that would cause an Army tank 

to bog down could also be related to how 
rapidly trees grow in the area and the 

mobility of vehicles used in thinning 

timber.

45 

Another WES project in the 1950's 

concerned mapmaking-not ordinary maps, 

but ones that would read like books. The 

"all-knowing" maps were slated to be the 

end result of a new aspect of military 

science called "Military Evaluation of 

Geographic Areas." Knowing that the 

forces of nature could affect the movement 

of troops in scores of ways, WES engineers 

and scientists developed a process of 

classifying the information so that it would 

be concise and readily available. Such maps 

would be vital in warfare, with troops 

moving swiftly from one conti nent to 

another and to remote areas of the globe. 

In the past, weather conditions often 

determined the outcome. Mud controlled 

the tactical situation in World War I on the 

entire western front at times; volcanic ash 

almost halted the invasion of I wo J ima in 

World War II. Nature always played an 

important role. 

In the WES map studies, led by W. G. 

Shockley, military records of recent wars 

and maneuvers were combed to discover 

what elements of nature affected all sorts 

of military operations and to what extent. 

The data could supply vital information for 

those who planned and executed military 

operations. On the map before them, they 

would know about the density of forests, 

the problem of insects and poisonous 

snakes, soft soil, and scores of other 

important situations.46 

Work at WES was world-famous and 

almost worldwide in scope when in 1954 

WES engineers expanded their activities 

and studies to the polar ice cap; there they 

lived for several months performing a series 

of experiments. They discovered that life 

in the Arctic wasn't too bad after all. The 

77 

group, including engineers and technicians, 

was sent to perform trafficability studies 

on the endless snow, just as they had 

previously done on dirt and sand in other 

sections of the world. While in Greenland, 

they lived in icebox-type structures called 

wanigans- metal houses with insulated 

interiors.47 

The nine-man team was headed by 

Charles R. Foster, Chief of the Soils 

Foundation Studies at WES; others 

included Sterling J. Knight, A. A. Rula, 

Edgar S. Rush, Austin Helmers, 

John William Loviza, Claude A. 

Blackmon, W. J. Hicks, and L. M. Duke. 

During June, July, and August 1954they 

worked 11 hours a day, 7 days a week, 

in 24-degree weather in unending daylight. 

Their work included pushing instruments 

into the snow and checking and rechecking 

for depth and hardness. They directed 

tractors to drive over the same spot dozens 

of times, until the vehicles bogged down 

in the deep ruts. The experiments were part 

of the trafficability study initially 

undertaken by WES in 1944.48 

WES personnel again visited the Arctic 

in 1955; they were participants in a study 

that involved 60 engineers and scientists, 

20 officers, and about 200 enlisted men 

whose primary mission was to bring back 

the facts on how to live and work in the 

area. Two projects were directed by WES 

engineers: construction of a stable road to 

permit access to the edge of the ice cap, 

and snow trafficability problems related to 

vehicle performance and movement of 

materials and equipment over the ice and 

snow. 

Other projects planned for the 

summer of 1955 on the ice cap ranged 

from tunneling experiments under the ice 

and snow to facilitate the movement of 

materials, equipment, and troops to road 
Trafficability testing of standard D-7 Caterpillar tractor on polar ice cap 

1 

Deep ruts left by standard D-7 Caterpillar tractor after 40 trips in same path on polar ice cap 

78 
and airfield construction using snow as the 

construction material. The goal of the 

studies was to provide basic information 

necessary for establishing and overcoming 

difficult problems encountered in 

conducting military operations in arctic 

regions. 49 One of the proposals made by 

WES engineers was the building of arctic 

"subways," 25 feet underground and 

12 feet wide, to be constructed of 

well-packed snow and ice. The cost would 

be relatively low.so 

The Greenland studies were continued 

in 1957 and concerned two major projects: 

to develop design criteria and construction 

techniques for building earth-fill roads on 

glacial ice surfaces, and to provide data for 

use in determining the trafficability of 

Greenland ice-cap snows for existing 

vehicles. The first project, one that had 

been under construction for three 

summers, was substantially complete. This 

would permit easy access from a toe of an 

ice ramp to a zone on the ice cap where 

erosion and differential melting of ice 

decreased to the point that vehicles could 

move with greater ease. 

During the summer of 1957, major 

efforts were made in observing the 

performance of the road and in collecting 

data to further strengthen the correlations 

established in earlier Greenland visits. A 

road was also constructed from a point in 

southern Greenland to a point on the edge 

of the ice cap, and a large variety of 

vehicles were tested on the ice cap to 

determine their . operating capability. 51 

In 1958, the test results of the WES 

studies were revealed. Arctic snow had 

supported the movement of practically 

every tracked vehicle which had been 

driven over the snow during the testing. 

Based on measurements made in the snow, 

it was now feasible to estimate the chances 

79 

for successful operation on snow of any 

existing vehicle made for that purpose. 

During the summers of 1954, 1955, and 

1957, the men had conducted a total of 

426 tests in the Arctic. 52 

Trafficability of Army vehicles in 

snow was just one problem studied by 

WES, for while many jet-age inventions 

solved problems, they sometimes created 

new ones. This was the case with jet planes 

landing on standard runways. New 

materials were needed for airstrips to 

withstand the pressure of the huge planes 

as well as the blast from takeoff and the 

dripping fuel which spilled onto the 

pavement. 

An extensive landing mat testing 

program was initiated in 1950 in which a 

variety of new mats including mats made 

of aluminum, steel, magnesium, and plastic 

were tested. Two heavy-duty mats 

designated as M8 steel and M9 aluminum 

were type-classified and procured in 

quantity. These heavy-duty mats were 

capable of supporting heavy wheel loads of 

up to 50,000 pounds per wheel. A lighter 

steel mat designated M6 was also 

type-classified and procured in quantity. 

This mat was capable of supporting wheel 

loads up to 25,000 pounds. 

During the early 1950's, a large-scale 

testing program was conducted at WES to 

develop criteria for the design of runways 

to be surfaced with landing mat. 

Accelerated traffic tests simulating aircraft 

taxiing operations were conducted on test 

sections having a range of subgrade and 

base course strengths and surfaced with M6 

and M8 steel and M9 aluminum landing 

mats. Traffic was applied with load carts 

simulating single-wheel loads of 10,000 to 

50,000 pounds and multiple-wheel loads 

of 50,000 to 1 00,000 pounds. Design 

curves developed from the data obtained 
Aircraft operating on mat-surfaced runway 

relate service life of the mat to subgrade 

strength, base thickness, wheel load, and 

tire pressure. 

It had been discovered that jet fuel, 

which does not evaporate quickly, acted as 

a solvent and dissolved the asphalt from 

asphaltic concrete pavements. On parking 

and refueling aprons where the jet planes 

parked and stopped their engines at the 

same spot time after time, repeated fuel 

spillage resulted in rapid deterioration and 

disintegration of the pavement. Also, at the 

end of runways and warm-up pads, the heat 

from jet blast softened the asphaltic 

concrete and caused severe erosion of the 

pavement. WES conducted studies on tar 

and tar-rubber paving mixtures to develop 

a flexible pavement that was more resistant 

to jet fuel spillage and jet blast. For this 

80 

test, an F-80 jet from the Greenville, Miss., 

Air Base was delivered to WES in a truck 

and used to study blast effects on the 

various types of pavements. Jet fuel was 

also spilled in controlled quantities at 

predetermined locations to determine the 

effects of fuel spillage. These studies 

showed that the tar-rubber pavements were 

more desirable for use on parking and 

hangar areas than were asphaltic concrete 

pavements. 53 

The ever-increasing size and weight of 

military aircraft have posed a continuing 

problem in regard to the design of the 

pavements upon which they operate. 

During the early 1950's, the B-47 and B-52 

heavy bombers were operating from airfield 

pavements that were designed for lighter 

aircraft, and considerable distress was 
jet plane blast test 

developing in the pavements due to severe 

overloads. The B-47 and B-52 aircraft had 

bicycle-type landing gears; and in order to 

operate on existing taxiways, aircraft 

would travel down the center of the 

taxiway resulting in a channelization of 

traffic in a very narrow lane. T~is resulted 

in a much larger number of load repetitions 

on the taxiway pavements than had been 

previously experienced with. a.ircraft 

equipped with tricycle-type landing gears: 

As a result of this experience, design 

criteria for heavy-load airfield pavements 

were revised to accommodate. the heavier 

aircraft and channelized traffic. Interim 

criteria for fle.xible pavements were 

developed at WES, and criteria for rigid 

pavements were developed at the Rigid 

Pavement Laboratory at the Ohio River 

Division Laboratory, Cincinnati, Ohio. Test 

sections were constructed and tested to 

validate these criteria. 

Air Force military officials were 

81 

reluctant to permit use of flexible 

pavements on airfields that were to be 

subjected to traffic of the heavy B-52 

aircraft; they preferred rigid portlandcement concrete, even though the first cost 

was in many cases higher than a 

comparable design using flexible pavement. 

Therefore, a Congressional committee 

requested that a proof test be conducted 

at Columbus, Miss., to determine the 

suitability of flexible pavement for 

runways of heavy-duty airfields. The test 

was conducted in 1958 on a portion of 

runway consisting of both rigid and flexible 

pavements which had been constructed in 

accordance with the revised pavement 

criteria for heavy-duty airfields. For nearly 

a month, day and night, 7 days a week, 

a tractor pulled a huge olive-drab load cart 

loaded with 212,000 pounds of lead bars 

back and forth over the test section. This 

load simulated one main gear of a B-52 

aircraft. The pavement was subjected to a 
total of 5,000 coverages of traffic which 

was considered to be equal to 20 years of 

life under actual ai rcraft operations. There 

was some settlement and cracking of both 

the rigid and flexible pavements during the 

traffic period. However, it was concluded 

that both the rigid and flexible pavements 

performed satisfactorily and that the pavement design criteria were adequate. 54,55 

It was primarily during the period that 

Col. A. P. Rollins, Jr., was Director that 

W ES faced the problem of developing and 

proving the capability of heavy-duty 

asphaltic concrete for pavements. This 

accomplishment was significant for 

economics as well as expediency in the 

construction and repair of airfields and 

roadways. 56 

In 1958, WES scientists and engineers 

developed a plastic landing mat which was 

described as looking like a huge sandwich. 

The 11 bread" was a solid sheet of plastic 

reinforced with glass fibers; the "filling" 

was a plastic honeycomb-core material, 

while the "dressing" was phenolic resin . It 

was made in panels 12 feet by 3 feet by 

1-1/4 inch, having tongue-and-groove side 

and end connectors. The panels were 

fastened together in the field by aluminum 

drive rivets. The mats were both 

economical and easily transported.57 Tests 

of the mats showed that they could be used 

for emergency operations for two weeks, 

and efforts were begun to modify them for 

service of as long as six months.ss 

Experiments with portland-cement 

concrete for a variety of purposes, 

including airport landing strips, made 

gigantic strides at WES. Included in the 

studies was the use of new instruments. 

One that was utilized was a modified 

length-change comparator for use in 

Apparatus for measuring length change of specimens with 1 0-in. effective gage length 

82 
studying concrete specimens. Changes of as 

little as 0.0001 inch in length of a concrete 

specimen were detected, and the 

comparator could be used with either 

cylindrical or prismatic specimens of any 

dimensions up to 10 inches in diameter 

and 24 inches in length. It was first 

deve loped at WES in the 1940's to meet 

the needs for an instrument capable of 

making such measurements on specimens 

of a size and weight that could not be 

accommodated on a vert ical comparator. 59 

Also added to the Concrete Division 

facilities, which were located in Clinton, 

was an X-ray diffraction apparatus, the first 

in Mississippi. It was used in studies of 

cement, admixtures, aggregates, and other 

materials being investigated for use in the 

Corps of Engineers Civil Works Program. It 

was a powerful tool for identifying, 

classifying, and understanding the 

properties of concrete construction 

materials and increased the quality while 

reducing the cost of concrete.

60 

Numerous other tests concerning 

concrete were also conducted. Thermal 

controls were used to keep the temperature 

around a curing sample of concrete the 

same as that of the concrete itself in order 

to determine how the mixtu re wou ld act 

away from the surface in mass concrete. 

By subjecting samples alternately to 

freezing and thawing, concrete wou ld be 

given the equivalent of a hundred years 

exposure to freezing and thawing in a few 

weeks time. Other thermal, electronic, 

X-ray diffraction equipment with portland-cement specimen mounted in sample holder, and chart 

of portland cement diffraction pattern appearing on potentiometer at above left 

83 
chemical, microscopic, and physical tests 

were used to determine the behavior of 

concrete in simulated service.61 

Experiments with concrete revealed 

that temperature and humidity were 

important. By making sample concrete 

blocks in accordance with carefully 

controlled specifications and then 

subjecting these specimens to tests, 

information could be obtained on how well 

any particular batch of concrete would 

withstand sudden temperature changes. 

The blocks were placed in special cabinets, 

so that their temperature changed from 

zero to 40 degrees and back to zero every 

two hours. 

It was discovered that air bubbles 

make concrete more frost-resistant. This, 

plus the proper amount and size of sand 

and gravel, reduced the amount of cement 

needed. 

WES also experimented with 

substitutes for cement, selecting 16 less 

costly materials for study; 169 separate 

concrete mixtures were studied. Other 

experiments verified the effectiveness of 

the first satisfactory 8-cubic-yard bucket 

for handling and placing mass concrete. 

Tests were also made to determine the 

durability of concrete beams reinforced 

with both old- and new-style reinforcing 

bars. Form anchors tested at WES made 

possible the placing of larger sections for 

dams, which resulted in savings in time and 

construction costs. 

Other work with concrete concerned 

the development of an insulating blanket 

of foam concrete for use under airfield 

pavements placed in permafrost areas of 

Alaska. 

Though most experiments were 

designed to simulate years of wear on 

Placement of foam concrete 

84 
concrete in just a number of days, one 

unique test lasted much longer. A 

windswept island located off the Maine 

coast was the site of an exposure station 

established by the Army Corps of 

Engineers in 1936 to investigate the 

suitability of materials proposed for use in 

the concrete of the original Passamaquoddy 

Tidal Power Project. 

In 1939, it was determined that this 

station could be used to develop data 

concerning the durability of concrete 

exposed to severe weather conditions. 

Located as far north as possible on the East 

Coast and yet still in the United States, 

Treat Island had low winter air 

temperatures, but the seawater temperature 

never dropped below 34 degrees. Tides in 

Cobscook Bay at Treat Island rose as high 

as 30 feet. 

As many as 1,500 concrete specimens 

of all shapes and sizes were located at the 

island, most of them placed on a timber 

rack attached to a wharf at a level midway 

between high and low tide. The specimens 

were also exposed twice daily to the air 

and immersion in seawater. 

The main purpose of the Treat Island 

Station was to determine the durability of 

concrere under severe conditions. Samples 

from a variety of places were exposed. 

Reinforced concrete beams, deliberately 

loaded to as much as 50,000 pounds per 

square inch in the reinforcement in order 

to open up cracks, were exposed to see 

what effect the cracks and stress would 

have on durability. Freezing and thawing 

of specimens and the resulting expansion 

and contraction were of primary interest. 

One of the most spectacular 

Condition of concrete beams after 1-1/2 years of freezing and thawing cycles and tidal 

inundation at Treat Island, Maine, weathering station 

85 
occurrences at Treat Island was the almost 

certain destruction of even high-quality 

concrete in one winter's time if the 

concrete did not contain a proper amount 

of entrained air bubbles, which provided 

relief cells to take care of expansion when 

water, soaked up by the concrete, would 

freeze. The result was the same as proved 

in the laboratory at WES. 

Properly made "air-entrained" 

concrete was found to be virtually immune 

to Treat Island's severe freezing and 

thawing. Some specimens have shown no 

effects in the entire existence of the 

station. Monthly data were sent by 

Montford H. Peabody of nearby Lubec, 

Maine, to WES in Vicksburg. 62 

Many other milestones occurred in the 

1950's at WES: the reproduction facilities 

published training material for the Air 

Force;63 a prototype analysis program was 

undertaken for OCE;64 vehicle mobility 

tests in coarse-grained soils were begun for 

the Navy in 1953; and in 1956, a site for 

a small-scale testing facil ity for evaluating 

the effects of explosions was selected.65 In 

1959, an Army Technical Bul letin, TB 

ENG 37, "Soils Trafficability," was 

written at WES and published by the 

Engineer School. It described the 

equipment and procedures required to 

predict the performance of vehicles in 

fine-grained soils and was widely used by 

both the military and some 

manufacturers. 66 

Another first for Mississippi was the 

installation at WES in 1957 of the first 

digital computer center in the state. 

Procurement, installation, and operation 

occurred during the directorship of Colonel 

First computer installed at W£5, 7957 

86 
Rollins. Early in July, C. B. Patterson was 

assigned the responsibility of planning the 

new facility, recruiting the programming 

and operating staff, arranging programming 

training for user engineers, selecting 

peripheral equipment, preparing the si te, 

obtaining supplies, determining operating 

procedures, and having enough problems 

programmed by the delivery date of 

mid-September to provide at least 50 percent prime-shift utilization. Two Army 

enlisted men with knowledge of I BM-650 

equipment such as was to be installed, 

Pfc. Edward V. Resta and Pfc. Stephen A. 

Closs, were transferred to WES to assist; 

and two keypunch and EAM operators, 

Bernadine Reynolds and Alice M. Woody, 

were hired. By September 1957 the 

computer was in operation.67 

WES also faced some serious 

problems. In 1952, as the result of a 

Department of Defense imposed freeze and 

required review of all ongoing programs, 

WES faced an immediate strength 

reduction of approximately 25 percent. 

Employment opportunities elsewhere were 

not abundant, and employees who were 

released were assisted in finding new jobs 

if they so desired. Careful planning ensured 

a mm1mum disruption to long-range 

capabilities of WEs.68 

Another aspect of employment was 

the initiation of the Enlisted Personnel 

Program in which draftees with engineering 

and scientific training were assigned to 

duty at WES following basic military 

training. This als01 provided a major source 

of recruitment for continued employment 

under Civil Service appointment for many 

when they completed their military 

service. 69 

Though WES had existed as a separate 

organization directly under OCE since 

1949, attempts were made to take away 

87 

this status. Various individuals, including 

two M RC presidents, recommended that 

the order be reversed; WES Director 

Col. Carroll H. Dunn vigorously and 

successfully opposed such a move.70 Also, 

during Dunn's tenure, the decision was 

made to complete the large Mississippi 

Basin Model at Clinton.71 

WES capabilities were no better 

illustrated than when tragedy struck 

Vicksburg at 5:35 p.m. on Saturday, 

5 December 1953. A tornado hit the 

downtown section of the city and then 

moved on to residential areas. WES was not 

in the path of the storm and suffered no 

damage. When Col. Dunn learned of the 

disaster at 6:15, he immediately went to 

the downtown area after alerting security 

forces at WES and directing that j. G . 

Schaffer, Chief of the Construction 

Services Engineering Branch, be contacted 

and requested to report for duty. 

In the downtown disaster area, 

Col. Dunn offered the assistance of WES 

to Mayor Pat Kelly; the Mayor suggested 

that Col. Dunn do whatever he thought 

best. The WES Director issued instructions 

for the mobilization of emergency forces 

and equipment, and guards on duty at WES 

contacted Construction Services Division 

personnel and asked them to report for 

duty. 

Approximately an hour after the 

storm had struck, WES equipment and men 

were on their way to the disaster area. In 

a short time, three portable lighting units 

with attendant floodlights and cables were 

set up and a WES firetruck and crew were 

on the scene. Rescue efforts were under 

way at the Saenger Theater where a 

children's matinee had been in progress, in 

the vicinity of the First National Bank, and 

at Palermors Clothing Store. The firetruck 

made two runs during the night to assist 
in fighting blazes at the Sears warehouse 

and the Federal Compress warehouse; it 

remained on standby during the rest of the 

night. 

Col. Dunn established a command 

post in the telephone office. 

Capt. Carroll N. LeTellier and Lt. 

William L. Durham manned it throughout 

the night, directing operations of WES 

forces and equipment. Operations 

conducted during the night included the 

following: 

7. A survey was made of power 

requirements of all hospitals in 

order that emergency service 

could be supplied in the event of 

power failure. At the request of 

Dr. Walter johnston, the lighting 

unit in use at the corner of Walnut 

and Clay Streets was sent to 

Charity Hospital after a power 

failure there. However, service was 

restored before the unit could be 

put into operation. 

2. The third WES portable 

lighting unit was set up and 

operated at the YMCA for the 

Mississippi National Guard forces 

headquarters. 

3. The lighting unit that had 

been sent earlier to Charity 

Hospital was set up and operated 

at the corner of Crawford and 

Mulberry Streets to aid rescue 

operations at that point. 

4. A pumping unit was set up 

in the basement of the Hotel 

Vicksburg to remove water that 

had flooded the basement. 

5. Periodic checks of all 

equipment in use were made 

throughout the night and WES 

employees worked continuously 

with other volunteer forces to 

rescue persons trapped in 

collapsed buildings and to recover 

bodies of victims. 72 

88 

Cleanup operations began at dawn on 

6 December, and equipment and men from 

WES assisted. Col. Dunn advised the Chief 

of Engineers of the situation by teletype 

that morning at 7: 45. The message read: 

Reference telephone conversation 

from General Hardin to Officel' 

Chief of Engineers, 5 December, 

no damage to Waterways 

Experiment Station property or 

personnel. Damage to private 

property in city, center and 

northeast section, extensive. 

Overall casualty figures at 0700, 

6 December, 7 8 deod, over 300 

injured. Coordinating with 

General Hardin in rendering all 

possible assistance for disaster 

relief. Power out in Mississippi 

River Commission and Vicksburg 

District offices. Messages for those 

offices, as well as Waterways 

Experiment Station, should be 

routed to Waterways Experiment 

Station. WES station will operate 

on 24-hour basis until further 

notice. 73 

Federal aid was officially requested by 

Mayor Kelly at a meeting held in City Hall 

at 8 a.m. on 6 December. At the meeting, 

the Corps of Engineers agencies were 

assigned the responsibility of relief 

activities. The major work to be done was 

removal of wreckage and recovery of 

victims. 

Throughout the day, which was a 

Sunday, WES men and equipment were 

engaged in: recovering bodies of victims; 

shoring up buildings to prevent further 

collapse; removing overhanging debris such 

as dangling wires, tin, wood, etc., from 

poles and buildings; pulling down badly 

damaged and unsafe walls (with permission 

of city officials); clearing streets of rubble 

and wreckage; and providing equipment, 

material, and services to other rei ief forces 
when requested . Emergency work was completed at the Saenger Theater by around 

5 p.m., and all bodies were removed. 

Cleanup operations were discontinued 

during the night though duty officers were 

maintained at the command post and at 

WES to handle emergency calls and 

requests. The warehouse at WES was kept 

open and personnel of the Equipment 

Section were alerted for call during the 

night, if necessary. Several requests for 

minor help we re met. 

Operations resumed at dawn on 

7 December and were completed shortly 

before noon. WES personnel had removed 

approximately 625 truckloads of debris. 

Over 400 employees had assisted in rescue, 

cleanup, and relief operations, putting in 

5,000 man-hours during the period from 

6 p.m. 5 December until noon on 

7 December. Seven other employees served 

with the National Guard, and almost 450 

volunteers assisted WES personnel in their 

area of responsibility with the volunteer 

forces present at any given time ranging 

from 50 to 1 50 workers. 

Equipment, material, and supplies 

were provided by WES for its own work 

and for other agencies that needed it. In 

the absence of telephone communications, 

personal messenger service was utilized; 

teletype service for all three engineer 

agencies in Vicksburg and emergency 

messages for the Red Cross were handled 

by WES, which provided 24-hour teletype 

service. Total cost to WES for the 

operations was ,3,950 ; employees declined 

any pay, whi ch would have been overtime, 

for their services on 5 and 6 December, 

considering their work as part of the 

community effort.74 

Several days later, in recalling the 

efforts put forth by WES and the other 

89 

Engineer agencies, the Vicksburg Evening 

Post editorialized: 

The work of the Engineers, every 

one of them and their trained 

personnel and their volunteer 

helpers, will remain indelibly 

inscribed on the pages of 

Vicksburg's history. In our saddest 

hour, the Corps of Engineers did 

more than anyone else to bring 

order out of chaotic Vicksburg. 

We proudly salute them. 75 

One of the highlights of the decade 

of the 1950's was the 25th anniversary 

celebration of WES. Open house and 

appropriate ceremonies were held on 

Friday 18 June 1954, and Mayor Pat Kelly 

of Vicksburg proclaimed it WES day.76 

Ceremonies at WES were held on the lawn, 

and approximately a thousand people 

attended. On hand were Brig. Gen. 

Herbert D. Vogel, Col. Fran cis H. Falkner, 

Lt. Col. C. P. Lindner, Col. Carroll T . 

Newton, and Brig. Gen. John Hardin, who 

was President of the M RC. Congressman 

Cliff Davis of Memphis spoke briefly, and 

Col. Carroll H. Dunn , WES Director, 

introduced the visitors. Master of 

ceremonies was Vicksburg Businessman 

Shouphie Habeeb.77 

Principal speaker for the occasion was 

Major Gen. Samuel D. Sturgis, Chief of 

Engi neers. Gen. Sturgis recounted some of 

the activities of WES and told the crowd 

that research and testing of hydraulics 

alone at WES "have saved the taxpayers at 

least $100 million by enabling us to devise 

better, sounder, and more economical 

designs at less cost.'' 78 

In its 25 years, WES had touched the 

lives of millions of people in both peace 

and war. The results of its work were 

evident throughout the United States and 

much of the free world. 
1. Wayne Andrews, ed., Concise Dictionary of American History (New York: Charles 

Scribner's Sons, 1962), p. 520. 

2. Vicksburg Evening Post, June 17, 1954. 

3. Ibid. Also see Vicksburg Sunday Post, August 20, 1950. 

4. Typewritten manuscript on file in WES archives. 

5. Vicksburg Evening Post, June 17; 1954. 

6. Ibid. 

7. 

8. 

9. 

10. 

11. 

Ibid., 

Ibid., 

Ibid. , 

Ibid. 

Ibid., 

September 9, 1951. 

June 17, 1954. 

February 27, 1952. 

j une 17, 1954. 

12. Ibid. Two WES men, Major John J. Franco and Sgt. John M. Evans, received the 

bronze star on September 24, 1952, for their roles in Korea. 

13. J. B. Tiffany, ed., History of the Waterways Experiment Station (Vicksburg: WES, 

1968), p. 12. 

14. Ibid., p. IV-15. 

15. Ibid., pp. IV-14, 15. 

16. Ibid., p. IV-14. 

17. Vicksburg Evening Post, February 15, 1951. 

18. Vicksburg Sunday Post, September 9, 1951. 

19. Ibid. 

20. Typed news release, August 27, 1951. In WES archives. 

21. Typewritten manuscript, May 1958. In WES archives. 

22. An amusing story about WES participation in the New Mexico tests is still told around 

the offices at WES. When some of the personnel arrived from Vicksbu rg, there was 

a dispute about their clearance papers, and the test facilities were Top Secret. While 

the problem was being worked out , the Vicksburg men went sightseeing, and at a 

nearby tourist attraction, on a high plateau, one of them dropped a dime into a 

telescope; there before his eyes was the '

1

top secret" which he had not been allowed 

to see only a short time earlier. When Carlsbad officials learned of it, they wasted 

no time in correcting the situation. 

23. j ackson Clarion Ledger, October 21, 1959. 

24. Washington, D. C., Evening Star, April 14, 1955. 

25. Vicksburg Evening Post, May 25, 1952. 

26. Jackson Clarion Ledger, October 21, 1959. 

27. Vicksburg Sunday Post, March 25, 1956. 

28. Vicksburg Evening Post, February 15, 1951. 

29. Jackson Daily News, September 4, 1951. 

30. Typewritten manuscript, june 2, 1945. In WES archives. 

90 
31. Vicksburg Evening Post, December 22, 1955. 

32. Ibid. 

33. Watertown, N. Y., Daily Times, June 2, 1956. 

34. Jackson Daily News, May 16, 1954. 

35. Ibid. 

36. Interview with joseph B. Tiffany, Jr., "Mr. WE$, 11 December 3, 1975, Vicksburg, 

Mississippi. 

37. Huntington, West Virginia, Advertiser, June 18, 1954. 

38. Tulsa Daily World) July 4, 1954. 

39. Vicksburg Evening Post, March 2, 1955. 

40. Ibid., August 14, 1959. 

41. Louisville, Ky., Times, June 17, 1954. 

42. Louisvil le, Ky., Courier-journal, June 17, 1954. 

43. Vicksburg Sunday Post, September 30, 1956. 

44. "A Day is 7-1/2 Minutes," Dixie Roto Magazine (December 2, 1956). 

45. K. G. Reinhart and R. S. Pierce, Southern Lumberman (December 15, 1954). 

46. "Army Maps Read Like Books," Stars and Stripes {Fall, 1957). 

47. Vicksburg Sunday Post, August 8, 1954. 

48. "Vicksburg Team Studies Ice Cap," Dixie Roto Magazine {October 24, 1954), p. 7. 

49. Vicksburg Evening Post, May 29, 1955. 

50. Jackson Daily News, May 16, 1955. 

51. Vicksburg Sunday Post, April 7, 1957. 

52. Army Times, March 22, 1957. 

53. Vicksburg Evening Post, January 28, 1954. 

54. "Flexible Airfield Pavement Tested at Columbus AFB, Miss., by Corps," The 

Constructor (October 19 58) , pp. 46-4 7. 

55. Vicksburg Sunday Post, February 1, 1959. 

56. Tiffany, History of WES, p. I V-18. 

57. Vicksburg Evening Post, February 4, 1958. 

58. "Army Develops Plastic Airplane Landing Mat," Civil Engineering (j une 1959). 

59. Typewritten manuscript, july 7,1951 . In WES archives. 

60. Vicksburg Evening Post, September 8, 1951. 

61. Temple, Texas, Daily Telegram, May 28, 1954. I 

62. Portland, Maine, Sunday Telegram, November 22, 1959. 

63. Tiffany, History of WES, p. I V-14. 

64. I bid., p. I V-15. 

65. Ibid., p. IX-2. 

66. I bid., p. I X-3. 

67. Ibid., pp. IV-18, X-1, X-5. 

91 
68. Ibid., p. IV-15. 

69. I bid., p. IV-16. 

70. Ibid., p. IV-17. 

71. Ibid., p. IV-16. 

72. Ibid., p. XXII 1-2. 

73. Ibid. 

74. Ibid., pp. XX II 1-1-5. 

75. Vicksburg Evening Post1 December 9, 1953. 

76. I bid., June 16, 1954. 

77. Vicksburg Herald, June 19, 1954. 

78. Ibid. 

92 
CHAPTER V: BLENDING CONSTRUCTION AND COMBAT POWER: 1960-1969 

During an era when WES would 

contribute greatly in both improving 

peacetime construction techniques as well 

as in advancements in combat power, a 

disaster struck in the early morning hours 

of 3 October 1960: fire gutted the 

Administration Building. 

routine rounds. He immediately called the 

Vicksburg Fire Department, and every 

available fire-fighting apparatus was 

dispatched. 

2 

Destroyed in the fire in addition to 

the Administration Building were the 

following: the IBM 640 computer, owned 

Front of Administration Building during 7960 fire 

Col. Edmund H. Lang, Director, 

learned of the catastrophe before dawn 

when W. L. "Bill" Bache pounded on the 

windows of the ~olonel's home to awaken 

him. The whole sky down toward WES was 

a red glow when Lang rushed to the scene, 

and he later recalled the helplessness he felt 

as the blaze consumed first the roof and 

then the entire building.1 Roy B. Jones, 

fireman-guard at WES, had discovered the 

fire as he approached the building on his 

93 

by the IBM Company and valued at about 

$400,000; all the printing presses and other 

equipment in the Print Shop; all the 

Photography Laboratory equipment 

including printers, cameras, and other 

darkroom apparatus; the entire Technical 

Library collection including over 75,000 

items, plus the card index of 275,000 

reference cards, published indexes, 

bibliographies, translations, etc.; practically 

all of the Mail and Records Section's 
Back of burning Administration Building 

Interior of W£5 Library after fire 

94 
current files of unclassified correspondence; some of the files of the 

Personnel Branch and Finance and 

Accounting Branch; a large number of 

reports being edited and prepared by the 

Reports Section; all of the cafeteria 

equipment (most privately owned); and 

practically all of the desks, furniture, 

typewriters, and other equipment in the 

bui lding. 

The building that was destroyed 

housed the Executive Offices, the 

Personnel Branch, the Main Conference 

Room, the Comptroller Staff except for 

the Property Branch, the Office Service 

Branch, the Print Shop, the Photography 

Laboratory, the Drafting Room, all the 

offices occupied by the Reports Section, 

the Research Center and Library, the 

Technical Liaison Branch, the Computer 

Center, and the Cafeteria. 

Fortunately, most classified material 

was in fireproof containers and was 

recovered. When it became apparent that 

the building could not be saved, firemen 

trained their hoses on cab inets containing 

practically all the basic files of the 

Personnel Branch and the most important 

records of the Finance and Accounti ng 

Branch.3 

Before the fire had been extinguished, 

Col. Lang appointed a Board of 

Investigation consisting of G. B. Fenwick 

as chairman, W. G. Shockley, W. B. 

Tanner, J. J. Kirschenbaum as recorder, 

and Capt. J. E. Wagner. They later 

concluded that the exact cause of the fire 

• could not be determined but that it was 

probably caused by either the 

malfunctioning of the ballast in a 

fl uorescent lighting fixture or the 

development of a short circuit in electrical 

wiring. There was no evidence or indication 

of any faulty workmanship or materials in 

95 

the building or its electrical system.

4 

Another board was also appointed by 

Col. Lang, one to determine means for 

continuing operations and to make an 

immediate survey of space available 

elsewhere at WES and in the city. Within 

two days, sufficient space had been found 

for all 140 employees who had worked in 

the burned-out building. 

On the morning of the fire, some units 

were moved in order to continue work with 

the least interruption possible. Within the 

next few days, relocated offices were 

housed as fol lows: the Construction 

Services Branch in the Forestry Services 

Building, Finance and Accounting Section 

to a nearby vacant house, Forestry Service 

into Mobility Research Center, Travel 

Section into the Soils Section, Personnel 

Branch into Hangar #2, Technical Liaison 

Branch into the Niagara River and Falls 

shelter, the Technical Library, Photo Lab, 

Print Shop, and Reports and Drafting 

Sections into the former visitors' center at 

the Vicksburg National Military Park.5 

Technical work operations were in no 

way affected by the fire as all facilities for 

research and testing in concrete, soil 

mechanics, and hydraulics remained intact 

and work continued without interruption. 

In the ruins of the library, efforts to 

recover any material were unsuccessful. 

Fortunately, about 10,000 volumes were 

out on loan in over 40 states.6 The card 

catalog index, which represented about 13 

years of effort, contained some 27 5,000 

cards, many including abstracts, which 

were alphabetically arranged by subject, 

author, series, etc. Without them, the 

collection could not be proper! y used. In 

that one fire, the most outstanding library 

of its type in the worl d was reduced to 

ashes; remaining was only a small coll ection 

of unindexed volumes. 
Immediately after the fire, the library 

staff, under the direction of Alan G. 

Skelton and ably assisted by Marie Spivey, 

Assistant Librarian, was divided into two 

groups; one tried to give service with its 

limited resources to the Corps of Engineers, 

and another concentrated on the 

acquisitions and reprocessing program. 

Funding in the amount of $328,000 was 

provided by OCE, and during the following 

months acquisitions ranged from as many 

as 9,100 in March 1961 to as few as 950 

in November 1963. By 1964 approximately 

120,000 items had been obtained through 

gifts, purchases, and exchanges. Many items 

were given from personal libraries, and gifts 

were so numerous that only one in every 

seven publications had to be purchased.? 

Ironical ly, a group of engineering schools 

at universities had proposed microfilming 

the card catalog several years earlier, but 

lack of funds had been cited for turn ing 

down the suggestion. 

8 

The Computer Center was relocated in 

the basement of the Peeples-Newman 

Building in downtown Vicksburg, and all 

equipment needed to get the computer 

back into operation was flown in by IBM , 

installed, and in full operation within 10 

days after the fire. 9 In addition, IBM 

located over 100 typewriters for loan to 

WES and had them delivered from al l over 

the United States within a few days. 10 In 

a short time, equipment obtained on 

emergency loan from the Engineer 

Research and Development Laboratories at 

Fort Belvoir, Va., to enable the Photo Lab 

and Print Shop to resume operations was 

on its way to WES in Army vans.1 1 

Col. Lang, on 3 October, also 

appointed a Planning and Development 

Committee to make plans for the 

construction of a building or buildings to 

replace the one destroyed. Space estimates 

96 

were completed, a preliminary cost 

estimate prepared, and OCE was notified 

and asked for funds and authority for 

construction of two new buildings plus 

supplemental space for certain units of the 

Soils Division which were considered to be 

inadequately and even dangerously housed. 

Sites were tentatively selected, contacts 

were made with several architectengineering firms, and a board was named 

to recommend the selection of a firm to 

prepare construction drawings for the 

replacement buildings. It was estimated 

that preparation of the plans would take 

about three months plus a year for 

construction, and it was proposed to build 

the new structures on a higher site than 

that of the old building. 

Assigned the mission of examining the 

qualifications of all of the architectengineer firms interested in the proposed 

contract was a committee headed by 

joseph B. Tiffany, Jr., and composed of 

Eugene P. Fortson, G. W. Vinzant, and 

E. H. Teeter. Aided by Bill Bache, 

Executive Assistant, the group also acted 

as a negotiation team for the contract, 

which was signed on 15 December 1960 

with R. W. Naef Company of Jackson, 

Miss.; the contract for construction was 

awarded on 25 October 1961 to Sarullo 

Construction Company. The new million 

dollar Headquarters Building was occupied 

in June 1963 and on 30 August 1963, Col. 

Alex G. Sutton and other staff members 

hosted an open house to show facilities and 

work operations to friends and families of 

employees and to the citizens of 

Vicksburg. 12 

The new Administration Building and 

Visitors Facility were not the only 

construction projects at WES during this 

period. An extension of the first office 

building, which had been erected in 1931 J 
New Administration Building, 7 963 

was completed in 1962 and another 

addition was made in 1966. The Soil 

Dynamics Test facility was completed in 

1962, the blast load generator facility in 

1963, the Mobility and Environmental 

Division quarters in 1965, the Nuclear 

Weapons Effects Division building in 1965, 

and the Reproduction and Reports Branch 

building was completed in 1966. Also 

completed were several big model shelters, 

the largest containing about 163,000 

square feet, and in 1967 the new shops 

building was cog~pleted and occupied. 

Constructed in 1969 was the new Concrete 

Division laboratory and office building. 13 

While many changes made were in the 

forms of physical structures, others were 

made on paper. One concerned the early 

publication of reports. Results of work 

were promptly supplied to those who paid 

97 

for studies, but for widespread use in the 

Corps the results of the studies were often 

unavailable for years. Once a project ~as 

completed, engineers found little 

enthusiasm for paperwork on past 

assignments. Efforts were made under Col. 

Lang to speed up and correct this 

system.14 

Of significance also was the 

preliminary work by Colonels Lang and 

Sutton which ultimately led to the 

establishment of the graduate training 

center at WES and a long-range master plan 

for the development of WES which led to 

the move of the Concrete Division from 

Clinton to Vicksburg. 15 

Primary organizational changes 

occurring while Colonel Sutton was 

Director included the formation of the 

Office of Technical Programs and Plans, the 
Nuclear Weapons Effects Division, and the 

Mobility and Environmental Division. 16 

One unique collection at WES was 

obtained from the Mississippi Geological 

Survey and contained millions of feet of 

cutting and core samples taken from over 

37,000 oil and water wells in the state. The 

collection was begun in 1960 with 

donations from oil companies plus a state 

building commission appropriation; later 

samples came from the Corps' own survey 

test holes. The samples were stored in two 

forms: Chips, looking like small gravel, and 

solid core, which was sawed into quarters 

for more convenient storage. By studying 

the samples with a machine similar to a 

geological electrocardiogram, geologists and 

drillers could determine the probability of 

locating valuable minerals or water in a 

particular area. 17 

In the late 1950's and early 1960's, 

work on the deltaic plain of the Mississippi 

Valley was done by WES geologists C. R. 

Kolb, J. R. Van Lopik , and R. T. Saucier. 

A series of comprehensive reports on the 

deltaic environments of deposition became 

standard references for investigations of 

deltas and the influence of deltaic soils on 

engineering projects. A by-product of these 

studies was their value in a project designed 

to locate construction material and 

building sites in the Mekong Delta in 

Vietnam. 

In addition, the Geology Branch 

cooperated with the Lower Mississippi 

Valley Division on numerous projects. In 

1964, a sedimentation laboratory was 

established by the Branch under the 

direction of Dr. Ellis Krinitzsky to study 

the effects of depositional environments 

and postdepositional changes in sediments 

on their strength properties. X-radiography 

techniques were also utilized to gain 

insights into the structural fabric of soils 

98 

and rock as a means of refining evaluation 

of engineering properties. 

The Geology Branch also provided a 

quantitative terrain study directed by John 

Shamburger as a support of the Mobility 

and Environmental Division. W. B. 

Steinriede, Jr., conducted a study of rock 

mechanics, and support was provided to 

the Nuclear Cratering Group in preshot and 

postshot studies of the effect of nuclear 

cratering on rock fracturing and the 

stability of rock slopes. Two borehole 

cameras used by the Geology Branch were 

used in such studies, and the data they 

supplied were related to joint 

phenomenology. Dr. Richard Lutton 

contributed in this area in his work on 

cratering slopes, slopes in mining 

excavations, naturally occurring rock 

slopes, and blasting phenomena. 18 

Another study of the ground was 

approached in an entirely different 

way-from high above the earth. In 1961, 

the Army conducted feasibility studies to 

determine if an airborne infrared monitor 

would permit high-speed surveying of the 

ground below by continuous monitoring of 

the terrain's infrared reflectance values. 

The study, conducted at WES, was made 

to show if such data could be transmitted 

electronically to a remote intelligence 

center where technicians cou ld derive 

accurate indications of the terrain structure 

and its suitability for heavy traffic such as 

tanks, trucks, and special weapons vehicles. 

Officials said if the military objectives were 

attained, the terrain analyzer project would 

prove practical in commercial applications 

for oil, mineral, and other subsurface 

deposits. Sample plots of terrain were 

analyzed to determine correlation between 

infrared reflectance and structural 

characteristics. 19 

A device in an airplane could possibly 
_ _ ...,.., .. _, _ __,,, _ _________ __________________________ ___J 

A neutron radiography foci/ity was added to W£5 capabilities in 1973. Neutron radiation using a 

Californium 252 isotope source permits nondestructive scanning of density, moisture, and chemical 

composition of soil, rock, and cementing materials 

detect ground conditions, but sensors 

developed at WES could do the same, after 

a fashion, and for a different reason. The 

sensors were planned for service over the 

southern half of Lake Michigan to report 

by FM radio the currents from three depths 

and would assist in the fight against 

pollution. Health Department officials were 

studying wastes b&ing dumped in increasing 

quantities into Lake Michigan; specifically, 

they wanted to know whether the lower 

lake could take Chicago's wastes and 

sewage plant effluent and other waste 

materials. The findings, to be supplied by 

the $15,000 sensors, would bear pointedly 

on the fight to prevent more diversion of 

99 

lake water to flush Chicago's wastes down 

the Illinois River. 

The master control for the sensing 

devices was about the size of a steel 

clothing locker and had an FM sending and 

receiving unit, electronic ccmemory" cells, 

and activating devices. At the Conelrad 

signal of an air raid, the master control 

would turn itself off. Most equipment had 

remote sensing devices to pick up 

information needed, a receiver for sorting 

the incoming signals and transforming them 

into usable information, and a te letype 

system for sending the information, 

punched on tape, to the scientists and 

engineers who used it. 
The telemetry setups were a lso used 

in the Red Rock Reservoir, at Edwards 

AFB to measure weather conditions for 

flyers in vast desert areas, and near 

Fairbanks, Alaska. They were designed at 

WES in the Dynamics Section of the 

Instrumentation Branch by Francis P. 

Hanes. 20 

One of the unique tests conducted by 

WES in 1961 concerned shoaling in 

Galveston Harbor and the search for ways 

to prevent the shoaling. Keeping the ship 

channel open in the harbor to the proper 

depth was costing about $300,000 a year, 

and WES engineers were constructing a 

model of the area in order to solve the 

problem. Tracing the shoaling at Galveston 

was done with radioactive gold, a process 

approved by the AEC. About a quart of 

the material was used and was really a 

mixture with the texture of fine sand and 

silt and was made from gold and glass 

melted together, cooled, and then ground 

to the proper consistency. It was made 

radioactive by placing it in a reactor at Oak 

Ridge, Tenn., and rushed to Galveston for 

use. Gold was chosen because it is not 

retained in living organisms, it emits gamma 

rays which penetrate water for a short 

distance, and it has a short half-life. The 

mixture contained about 3/10 of one 

percent gold by weight, and the radioactive 

strength of the material reduced to one half 

in a period of two-and-one-half days, 

making it ideal for short-term tests.21 

The substance was dropped outside 

the jetties at three different depths on 

7 June between 8 and 9 a.m. as a Coast 

Guard boat and an observer from the State 

Department of Health stood by. 22 Devices 

simi lar to geiger counters traced the gold 

along and around the jetties in search of 

areas of mass concentration. There was no 

danger of radioactivity because the 

100 

substance was dispersed over a large area. 

23 

The next day, the pre liminary results were 

ready, and Leo F. Ingram of WES 

reported: 

Early indications, showing a high 

peak of radioactivity, lead to the 

belief that some of the silt which 

clogs the Galveston Harbor 

entrance is coming through a small 

break in the jetty which was made 

to permit the passage of small 

boats.24 

Most of the silt appeared to move 

around the outer end of the jetty and into 

the channe l. The tests also helped in 

measuring current flow and force to verify 

the accuracy of a scale model of the harbor 

at WES.25 

The waters of another harbor, New 

York, presented a different type of 

problem: how to "bridge" the harbor with 

runways for La Guardia Airport. The East 

River completely hemmed in the airport, 

and extensions were needed for two of its 

runways in order to accommodate small jet 

planes. One runway extension would be 

2,000 feet, the other 1,035. The Port 

Authority of New York proposed 

extending the runways on solid fi lls, which 

extended into the East Ri ver, and applied 

to the New York District of the Corps of 

Engineers for help; the Corps turned to 

WES. 

Engineers at WES, after careful 

experimentation, proposed a deck across 

the channel that would be supported on 

pilings. They discovered that a solid fill 

between the airport and Rikers Island 

would have an adverse effect on the harbor, 

reducing the rate of flushing of pollutants 

and disrupting normal currents. Other 

means of keeping water flowing between 

Rikers Island and the Airport Mainlandsuch as culverts through the fill-were tried 

but apparently found to be impractical. 26 
The signing of the nuclear test ban 

treaty by the U. S. created an immediate 

need for ways to simulate nuclear 

explosion blast effects. Thus, 

explosion-effects simulation played an 

important and exciting role at WES 

beginning in the 1960's. In May 1961 WES 

officials announced that simulation tests 

and experiments in blasting studies would 

be conducted in a new $1,500,000 facility 

being constructed for the purpose; it was 

the first such faci li ty in the United States. 

Called a blast load generator, it would 

permit testing structures and structural 

components under dynamic loads which 

would simulate the forces produced by 

fu ll-scale nuclear explosions. It could test 

structures of all kinds-steel, aluminum, 

concrete, or combinations of those 

materials- under pressures and conditions 

the same as those that could be caused by 

an atomic or hyd rogen explosion. Thus, the 

WES studies would provide the needed 

structural response information without 

the need for nuclear tests. There would be 

only a high-explosive detonation within the 

generator and thus no fallout and no 

radiation. 

The three principal "killing" effects of 

a nuclear explosion are heat, blast {or air 

pressure), and radiation; the blast load 

generator wou ld aid in developing 

information on blast effects only. Air 

pressure shock waves, or blast, decrease in 

Large Blast Load Generator 

101 
magnitude with distance from the 

explosion; at a certain distance, a pressure 

of a certain magnitude would exist 

depending on the size of the explosion. The 

blast load gene rator at WES would produce 

an air pressure of up to 500 pounds per 

square inch in a heavy steel and concrete 

chamber. The pressure would be created by 

fast-burning chemical explosives with a 

means of controlling the time of the 

pressure rise, the amount of the pressure, 

the length of time the pressure was held, 

and the time and rate of the decrease in 

pressure back to normal. 

The blast load generator consists of 

two main components, a heavy steel 

cylindrical chamber and a central reaction 

station. The heavy steel chamber resembles 

a pressure cooker and is built of four 

2-1 /2-inch-thick steel rings 23 feet in 

diameter. These are stacked one on top of 

the other with a parallel array of 

high-strength steel tubes in the top ring, 

perforated to permit the escape of gases 

generated by the fast-bu rning chemical 

explosives used to develop the desired 

pressure buildup within the test chamber. 

The whole device is assembled on a heavy 

steel-wheeled cart called a platen which 

rolls on steel rails. 

The throat of the test chamber is 

23 feet across and about 12 feet high; 

weight of the chamber is about 350 tons, 

including the platen. The chamber moves 

on rails into position in the central reaction 

station, a massive concrete structure 

reinforced with prestressed steel rods and 

cables. Rectangular in shape with a large 

rectangular opening in the center (its 

throat), it acts as a clamp or restrainer for 

the test chamber when subjected to high 

internal pressures. The central reaction 

chamber was made of about 3,000 cubic 

yards of high-strength concrete and was 

102 

placed on 272 large steel pilings to prevent 

settlement. They were driven into the earth 

to depths of 99 to 11 5 feet. 

For testing, the cylindrical chamber is 

positioned in the concrete reaction station 

and the fast-burning chemicals are ignited 

in firing tubes in the top of the steel 

container. The magnitude of the load is 

controlled by the amount of gas generated, 

which is held within the steel container 

until it is released by small valves located 

around the periphery of the container's lid. 

The manner in wh ich the small valves are 

opened controls the rate of pressure decay 

and the overall duration of the load within 

the container. Model structures imbedded 

in the chamber then experience the 

load-time history common to the chamber. 

After a test, the cylindrical chamber is 

moved a long the rails from the reaction 

station and disassembled and the response 

of the included model structure is 

analyzed. Such testing provides 

information for developing hardened 

structures to withstand the effects of 

nuclear weapons. 27 

Another test faci li ty is concerned with 

finding the characteristics of soils so that 

atom-bombproof structures and foundations can be built to rest on them. The 

"ground pounder," or dynamic loading 

machine, can deliver a shock to a sample 

of common soil that simulates the effect 

or ground shock of a nuclear explosion. 

Driven by a piston and high-pressure gas, 

the machine can produce loads on soil 

samples of up to 50,000 pounds in 3/1000 

to 150/1000 second. A sample of clay put 

through t he paces looks li ke it had been 

hit with a hard fist. Tests showed the 

superiority of underground missile silos and 

other such structures. 

In addition to the ground pounder, 

WES also developed a generator with a 
1 00,000-pound force punch that put air 

pressure up to 1 00 pounds per square 

inch on the surrounding soil.28 

There were a number of interesting 

aspects to the blast experiments in other 

departments, such as photography. One 

was the photographing of "hot air." Using 

a process called schlieren photography, 

engineers could watch the movements of 

air, or any gas, on a ground glass or 

photographic plate just as well as if it were 

a hard substance. Though the setup could 

be used for stunts and trick pictures, its 

prime purpose was to allow engineers to 

study the exhaust blasts of rocket engines. 

The effect of the blast on different 

surfaces, such as materials for missile 

launching pads, was studied to determine 

gas flow paths, probable pressure areas, and 

points of heat concentration. A small 

rocket engine could burn through solid 

steel prefabricated landing mats in a few 

seconds, and a study of the gas flow from 

engines was needed to develop materials to 

withstand the heat; photography even 

showed how the blast could be made to 

work against itself and form a "cushion" 

against its own destructive power. 

The photographic system worked on 

much the same principle as seeing a 

highway reflect the sky on a hot day. A 

beam of light was played directly on a 

48-inch curved mirror. In complete calm, 

such light was reflected straight back to its 

source; any gas movement in the beam, 

however, deflected the rays, forming an 

image on the mirror which could be 

photographed. Gases caused by human 

breath, heat rising from the body, or the 

glowing ash of a cigarette- all could be 

photographed. A blowtorch, a soldering 

iron, or a jet of high-pressure gas would 

produce billowing clouds that looked like 

something out of a science fiction movie. 

Rocket engine blast test with rocket motor firing on landing mat 

103 
Control room for rocket motor firings with closed circuit television for observing operations 

Example of Schlieren photography 

104 

A small explosion such as a firecracker, the 

flight of a bullet or a supersonic airstream, 

normal air movements in a room-all 

caused enough gas movement to be 

photographed. Developed in Germany 

shortly after the turn of the century, the 

schlieren process was used at WES in 

filming blast tests; at speeds up to 6,000 

frames per second, the camera could 

"stop" a rocket firing or an explosion for 

analysis in any phase of action. 29 

The man who was conducting the 

photographic experiments was Francis B. 

Gautier, who came to WES at its inception 

in 1930 and stayed for 42 years, retiring 

in 1972 as Chief of the Photography 

Branch. He developed numerous and 

unusual techniques for filming phenomena 

once invisible to the naked eye, and among 

his ingenious methods was the use of dye, 

confetti, ping-pong balls, and floating lights 
and mirrors. He recorded time~motion 

histories of surface currents in tidal models 

and traced the path of a tow entering a 

lock with multiple~flash photography. 

Gautier, assisted by R. M. Rudd and 

J. W. Turner, recorded the history of WES 

on film from its beginning as a small 

hydraulics laboratory to its culmination as 

one of the world's foremost research 

complexes, and at the time of his 

retirement his contributions were reflected 

in photographs appearing in over 4,000 

published reports, a large collection of 

slides, and 50 motion pictures. 30 

While Gautier and the other WES 

photographers were taking pictures of "hot 

air" from blasts, engineers at WES were 

measuring blasts. Along with the 11canned" 

experiments in Vicksburg, with instruments 

they made themselves, engineers measured 

nuclear blast effects at the Nevada Test Site 

and at Cape Kennedy they installed 

pressure cells under blast pads to measure 

the shock and thrust of the Saturn rocket 

engines.31 

One series of blast test experiments 

was conducted in Mississippi in the 

southern part of the State. Begun in 1960 

as part of Project Vela by the AEC and 

the Department of Defense, the Tatum Salt 

Dome experiments near Purvis in Lamar 

County were designed to improve the 

ability of the Nation to detect nuclear 

detonations fired underground or in space 

beyond the earth's atmosphere. 

32 

In 1963-64, "Operation Dribble" 

began in Lamar County and was intended 

as a yardstick for measuring in comparison 

all underground nuclear explosions, no 

matter where in the world they might 

occur. The project was under the direction 

of the AEC and the Lawrence Radiation 

Laboratory of the University of California; 

WES' services were utilized. The Salmon 

105 

Event, the first of three planned 

detonations for Project Dribble, took place 

on 22 October 1964 in the Tatum Salt 

Dome. WES' Concrete Division served as 

consultant and performed technical work 

in connection with cement grout designed 

for emplacing scientific instruments in 

deep-drilled holes and for stemming the 

hole containing the nuclear device to 

prevent the venting of gases. 

For one detonation, WES developed 

a series of pumpable cement grout mixtures 

matching various physical properties of the 

salt and of the formation overlying the top 

of the dome. The grouts were used to 

surround and embed scientific instruments 

put in a series of deep-drilled holes ranging 

from 1,000 to 4,000 feet deep and from 

1 00 to 2,500 feet radially from the point 

Grouting operations 
of detonation. In addition, a high-strength, 

high-density grout was developed fo r use 

in stemming the 2,700-foot-deep hole 

containing the five kiloton devices. 

WES was also called upon to cond uct 

extensive laboratory tests of samples of salt 

cores obtained from the project site, study 

stemming materials and procedures for 

sealing up the device emplacement hole, 

instrument holes for monitoring the 

progress and adequacy of the grouting 

operation, determine downhole temperatures prior to, during, and following each 

grouting operation, and test field-cast grout 

specimens in the laboratory on the shot 

date. 

At WES, 104 miles away from the 

blasts, the Soils Division monitored the 

Salmon Detonation of Project Dribble in 

the Soil Dynamics Test Facility. Seismic 

recordings indicated a time of arrival of the 

shock wave at 30 seconds after detonation; 

the shock thus traveled at an average 

velocity of 18,300 feet per second. 

Ground motion in terms of amplitude and 

frequency was determined in both vertical 

and radial components.33 

Though nuclear testing projects had 

been started nearly 15 years earlier, the 

work grew to such proportions that in 

1963 the Nuclear Weapons Effects Division 

was created ; the work had previously been 

handled by the Hydraulics Division. 34 

Also conducted in conjunction with 

the AEC were studies of craters made by 

atomic blasts. Tests conducted by WES 

engineers as part of "Operation Plowshare" 

dealt mostly with soil and rock strength 

and stability after the shock of a nuclear 

explosion. Weakening at the rim could 

cause slides, and a massive slide in a canal 

such as the Panama Canal could close the 

waterway for a prolonged period. It was 

necessary to determine the effects of 

106 

nuclear cratering in different materials. 35 

Surface explosion effects were studied 

in Cedar City, Utah , in 1968-69 as part of 

the Mine Shaft Series of blasts. The 

objective was to determine blast and shock 

environment near explosions detonated in 

and on a rock outcrop. Information 

gathered would be used to improve design 

criteria for underground facilities. The first 

test at Cedar City was Mine Under. It 

involved a 1 00-ton TNT sphere with the 

center about 16 feet above the surface of 

the rock. The second was Mine Ore, 

positioned with the bottom of the sphere 

about a foot below the surface of the rock. 

Measurements were made of ground 

motions, airblast pressures, and response of 

certain structural test items. Postshot 

measurements were made of the craters 

produced as well as of the ejecta and debris 

produced by the blast. High-speed 

photography was again used to record and 

document the fireball, the cloud, and other 

effects. Technical direction and 

management of the tests were the 

responsibility of WES' L. F. Ingram. 

Various elements of WES also participated 

in several technical programs and 

projects. 36 

Tests of landing mats continued at 

WES' Expedient Surfaces Branch under 

W. L. Mc innis with mat testing directed by 

Hugh Green and membrane testing directed 

by S. G. Tucker. The materials were 

subjected to every possible condition -they 

were burned, pounded, frozen, thawed, 

blasted, ingredients added or taken away, 

trucks driven over them- all for research . 

Results were recorded and measured to a 

hair's breadth. Landing mats tested 

included those made of steel, aluminum, 

and plastic, while membranes consisted of 

nylon and cotton duck fabrics with 

neoprene and vinyl coatings, various 
Landing mat display 

chemicals, and other substances. While 

mats were stiff, membranes were flexible 

and used to waterproof and dustproof areas 

which were strong enough to support 

traffic without using mats, or they could 

be placed underneath landing mats to 

support weak areas. 37 

One of the landing strip "tortures" 

was a study to find out what kind of 

surface it would take to withstand the 

pressure of a cargo plane bigger than a 

B-52, the C-5A. landing mats were 

improved, and a landing gear was needed 

that could support such a heavy plane on 

the mats on existing pavements. Spacing of 

the wheels, up to 28 in number, was 

strategic. WES engineers were experimenting on how far apart the wheels 

should be spaced to better distribute the 

load. The test vehicles (up to 

360,000 pounds) looked like large 

107 

earth-moving machines that had a test 

undercarriage with up to 12 large airplane 

tires and moved around on a modeled 

landing strip. 

The study showed that the C-5A, 

Boeing 747, and other such planes could 

land on existing runways despite the fact 

that they weighed four times more than the 

weight that such runways were designed to 

accommodate. The secret was in the design 

of the landing gear configuration, or the 

placement of the wheels.38 

Water ·.and dust were problems in 

landing areas, ·and WES developed a 

membrane of nylon fabric coated with 

neoprene synthetic rubber which was both 

dustproof and waterproof and was valuable 

in forward combat zones for both airfields 

and helicopter landing sites. Firestone Tire 

and Rubber Company produced more than 

80,000 square feet of the membrane. 39 
Artist's concept of C-SA aircraft 

Large test load cart used in designing C-SA landing gear configuration 

108 
Dust was also a problem at missile 

launching sites, and a membrane was 

developed to resist high temperatures, 

spillage of fuels and solvents, and abrasive 

effects from the launching of rockets and 

missiles. The ground cover was subjected 

to live tests in the field at White Sands 

Proving Ground, New Mexico. Constructed 

of silicone rubber on glass cloth, the 

developed membrane could withstand the 

abrasive particles and high temperatures of 

the rocket engine's exhaust and had the 

strength under high temperatures necessary 

to withstand blast forces. In addition, the 

lightweight material could be easily placed 

with a 50- x 75-foot launch area being 

surfaced in about 15 minutes.40 

Road building is a slower process than 

laying membranes and mats, but WES 

studies introduced a new technique of 

"wrapping" roads in plastic. The process 

would also apply to airport runways and 

would be applicable to civilian road 

construction as well as for military 

projects. The new concept, developed by 

james P. Sale, Chief of the Soils Division, 

was somewhat like wrapping the road in 

a raincoat. As moisture was the most 

critical factor to be overcome, the new 

concept was based on the principle of 

sealing off moisture which attacked from 

beneath by seepage and from above by 

rain, melting snow, and overflow from 

ditches. The plastic covering worked much 

as a "baggie" encloses a sandwich. 

Construction materials consisted of 

polyethylene, emulsified asphalt, and 

polypropylene, a nonwoven synthetic 

fabric. The manner of construction was 

simple. The prepared roadbed was sprayed 

with asphalt, a strip of polyethylene was 

laid in place, and the road again sprayed 

C-7 30 aircraft operating on membrane-surfaced runway 

109 
Final application of asphalt over polypropylene on experimental road at WES 

lightly with asphalt. Next was placed a 

layer of compacted, fine-grained soil which 

formed the road base, followed by a tack 

coating of emulsified asphalt, followed by 

the polypropylene layer, and, in turn, 

followed by a final asphalt coating. Finally, 

a light spread of sand was added to provide 

an abrasive wearing surface to improve 

traction. 

The new method required a minimum 

of equipment: a standard asphalt 

distributor, a dump truck with spreader 

box, and a trained eight-man crew with one 

supervisor. In a normal working day, they 

could put down a mile of two-lane road 

which could be used immediately. 

Construction time was cut and cost 

reduced by using native soil for the base 

course, which eliminated the expensive and 

time-consuming process of locating, 

quarrying, hauling, and crushing rock. The 

test road at WES was placed under realistic 

110 

conditions. After being subjected to more 

than 2,000 coverages of military vehicles 

up to the size of five-ton trucks over a 

period of two years, it remained in good 

operating condition.41 

One of WES' major Divisions, 

Concrete, had been located at Clinton since 

1946 when it was moved there from New 

York. In 1967, it was announced that 

because of the large increase in volume of 

the Division's work and the need for 

consolidation to improve management and 

coordination of the laboratory with its 

companion faci lities, it was being moved to 

Vicksburg. 

Construction of an air-conditioned, 

fireproof two-million-dollar concrete 

laboratory was started in 1967. It was built 

of precast, prestressed, and cast-in-place 

concrete and would house eight separate 

testing facilities. Special equipment would 

include: control of temperature and 
New Concrete Laboratory, October 7 969 

humidity, acidproof sinks and related 

equipment, thermal rooms, freezing rooms, 

X-ray labs, and other facilities. 42 The move 

from Clinton to Vicksburg was made in the 

late fall of 1969.43 

The other Clinton installation, the 

giant model of the Mississippi which had 

been started in the 1940's, was completed 

in 1966 at a cost of approximately 

$11,250,000.44 

As WES was solving problems all over 

the world, one was created literally right 

in its own backyard: the WES lake needed 

dredging. Silt deposits made the job 

necessary, and 278,000 cubic yards were 

removed in 1966.45 

At about the same time, 

approximately 184 acres of additional land 

were purchased to provide for future 

expansion of WES. As a part of that future 

expansion, the Reproduction and Reports 

Branch building was completed and 

occupied in 1966, and in 1967 the new 

111 

Shops building was finished which provided 

badly needed space and improved 

conditions.46 

Techniques and instrumentation for 

conducting dispersion, diffusion, and 

flushing experiments in estuary models 

were first developed in 1952 under the 

direction of Henry B. Simmons, and later 

refinements led to the use of fluorescent 

dyes as tracers and highly accurate 

fluorometers for dye detection and 

analysis. Techniques for conducting 

thermal diffusion studies in estuary models 

were developed in 1966 and were refined 

and improved rapidly as the problem of 

thermal diffusion was greatly magnified 

because of construction and design of large 

steam-generating plants that would use 

estuaries as a source of cooling water. 

Hydraulic models contributed much 

toward defining the effects of such plants 

on estuaries as a whole, as well as in the 

specific design of intake and discharge 
facilities to minimize recirculation of 

heat.

47 

Continuing education had been a 

long-standing problem at the Station and 

work toward a graduate center, started by 

Col. Lang with further efforts by Col. 

Sutton, became a reality during Col. 

John R. Oswalt's tour. A branch of 

Mississippi State University was created in 

Vicksburg in 1965. The new branch offered 

all courses required for the master of 

science degree in civil engineering and 

engineering mechanics, and a degree could 

be earned in three years. The branch was 

established primarily for the purpose of 

providing immediate access to advanced 

education for WES engineers and scientists 

and for other Corps of Engineers personnel 

as well. Nongovernment persons could also 

enroll. Instructors for the courses were 

selected from qualified persons employed 

at WES, from other neighboring facilities, 

and from the regular MSU faculty. 48 

Another educational program begun 

under Col. Sutton and expanded under 

Col. Oswalt provided one-year postgraduate 

instruction at various universities and 

brought world-renowned lecturers to WES 

for short courses, further increasing the 

staff's capabilities.49 

After the devastating Hurricane 

Camille hit the Mississippi Gulf Coast in 

1969, the WES staff made an on-site study 

at the request of the Civil Defense 

Department to try to find why some 

buildings, many of them frame, withstood 

the winds and tidal surges while others, 

often made of masonry, were reduced to 

matchsticks and rubble. 50 

Another problem tackled by WES 

Hurricane Camille damage 

112 
concerned clogged water streams-those 

choked with waterhyacinths. The green 

scourge of southern waterways was brought 

to this country from Venezuela in 1884 to 

the Cotton Exposition in New Orleans. It 

had a beautiful flower, and everyone 

wanted a plant. No one knew that a single 

specimen could reproduce 1,200 new ones 

in four months, spreading so thickly that 

they blocked out all sunlight below the 

surface, killing fish and vegetation. 

Efforts to control the waterhyacinth 

began in 1900 after an 1898 study by the 

Corps of Engineers. An extensive research 

program was begun by the Corps in 1934. 

It was found that dynamite merely spread 

the plant and that burning was futile. Also, 

chemicals caused ecological damage, and 

herbicides were too expensive. The 

waterhyacinth menace became so acute 

that it could cause floods and destroy 

bridges, and no natural enemies of the 

plant were known in this country. 

In 1968, a new possibility for control 

was revealed at Athens College and at 

Redstone Arsenal in Alabama when it was 

discovered that infrared " light" with a 

wavelength of 10.6 micrometres seemed to 

reduce propagation and growth of 

waterhyacinths. WES was given the job of 

devising a practical prototype laser system 

that could be used in the field. The 

configuration eventually chosen used a 

mixture of 57 percent helium, 39 percent 

Waterhyacinth problem 

113 
Laser system used to reduce propagation and growth of waterhyacinths 

nitrogen, and 4 percent carbon dioxide 

circu lating through the tubes in which the 

laser action occurred. The system was 

designed to produce about 4,000 watts of 

infrared radiation, concentrated in a beam 

about one-half inch in diameter. The very 

intense beam was then spread out by a 

mirror system and directed against the 

waterhyacinths. The radiation was completely harmless to man or animals, as the 

heating coil of an ordinary electric range 

produced approximately the same amount. 

The device could be transported easily by 

truck and could be transferred to a barge. 

The laser destroyed the waterhyacinths' 

ability to produce chlorophyll, essential to 

growth, thus eventually killing the plant. 51 

Among other tests at WES were some 

114 

concerning the wheel and plans to improve 

it. The Army Mobility Research· Center, a 

small testing facility, sought methods of 

making wheels roll better and more 

efficiently and ways to keep them from 

getting bogged down. Roads had been 

improved over the years, but the wheel had 

remained basically the same. WES engineers 

determined to find out just what happened 

when a wheel came in contact with various 

soils. One of the methods of testing 

included the removal of rocks and other 

foreign material from the soil so that 

experiments cou ld be conducted under 

controlled conditions by knowing the exact 

composition of the soil, which was placed 

in large bins 27-1/2 feet long, 5-1/2 feet 

wide at the top, and 3 feet deep. 
Small scale test facility at Army Mobility Research Center 

Sprinkling provided the exact amount of 

moisture desired. From a cantilever system 

165 feet long a carriage was hung, and to 

it was attached a test model of a vehicle. 

Under the cantilever the bins were placed, 

and wheels attached to the carriage were 

run over the soil and tested for such things 

as speed, slippage, and torque. The 

measurements were recorded and data 

processed and analyzed electronically. 52 

Such research over the years led to a 

publication in 1969 entitled "Improved 

Wheel Performance on Sand by Controlled 

Circumferential Rigidity," a 64-page report 

that suggested that redesigning of the wheel 

could solve some mobility problems. 

Klaus W. Wiendieck conducted experi· 

ments to find out if a method of shifting 

the load and stress on the wheel could 

improve off-road mobility. In his study he 

used an admittedly inefficient and 

impractical wheel which employed 

115 

hydraulic jacks, pistons, articulated joints, 

and a sliding "shoe" which moved as the 

wheel turned. Wiendieck discovered that 

wheels which could change the distribution 

of stress performed up to 13 percent 

better than ordinary ones. 

53 

Two significant announcements were 

made at WES in late 1969, one concerning 

a new computer and the other outer space. 

The largest computer system dedicated to 

engineering design and research, to serve 

engineers nationwide and to cost about 

four million dollars, was announced for 

WES the day before Christmas. Under the 

direction of Donald Neumann, it would 

make WES the center of one of the world's 

largest computer and data communications 

systems ~ Several computers had been 

installed over the decade, each replacement 

a little more complex and powerful than 

the preceding one and also of more value 

to science.54 
Announcement that WES was entering 

the Space Age in an important role was 

made 23 November 1969 when it was 

revealed that some lunar vehicle testing 

would be performed at WES. The Mobility 

and Environmental Research Division, 

founded in July 1963 and headed by W. G. 

Shockley, tested wheels proposed for the 

vehicle that would travel the surface of the 

moon. 55 

a right-angled wall 3-1/2 feet high. The 

machine's wheels followed the slope of any 

terrain with its flexible frame and vertically 

joined wheelbase assuming a swayback or 

arched position, depending on the ground 

below. At WES, it was tested to determine 

its capabilities on extremely soft soils. 56 

Trafficability tests were also run by WES 

engineers on a beach in Massachusetts for 

a civilian vehicle,57 and studies for the 

Wheel tested for lunar travel 

Though these new tests would deal 

with man's exploration of space, his 

primary concern was still the earth; and 

numerous military tests were conducted at 

WES in the 1960's in relation to the war 

effort in Vietnam. Mobility tests were 

among the most important, and ' in 1960 

the six-wheeled Meili "Fiex-Trac" was put 

through the paces. The 7 ,000-pound 

vehicle could carry a 2-ton payload over 

116 

Army were made at WES in the summer 

of 1960. 

The Army study was undertaken to 

provide scientists with greater knowledge 

of the way in which the running gear of 

a military vehicle transmitted its weight, 

driving, turning, and braking forces to the 

ground over which it might be moving. 

Information was sought regarding what 

stage of continued traffic and under what 
Flex-Trac vehicle 

moisture conditions a given section of 

ground structure would break down and 

refuse to provide traction. Knowledge of 

off-road mobility of military vehicles 

would be increased, and the opportunity 

was provided to study design characteristics 

of vehicles which enabled them to move 

on surfaces under unfavorable 

conditions. 58 

One vehicle which underwent 

numerous tests was the Marsh Screw 

Amphibian, developed by the Chrysler 

Corporation under a contract with the 

U. S. Navy Bureau of Ships for the 6 

Advanced Research Projects Agency of the 

Department of Defense. The vehicle was 

designed especially for use in transporting 

troops and materials in marshy and 

inaccessible places such as rice paddies in 

Asia. The Marsh Screw could travel over 

water, mud, snow, or sand and could move 

117 

forward, backward, or sideways. It had two 

counterrotating pontoons, each . having 

screw threads three inches long. The rotors, 

or screws, were filled with plastic foam so 

that the Marsh Screw would stay safely 

afloat even if punctured by a bullet. 

Testing areas included the boggy land 

around Eagle Lake north of Vicksburg, the 

sandbar near the Mississippi River Bridge, 

and simulated rice paddies at WES. The 

softer the mud, the better it operated. S9 

The Mobility and Environmental 

Research Division thrived on tough 

problems. They tested the "Weasel," an 

amphibian with tracks, and the "Mule," a 

small ammunition carrier with tires that 

looked like volleyballs and a folding 

steering column so a man could crawl 

beside it in combat and still steer it. 60 

Military problems with vehicles were 

nothing new-the Syrians had chariot 
Marsh Screw Amphibian in mud 

trouble while invading Egypt thousands of 

years ago, and the Sumerians, the first 

people known to have used vehicles in war, 

probably had difficulties with the wagons 

they used to transport their troops to 

battle in 3000 B.C. 61 The problems of 

terrain had not changed, but vehicles had, 

and some could rush in where others dared 

not, thanks to the advances in technology 

made possible by fundamental mobility 

research. 

One unusual military vehicle that 

underwent tests at WES was the XM759, 

a marginal terrain vehicle put through the 

paces for the Marine Corps. Constructed to 

operate equally well on extremely soft soils 

or on firm land and in water, it could carry 

14 men or 3,000 pounds of cargo. The 

propulsion system was what made it 

unique. It had a series of Terra-tires linked 

together by chains to form a rolling track, 

118 

giving it a combination of track and 

wheeled mobility. WES test sites included 

the WES lake, especially prepared soil, and 

the Louisiana swamps.62 

A first cousin to the Marsh Screw, the 

RUC (Riverine Utility Craft) was tested in 

late 1969 at WES. It was a larger version 

of the Marsh Screw and was powered by 

two 440-cubic-inch V-8 engines which 

drank a gallon of fuel a minute. Tried out 

in Terrebonne Parish, La., swamps, it 

moved with equal ease from bayous to tidal 

flats to marshes. It was tried out in 28 

different types of terrain.63 

Since many ve~icles that WES was 

testing would probably be used in Asia, 

their performances in rice paddies were 

all-important. Rather than test them in 

Asia, WES constructed its own rice field 

which was described as "looking like the 

backyard of a misplaced Vietnamese 
XM759 vehicle operating in extremely soft soil 

RUC operating in water 

119 
peasant. " 64 The field was complete with 

dikes, and few vehicles could traverse the 

muddy area. 

Another problem faced by the 

military in Asia was the network of tunnels 

used by the Viet Cong. A team from WES 

spent four weeks near the front in Vietnam 

collecting data, and they discovered that 

understanding the Asian tunnel system 

required a knowledge of civil engineering, 

geology, botany, pedology, mathematics, 

and electronics along with other skills. 

Living and working quarters were 

established in a tent about 25 miles 

northwest of Saigon at Cu Chi, Vietnam. 

The men stayed with the 65th Engineer 

Battalion of the 25th Infantry Division. 

Before venturing out to tunnel areas they 

went to school for practical instructions in 

munitions, tunnels, mines and booby traps, 

and other dangers they might encounter. 

Their activities were devoted mostly to 

collecting specified environmental data 

within and around the Viet Cong tunnel 

complexes.65 

Back home, they rapidly put their 

newly gained knowledge to use. Viet Cong 

type tunnels were built in Puerto Rico, the 

site chosen because it had an environment 

suitable for the particular tests to be run. 

Construction was with Viet Cong type 

instruments and in the same manner as the 

Asian tunnels were built. They were three 

times as long as a football field and 4-1/2 

to 18 feet underground. Included were 

storage rooms and sleeping quarters. 

Volunteers lived in the rooms and ate 

special diets. Weapons and munitions were 

stored in tfole tunnels. 

One of the tests conducted was that 

of a sensor which the engineers called a 

"people sniffer." Military science had 

perfected the "artificial nose" to sniff out 

characteristic odors of people who lived in 

120 

a specific environment, ate a specific diet, 

wore specific types of clothing, and 

practiced specific habits of body 

cleanliness. 

Before, during, and after the tunnel 

testing, exrstrng sensor systems were 

evaluated to determine their capabilities for 

detecting tunnels. Also planned were 

multispectral visible and infrared flights to 

be made over the tunnel areas. 

Electromagnetic and seismic surveys were 

also conducted, trace gas experiments and 

geochemical analyses were made, and the 

reflectance and emission properties and the 

visible and infrared regions of the 

spectrum evaluated. Meteorological data 

were also collected. At another primary 

tunnel site, ecological factors were studied; 

and at a third site, mines and booby traps 

were installed and sensor systems evaluated 

to determine their capability. Though 

several organizations participated in the 

studies, WES wrote specifications for the 

tunnels, monitored construction, evaluated 

reflectance and emission properties, and 

collected meteorological data. 

Viet Cong tunnels were also difficult 

to destroy, and Leo F. Ingram and 

J. Donald "Don'' Day of the Nuclear 

Weapons Effects Division supervised a 

project in which advanced types of 

explosives were used in an attempt to blow 

up tunne ls at different depths 

underground. Tests were made in South 

Carolina on actual tunnels that were built 

similar to those found in Vietnam. 

Assisting on this project were Mark A. 

Vispi, Wallace M. Gay, and Pat A. 

Shows.66 

One result of the study in Vietnam 

by WES was the development of the 

"tunnel tracker." It was a modified 

two-way, battery-powered sol id-s tate 

circuit radio unit. Light in weight, it 
Tunnel explorer locator system, developed and built at WES, is a modified two-way communication 

unit capable of tracking and pinpointing the location of someone inside and also provides a 

two-way communication between personnel outside and those working inside the tunnel 

required a minimum of power and was 

adapted for use in jungle environments. It 

could track and pinpoint the location of 

men in underground complexes and a lso 

provided two-way communications with 

observers outside the tunnel. The unit 

transmitted continuously to permit 

pinpointing the explorer's location in case 

an injury prevented him from keying the 

microphones. To test the device, three 

• tunnel shafts were dug in Vicksburg. Each 

about 60 feet long, they had depths of 

overburden of 5, 10, and 20 feet, 

comparable to the Viet Cong tunnels. A 

"tunnel tracker" system sent to Vietnam 

proved so successful that six more were 

ordered almost immediately.67 

Another Vietnam War effort by WES 

121 

was helping to devise shields to protect 

helicopters. The machines were especially 

vulnerable to enemy attacks when parked. 

The Army launched a search to find a 

"qu ick and dirty" method of providing 

protection for them from shrapnel, small 

firearms, rockets, mortars, and satchel 

charges. The "quick and dirty" term 

referred to something that could be 

constructed quickly from materials at hand 

with a minimum of engineering effort. To 

find such a method, WES conducted field 

tests at Camp Shelby near Hattiesburg. 

Large and small vertical billboards and 

screens were arranged at various distances 

from prepositioned mortar and rocket 

shells. The rounds were fired remotely to 

produce the desired fragment density 
a. Model shelter 

b. Prototype shelter 

Severo/ structures were designed, constructed, and evaluated to determine their potential 

in protecting parked Army aircraft 

122 
distribution at various ranges. Each round 

had its own unique footprint, or spray 

pattern. 

Foreign rounds similar to those 

encountered in Vietnam and American 

rounds were tested for comparison. 

Fragments were captu red in fiberboard 

boxes to determine sizes and velocities at 

various ranges. At the same time, materials 

tests were in progress to accumulate data 

on the effectiveness of ballistic nylons, 

plywood, concrete, and soil bin revetments. 

It was discovered that a standard item, 

landing mat, was the most effective. Two 

plank steel mats, erected as an A-frame 

shelter, would stop as much as 75 to 

80 percent of the fragments at 30 feet, a 

significant amount of protection from a 

simple construction effort involving readily 

available materials. 

The tests also revealed that metal or 

plywood bins, filled with soil and placed 

around helicopter parking areas, could be 

reduced from 5 feet to 1 foot in thickness 

and still give the same amount of 

protection. This would make a tremendous 

difference in the effort required to build 

and fill the bins. Another shield, a 

lightweight protective device that could be 

easily carried by the helicopter to areas 

near the front, was a flexible curtain made 

up of layers of special type nylon cloth. 

The tests, under the direction of W. J. 

Flathau, J. V. Dawsey, W. H. Sadler, and 

John H. Stout, were conducted at 

Aberdeen Proving Ground in Maryland . 

68 

An additiooal military study, one to 

assist the Navy much closer to home than 

Vietnam, was made of the harbor at Point 

Lorna, Calif. A model of the harbor and 

a wave maker were constructed at WES in 

order to develop a breakwater to protect 

a special Navy ship. A medium-size aircraft 

carrier equipped with an electronics 

123 

laboratory for the development of antenna 

systems and other electronic projects, it 

could not be jarred by waves over 3 feet 

in height du ring tests if results were to be 

accurate, and storm waves at Point Lorna 

sometimes rose as high as 15 feet. The 

WES model reproduced the coastline and 

a large offshore area as well as the 

moorings. A 60-foot plunger-type wave 

machine was used in the model to produce 

the artificial waves equivalent to the real 

ones.69 

Design of military protective shelters 

was another project at WES during the 

Vietnam War. Experiments were made 

using corrugated steel arches, aluminum 

arches, and reinforced concrete arches as 

roofs for troop shelters, command posts, 

first aid stations, etc. Though reinforced 

concrete was selected, shipping made it 

impracticable so portable steel forms were 

designed and used in Asia to construct the 

concrete arches. Experimental shelters were 

first made and tested at Ft. Benning, Ga., 

by the 43rd Engineer Construction 

Battalion. Ben F. Blansett of the 

Construction Services Division went to 

Vietnam where he directed the 

manufacture and building of the shelters 

while under enemy fire. The shelters were 

so designed that portions of them could be 

turned on their sides and made into 

fighting bunkers. Designs were also 

developed for constructing concrete log 

bunkers which proved far superior to other 

types. 70 

The use of concrete in Vietnam called 

for new efforts on the part of the Concrete 

Division. Materials such as barbed wire and 

bamboo, readily available on the war front, 

were used as reinforcement in experimental 

concrete members 

Support was 

problems related 

and structures. 

also given in solving 

to the mineralogical 
characteristics of the soils; the studies were 

under the direction of Katharine Mather. 7l 

Numerous WES personnel gave 

on-the-field assistance in Vietnam. R. G. 

Ahlvin of the Flexible Pavement Branch of 

the Soils Division visited Vietnam on two 

occasions to help in the solution of 

problems involving airfield construction, 

and G. R. Kazan assisted in setting up a 

training program to show villagers how to 

build and repair small airfields. A. H. 

Joseph, one of the first W ES men to go 

to Vietnam, \(isited Cam Ranh Bay in 1965 

relative to a sand stabilization study. H. B. 

Simmons of the Hydraulics Division went 

to Vietnam as a consultant to the Navy in 

connection with the design of a model to 

study harbor problems. N. R. Oswalt went 

twice to assist in setting up hydraulics 

laboratory facilities. Other personnel 

frequently were called upon to review 

reports and research proposals related to 

construction or military efforts in 

Vietnam.72 

There was an u rgent request for 

landing mat for use in Southeast Asia in 

1966, and WES was made the procuring 

agency in order to expedite production. Its 

experience in the development and testing 

of landing mat brought a directive for 

$50,000,000 worth of the materials. 

Negotiation and execution of these very 

large sole source contracts posed unique 

problems for WES. The Expedient Surfaces 

Branch of the Soils Division under W. L. 

Mcinnis, assisted by Hugh Green and 

Robert Turner, aided the Contract Branch 

of the Procurement and Supply Office, 

headed by J. J. Ki rschen bau m, in the 

endeavor. VIES also served as technical 

advisor for other government agencies in 

the procurement of landing mat. 73 

Stabilizing sand around troop 

structures was also a problem that WES 

124 

tackled. Erosion at such buildings and 

bunkers by wind and rain was a serious 

problem. Chemicals in a liquid form were 

selected which would harden when sprayed 

on loose sand and prevent erosion. G. R. 

Kazan, Royce Eaves, and Capt. A. M. 

Hardstein were major contributors in 

developing t he material, and G. W. Leese 

designed several types of spraying 

equipment to be used in placing it on the 

loose sands. In the experiments, a partially 

buried structure was prepared and covered 

with sand and then the effectiveness of the 

material was tested. J. W. Carr was sent to 

demonstrate the use of the substance and 

equipment to troop units in Vietnam. 74 

Hundreds of dust suppressants were 

also tested during the 1960's, for one of 

the most critical problems in Asia was dust 

on airfields; it caused jet engines to wear 

out at an unusually rapid rate.75 

In January 1966, respondi ng to a 

directive from the Chief of Staff, the Chief 

of Engineers appointed Col. Oswalt to the 

position of Army Project Manager for Dust 

Control in the Republic of Vietnam, with 

Tests of potential of .three liquid dust control pi:J/-

Iiatlves were conducted at Yuma Proving Ground 
offices in OCE. For an eight-month period, 

Col . Oswalt supervised all Department of 

Army actions to correct a serious 

helicopter maintenance problem throughout Vietnam. As a result of Col. Oswalt's 

actions, the Chief of Staff in October 1966 

expressed satisfaction to the Chief of 

Engineers that the dust problem at 

heliports in Vietnam had been effectively 

solved. The Army Aviation staff in USARV 

estimated that the dust control measures 

taken reduced the annual helicopter engine 

and rotor blades maintenance and report 

cost by $100,000,000. 

Other work was connected with the 

Vietnam War: Soils Division personnel 

prepared instruction manuals for soldiers in 

the field with "do it yourself" directions 

on the proper methods for use of landing 

mat and dust palliatives; C. R. Kolb and 

W. K. Dornbusch made major contributions in connection with geology 

problems, especially in the Mekong Delta; 

and many instruments made by WES 

personnel were utilized. Eugene H. 

Woodman, Francis P. Hanes, Leiland 

Duke, George Downing, and Homer Greer 

of the Technical Services Division were the 

instrumentation specialists who made many 

important contributions to a variety of 

projects. 76 

The work of WES was now indeed 

worldwide in scope. The Soils Division 's 

first major overseas project was an 

evaluation of all U. S. Air Force airfields 

in other nations; the study was begun in 

1951 and was. accomplished by teams 

including a military liaison officer, an 

engineer in charge of the party, a geologist, 

and various technicians. Ten trips made to 

foreign countries included visits to the 

Arctic, Western Europe, the Middle East, 

North Africa, and West Pakistan. 

Airfields were evaluated in Korea by 

125 

P. J. Yedros, and A. H. Joseph spent 

several months in Japan assisting with 

reconstruction of an airfield. Two WES 

personnel, W. C. Sherman, Jr., an 

engineer, and W. B. Steinriede, a geologist, 

went to Eniwetok, a South Pacific island, 

to examine and report on features of the 

underwater craters which had resulted from 

atomic explosions. The data were needed 

in connection with important studies on 

the stability of cratered slopes being 

conducted for the Nuclear Cratering 

Group, a Corps of Engineers agency located 

at Livermore, California, an organization 

which would later become a part of WES. 

The foundation of an unusual building 

on Kwajalein Atoll in the Pacific presented 

prob lems and it was decided to install 

instruments in the foundation in order to 

observe the stability under operating 

conditions. Personnel from WES designed 

the instruments and incorporated them in 

the original building construction. Dirk 

Casagrande, an engineer of the Soil 

Dynamics Branch, visited Kwajalein Atoll 

on two occasions to supervise the 

installation of the instruments and later to 

observe foundation performance. 

Others worked on data needed for the 

possible construction of a new canal in 

Panama or some other Central American 

region, and some studies, mainly in 

trafficability, took WES men to such places 

as Guam, the Philippines, and West 

Germany.77 

When plans were made to build the 

high Aswan Dam in Egypt, many historic 

temples and other edifices were threatened. 

A protective dam was planned to save Abu 

Simbel Temple, built about 1265 B.C. by 

Rameses II and considered the most 

important in Nubia. W. J . .Turnbull, Chief 

of the Soils Division, was called to Paris 

to consult with the engineers and UNESCO 
officials about the project. He had 

previously assisted with the Souapiti Dam 

in French Guinea, Africa, and the 

Serre-Poncon Dam in F ranee. 78 Also, 

Fred R. Brown, current Technical Director 

of WES, spent a month in Egypt during 

1963, advising on problems that might be 

expected to develop in the Nile River after 

construction of the Aswan Dam. 

Thailand requested advice in the 

1960's on dredging a harbor channel, and 

WES sent Ernest B. Lipscomb, Jr. Later, 

a three-man team from WES worked in 

Thailand in connection with Mobility 

Environmental Research studies; they were 

Lt. Col. Arthur R. Simpson, E. E. Garrett, 

and C. A. Blackmon. These studies were 

sponsored by the Advanced Research 

Projects Agency of the Department of 

Defense. The Thailand Detachment was the 

principal field agency of the Corps of 

Engineers in the Far East for conducting 

engineering investigations to establish the 

relation between the various features of the 

physical environment as they affected 

surface vehicle mobility.79 

Much of the world, however, didn 't 

wait for WES to come to them- they came 

to it by the thousands. In a 15-year period, 

1954-1969, about a quarter million people 

visited the Vicksburg installation, and they 

ranged in rank from high Government 

officials to school chi ldren. 

If the visitor didn't speak English, the 

man to see was Jan C. Van Tienhoven, 

who understood French, German, Dutch, 

Greek, Spanish, Italian, Portuguese, 

Flemish, Afrikaans, and English. Van 

Tienhoven, born in Hol land in 1893 and 

a graduate electrical engineer from the 

Institute of Technology at Karlsruhe, 

Germany, had also studied at the Lyceum 

in Anshem and at the Institute of 

Technology in Delft, Holland. He had 

126 

worked in The Hague and in Argentina, and 

had come to the United States in the 

1930's. At WES, he translated reports and 

kept files on international engineering 

terms. 80 

Two other WES men with whom 

foreign engineers could converse freely, 

men who had achieved worldwide fame, 

were Dr. M. J uul Hvorslev and Dr. 

Garbis H. Keulegan, consultants on the 

staff at WES who remained with the Corps 

of Engineers by special request after 

reaching retirement age. Hvorslev, born in 

Denmark and educated at the Technical 

University, came to the United States in 

1921 , later returning to Vienna for his 

doctorate. From 1937 until 1946 he served 

on the faculty at Harvard University and 

then came to WES as Technical Consultant 

to the Soils Division. Dr. Keulegan, born 

in Armenia, was educated in Asia Minor 

and came to the United States in 1912 in 

pursuit of higher education. He received 

two bachelor's degrees at Ohio State, his 

master's degree, and then his doctorate at 

Johns Hopkins. He was one of the original 

staff members when the National 

Hydraulics Laboratory was established by 

the Bureau of Standards in 1932 and served 

as a consultant for WES. Upon retirement 

in 1962, he joined the Hydraulics Division 

at WES as a consultant. Both Dr. Hvorslev 

and Dr. Keulegan have authored numerous 

papers in their respective fields in which 

they are considered the world's foremost 

authorities. Both men were honored in 

1969 with the Army Research and 

Development Achievement Award, one of 

the most prestigious forms of recognition 

for rewarding notable contribution~ to the 

Army's broad program of scientific 

investigations. 81 

Visitors to WES included Chiefs of 

Engineers from Argentina, France, 
Australia, England, India, Korea, Paraguay, 

Pakistan, Thailand, and Vietnam. Reasons 

for coming were as varied as the work at 

WES. 

Dressed in flowing white robes, the 

Minister of Transportation from Nigeria 

came for information on flood control and 

commercial development of river systems 

for appli cations to the Niger and Benue 

Rivers. The General in charge of the Army 

Engineer Corps of Pakistan was particularly 

interested in vehicle mobility research (he 

also took time out to fulfill a lifetime 

ambition: he saw a football game); two 

Engineers-In-Chief of the British Army saw 

a "great deal here to prevent our (British) 

government from duplicating experiments 

on airfield landing mats;" the Inspector 

General of the Mekong River Development 

Plan for Cambodia, Laos, Thailand, and 

South Vietnam was interested in overall 

river basin development and administration; and the Chief of Engineers of 

Vietnam was fascinated by the laboratory 

which duplicated conditions in his 

homeland in order to plan for construction 

projects there. 

The Provisional President of Argentina 

was interested in Army faci lities and 

wanted assistance in planning a project on 

the Rio Negro Riverj the General in 

command of Greek engineer troops was 

interested in both civil and military 

projects since the Greek Army had similar 

missions; the Commander and 12 officers 

of the Paraguayan Navy created a mystery 

at WES as Paraguay is an inland nation with 

no coastline (they explained that their navy 

operated on lakes). 

A 1 (}man team of highway engineers 

from the Soviet Union came for discussions 

on flexible pavement design as applicable 

to highways and was followed by a group 

of hydroelectric specialists who gave away 

127 

small souvenir medals of 

landmarks, a Russian custom 

approval. 

national 

showing 

The first use of an earphone hookup 

to enable quick interpretation was made 

with a group of German dredge experts, 

and an Icelandic engineer studying airfield 

pavements found the only similarity in 

Vicksburg to his homeland to be the 

hospitality. Similarities of the loess soil in 

Vicksburg and that in Israel were noted by 

an engineering geologist from the Holy 

Land; one of the 12 women engineers in 

India studied soil mechanics techniques for 

a month and fascinated WES employees 

with her saris, for she wore a different one 

each day. When a teacher in Scotland 

assigned her history class a project for 

material from other countries, she became 

so interested that she came to WES on 

vacation; a French Jesuit missionary with 

a degree in engineering planned to apply 

the knowledge he gained at WES to help 

the people of Thailand; and an Indonesian 

engineer in charge of that country's harbors 

was amazed to find more people of his 

profession at WES than his entire nation 

could boast. 

Nobility has been represented with 

visits to WES by Sir David Ormsby Gore 

(later known as ~ord Harlech); Sir Donald 

Bailey, whose designs of the pontoon and 

fixed bridges for use in Europe during 

World War II brought him knighthood; and 

Count Alfred Cornett de Peissant, Major 

General in the Belgian Army and dean of 

a group of 47 military attaches from 46 

different countries. 

Representatives of various international engineering organizations came as 

did delegations from NATO and the United 

Nations. High-ranking officials from abroad 

also included key government personnel 

from Bolivia, Turkey, Brazil, Canada, 
Egypt, Jordan, ltaly1 Hungary, and Cuba. 

Some gave lectures on the hydraulic 

engineering in their native lands in addition 

to studying at WES. 

Thousands of articles on WES have 

appeared in publications throughout the 

world including the leading newspapers of 

France, England, Sweden, Denmark, and 

Yugoslavia. All major TV networks have 

made films at WES, and cabinet and 

congressional visitors have been legion. 

Thousands of other people have come 

while participating in conferences. 

There was something for 

everyone-highly complex studies for the 

most learned scientists and engineers down 

to picture postcards of the Mississippi River 

Flood Control model and WES' version of 

Niagara Falls for the tourist. 82 

As WES was separate from other 

Corps of Engineers installations, a 

distinctive emblem was designed for WES 

in 1968 by the Institute of Heraldry of the 

United States Army at the instigation of 

Col. Levi A. Brown. The Institute 

explained that the colors of scarlet and 

white referred to the Office of the Chief 

of Engineers; the wavy blue and white 

represented water, standing for WES' 

primary function; the atomic symbols were 

for nuclear research, especially in soils, 

concrete, and water; the three orbits of the 

symbol were for WES' threefold mission of 

research, testing, and development; and the 

gold rays alluded to light and knowledge 

which was disseminated at WES. 83 

The Waterways Experiment Station 

was 40 years old in 1969, and open house 

and a celebration was held on 18 June 

with Major Gen. Frederick J. Clarke, who 

had been designated by Pres. Richard 

Nixon as the new Chief of Engineers, as 

the principal speaker. Various projects were 

on display for the public to see, and tours 

128 

were conducted throughout the day. 

Before Gen. Clarke spoke at evening 

ceremonies, Mississippi's Lieutenant 

Governor Charles Sullivan told the crowd: 

Not only from an economic 

standpoint in contributing to 

scientific research and development but socially and culturally, 

you people at this installation 

have made the State of Mississippi 

a much better place in which to 

live. 84 

On a special press tour, two media representatives 

get a lesson on how to drive a "Mule," a standard 

military vehicle to transport weapons and equipment used in mobility research 

Also on hand for the event was 

John M. Hayes, Vice President of the 

American Society of Civil Engineers, who 

called the operations of WES "civil 

engineering in action" and presented WES 

with an inscribed plaque in recognition of 

its distinguished contribution to 

engineering; it was accepted by Col. 

Levi A. Brown, the Director of WES. 
Gen. Clarke noted that challenges of 

the future would call for even additional 

special talents and capabilities at WES. To 

be dealt with would be water resources, 

pollution , conservation, underground 

construction, canalized waterways, further 

navigation development, and technologies 

re lating to terrain data, soil mechanics, and 

mobility. 85 He said that investments in 

research at WES had paid off, noted some 

of the many achievements, and predicted 

that "future water conservation projects 

will have to meet high aesthetic standards 

if they are to win acceptance for a public 

demanding preservation of the natura l 

environment." 86 The future promises 

greater challenges, Clarke said, and he 

believed that WES would continue to act 

with the same distinction which 

characterized its service during the past 

four decades. 87 

WES' "dynamic blending of 

construction and combat power" was 

invaluable in peace and war, and Col. 

Brown expressed confidence in the future 

by stating that "the Nation could hardly 

afford to be without the services of this 

installation. " 88 

All former living Directors except 

Mr. Lindner, who was in Europe at the 

time, returned to Vicksburg and WES for 

the celebration. 

Maj. Gen. Frederick j. Clarke delivering keynote address at the evening ceremony 

129 
1. J. B. Tiffany (ed.), History of the Waterways Experiment Station (Vicksburg: WES, 

1968), p. IV-19. 

2. Vicksburg Evening Post, October 3, 1960. 

3. Tiffany, History of WES, pp XXII-1, 2. 

4. Ibid., p. XXII-1. 

5. Vicksburg Evening Post, October 9, 1960. 

6. Typed news release, October 11, 1960, on file in WES archives. 

7. Tiffany, History of WES, p. X-4. 

8. Ibid., p. I V-21. 

9. Ibid., pp. XXII-2, 3. 

10. Interview with Joe Collum, IBM representative, October 7, 1974, Vicksburg, 

Mississippi. 

11. Tiffany, History of WES, p. XXII-3. 

12. Ibid., pp. XXII-3, 4. 

13. Ibid., p. Xl-10. 

14. I bid., p. I V-21. 

15. Ibid, p. IV-22, 23. 

16. I bid, p. I V-22. 

17. Vicksburg Evening Post, May 7, 1972. 

18. Tiffany, History of WES, pp. Vl-14, 15. 

19. "Airborne Infrared Monitor Studied," Aviation Week (March 20, 1961 ), p. 84. 

20. Vicksburg Sunday Post, November 29, 1964. 

21. Galveston Daily News, June 8, 1961. 

22. Galveston Tribune, June 8, 1961. 

23. I bid., June 2, 1961. 

24. Ibid., June 9, 1961. 

25. I bid., Ju ne 8, 1961 . 

26. New York Herald Tribune, April 1963. 

27. Vicksburg Sunday Post, May 7, 1961. 

28. Ibid., February 22, 1964. 

29. Ibid., December 22, 1963. 

30. Vicksburg Evening Post, june 17; 1969, and July 20, 1972. 

31. I bid., March 1964. 

32. jackson Clarion Ledger, December 8, 1963. 

33. Vicksburg Evening Post, December 27, 1964. 

34. Tiffany, History of WES, p. 6. 

35. Vicksburg Evening Post, January 31, 1964. 

36. Ibid., February 8, 1969. 

37. Ibid., June 17, 1969. 

130 
38. I bid., November 29, 1964, and j ackson Clarion Ledger, February 16, 1969. 

39. " Prefabricated Surfacing," Construction News (August 19, 1964). 

40. Vicksburg Evening Post, June 3, 1969. 

4 1. "Raincoats for Roads," The Kysu (Fall, 1969), p. 5. 

42. Vicksburg Sunday Post, April 30, 1967. 

43. jackson Clarion Ledger, October 5, 1969. 

44. Tiffany, History of WES, pp. V-14, 15. 

45. Ibid., p. Xl-8. 

46. Ibid., p. IV-24. 

47. Ibid., p. V-10. 

48. Vicksburg Evening Post, june 17, 1969. 

49. Tiffany, History of WES, pp. 14, IV-23. 

50. Ibid., August 27, 1969. 

51. I bid., August 28, 1971. 

52. "What Happens to a Wheel?", Dixie Roto Magazine (January 11, 1959). 

53. Army Times (October 8, 1969). 

54. jackson Daily News, December 24, 1969; also see Tiffany, History of WES, pp. I V-23, 

24. 

55. Vicksburg Evening Post, November 23, 1969. 

56. I bid., March 31, 1960. 

57. North Scituate, Mass., South Shore Mirror, j une 23, 1960. 

58. " Increase in Army Mobility," Armor Magazine (May-June, 1960), p. 48. 

59. Vicksburg Evening Post, September 22, 1963. 

60. Vicksburg Sunday Post, November 3, 1963. 

61. I bid., April 15, 1964. 

62. Vicksburg Evening Post, April 16, 1967. 

63. I bid., November 30, 1969. 

64. Ibid., October 20, 1963. 

65. Ibid., May 20, 1967. 

66. jackson Clarion Ledger, May 5, 1969, and Vicksburg Evening Post, June 17, 1969. 

67. "Tunnel Tracker," Army Digest (July 1969). 

68. Vicksburg Sunday Post, September 21, 1969, and Vicksburg Evening Post, June 17, 

1969. • 

69. Vicksburg Evening Post, january 2, 1964. 

70. I bid., June 17, 1969. 

71. Ibid . 

72. Ibid. 

73. Ibid. 

74. Ibid. 

131 
75. Ibid. 

76. Ibid. 

77. Ibid. 

78. Ibid., August 9, 1960. 

79. Ibid., December 11, 1958, and February 16, 1964. 

80. Ibid., january 16, 1964. 

81. Ibid., October 31, 1969. 

82. Ibid., june 17, 1969. 

83. Letter from the Institute of Heraldry, U. S. Army, Cameron Station, Alexandria, 

Va., October 23, 1968. In WES archives. 

84. Vicksburg Evening Post, I une 19, 1969. 

85. Ibid. 

86. WES letter, October 23, 1968; Institute of Heraldry indorsement, April 23, 1969; and 

OCE indorsement, July 7, 1969. In WES archives. 

87. Vicksburg Evening Post, June 19, 1969. 

88. Ibid., June 18, 1969. 

132 
CHAPTER VI: SOLVING PROBLEMS ON EARTH AND MOON: 1970-1979 

Millions of people watched on 

television as the first lunar roving vehicle 

traversed the hills and valleys of the moon 

on 26 july 1971, and no one was more 

interested than a group of engineers and 

scientists at WES. For two years they had 

researched the venture in the Mobility and 

Environmental Division as they conducted 

tests of wheels and modifications of wheels 

which eventually would be used on the 

moon vehicle. 

Three of the men, D. R. Freitag, 

Klaus-J urgen Melzer, and A. J . Green, all 

experts in vehicle mobility . stood by in the 

control room at the Marshall Space Flight 

Center in Huntsville, Ala., as the Apollo 15 

sped toward the moon. They had been 

instrumental in research and testing to 

obtain soft soil performance data from 

which the ultimate range· of the mission 

was determined. At Huntsville, they were 

part of a 60-man operations support team. 

They were on hand to advise Operations 

Control on the power consumption rates 

and traction capabilities in the event of 

trouble with the dune buggy moon car; 

they also received information bn its 

performance and ran computer programs to 

verify the prediction system. 

The fact that the vehicle didn't 

encounter any problems was partially due 

to the thorough testing performed at WES. 

The wheel selected to make the first tire 

prints on the moon was made of 

Model testing of lunar vehicle wheels and lunar rover 

133 
zinc-coated wire mesh to avoid problems 

of inflating it in the lunar atmosphere. 

Design of the wheels was a critical factor 

in overcoming unusual environmental 

conditions of the moon such as 

temperatures which range from 343 degrees 

Fahrenheit in the day to 279 degrees 

Fahrenheit below zero at night, a total 

variation of 622 degrees. Also confronting 

designers was intense radiation from the 

sun, a highly rarified atmosphere, and the 

possibility of meteorite impact.1 The tire 

had a 32-inch diameter, v1eighed 12 

pounds, and had a life expectancy of 112 

miles, although only 22 miles were on the 

tour route covered during the three 

separate 7-hour exploratory trips. 

The astronauts not only rode in a 

vehicle with WES-approved tires- to test 

the soil on the moon t hey had with them 

a modified version of the cone 

penetrometer which WES had perfected 

years before. 

Extensive filming of the lunar vehicle 

wheel testing was done at WES, and some 

special footage of the Rover traversing a 

preselected run was dubbed by the 

Astronauts during their training as the 

1

'Lunar Grand Prix." NASA photographers, 

before the test, made a photographic 

evaluation at WES of the single-wheel 

performances in a simulated lunar soil to 

prove the usefulness of the vehicle test and 

help establish photographic techniques for 

the actual shots. 2 

Scale-model tests had been started at 

WES in the late summer of 1970. 

Simulated moon soil was made of crushed 

basalt with the same grain size distribution 

as that of samples collected on earlier 

moon missions and was thought to have the 

same shear behavior as lunar soil. The 

model vehicle was 11 inches wide and 

134 

22 inches long, or six times smaller than 

the real one. 3 

Testing was begun with a moon boot 

rather than a moon tire, for a counterpart 

of the boot that made "one giant step for 

mankind" was used at WES in 1970 in the 

soil testing program. NASA furnished the 

boot for WES engineers and scientists who 

were working on the program. The boot 

was weighted with 33 pounds of lead, the 

equivalent weight of an astronaut on the 

moon. Bootprints were then made in the 

simulated soil, and the similarities and 

differences in the real and the simulated 

moon bootprints were used as a basis for 

evaluating traction characteristics. 

Following the successful ventures on 

the moon, scientists and engineers turned 

their attention to explorations of Mars and 

other planets with the use of unmanned 

vehicles. Two landings had been made on 

Mars by 1976, but the Viking crafts were 

immobile. WES personnel, working with 

the Marshall Space Flight Center's Science 

and Engineering Directorate and the 

Lockheed Missiles and Space Company's 

Huntsville Engineering and Research 

Center, proposed the Elastic Loop Mobility 

System, an outgrowth of the lunar roving 

vehicle used on the moon during the 

Apollo landings. Engineers said that such 

a vehicle could provide a mobile laboratory 

for missions on Mars for up to two years 

and cover up to 300 miles on the planet's 

surface. An elastic loop track would be 

used in place of the three landing pads on 

the lander, distributing the vehicle weight 

uniformly over a relatively large area while 

at the same time combining the suspension 

and drive systems of a spacecraft into one 

compact, lightweight package.4 

The space program also opened a new 

dimension in remote sensing with the 
• 

Elastic Loop Mobility System tested at WES for possible use in extraterrestrial 

explorations (such as unmanned spacecraft to Mars) 

launch in 1972 of the Earth Resources 

Technology Satellite (now called Landsat). 

A multispectral scanner aboard the satellite 

provides digital data from which an image 

of the landscape beneath the satellite can 

be reconstituted. The satellite's orbits and 

altitudes are so arranged that it passes over 

the same area at the same time of day every 

18 days. Each image covers an area of 

about 34,225 square kilometres, and 

consists of about 30,000,000 bits of 

numerical data. 

It was clear • to the research teams at 

WES that such enormous amounts of data 

could not be used effectively unless much 

of the work of interpretation could be 

done by computer. If that problem could 

be solved, then the Landsat images offered, 

for the first time in human history, a way 

135 

of obtaining environmental information on 

a whole geographic region through entire 

seasonal cycles. One of the more pressing 

problems facing the Corps of Engineers, for 

example, was that of determining the 

distributions of suspended materials (either 

natural materials, such as silt or clay, or 

pollutants, such as wastewater discharges) 

in very large water bodies like Chesapeake 

Bay or Lake Pontchartrain, or other water 

bodies. 

Within two years of the launch of 

Landsat I, computer programs at WES 

were processing the digital data from the 

satellite and drawing maps of, for example, 

the distribution patterns of suspended 

sediments in Lake Pontchartrain during the 

time that the Bonnet Carre floodwav was 

open during the great Mississippi River 
SUSPEN OED MATER I t\L 

CONCENTRATION 

Uncli.lSSIIIed area 

150 mg I 

150 165 mg I 

165-180 mg I 

180 mg I 

Sediment distribution map for Lake Pontchartroin 

flood of 1973. Extensions of the basic 

procedure were quickly developed, so that 

within a short time it became possible to 

very quickly map land use, the extents of 

floodi ng, and a number of other things by 

an almost completely automatic system 

using computer programs. 

While some WES studies were ensuring 

smooth traveling on the moon, others 

continued experimentation on landing mats 

for use on earth. A new use for the landing 

mat was found in the spring of 1971. A 

series of tornadoes had devastated sections 

of the Mississippi delta, and mobile homes 

were placed in the stricken areas for 

emergency housing. Mud was a hindrance 

136 

in placing the mobile homes, and on 

1 March 1971 the Office of Emergency 

Planning at Inverness, Miss., requested help 

from WES. A stockpile of aluminum mat 

was sent, and 135 mobile homes were 

unloaded and moved into place quickly and 

easil y. 5 

Improvements in landing mat and 

membrane design continued in the Soils 

and Pavements Divisio n, and in 1971 a new 

product was tested made of four-ply nylon 

fabric impregnated with neoprene, a 

synthetic rubber highly resistant to oil, 

gasoline, sunlight, and adverse weather. 

Foot-long reinforcing rods with 8-inch 

circular steel-plate heads pinned the 
Aircraft operating on unsurfaced soil 

- -

' - - - - - -. 

Aircraft operating on membrane-surfaced soil 

137 
material down, and a liquid adhesive was 

used to seal it where the sections met and 

where pins were driven, to prevent 

moisture from getting between the 

membrane and the soil. Techniques for 

preparing the subgrade and for placing and 

anchoring the membrane were worked out 

at WE$ where the material was subjected 

to simulated traffic using special loading 

carts. A 3, 700-foot-long landing strip and 

associated turnaround facilities were 

covered with the material at Fort Bragg, 

N. C., for further testing under real 

conditions. 

Military personnel from several 

engineer, construction, and equipment 

battalions prepared the subgrade to 

conform to the most sophisticated of the 

three types of tactical assault landing strips. 

It was comparable to clearing and grading 

a very dry pasture of vegetation and placing 

the membrane directly over the natural 

dirt. A sheet of membrane 53 feet long 

and 66 feet wide, along with the anchors 

~nd adhesive, could fit in a box 

4x4x6 feet, for it was folded 

accordion-style. For installation, one strip 

was placed at a time, anchored in ditches 

with the huge pins, then the next strip 

which overlapped it was sealed with 

adhesive and further stabilized with a row 

of anchor pins across the two strips, and 

so on until the overall membrane was the 

desired length. Testing, which started in 

December 1970 and continued until June 

1971 , included landings and takeoffs by a 

variety of fixed- and rotary-wing aircraft. 

In addition to landings and takeoffs, the 

aircraft performed maneuvers such as 

locked wheel braking and turning to 

determine if the mats would stand up 

under all conditions. After months of 

testing, they looked just as good as when 

they were new.6 

138 

Field testing of landing mats was also 

carried out in Army, Navy, and Air Force 

training exercises in North Carolina in 

1973. The trarnrng event, "Exotic 

Dancer VI," provided a week of strenuous 

use of alum inum mat developed by WES. 

A strip 3,500 feet long and 60 feet wide 

was placed over a deteriorating World 

War II asphalt landing strip in three days. 

WE$ engineers assisted in the planning 

phases of the airfield installation and the 

placement of the landing mat, and they 

were invited to observe the actual exercise. 

The landing mat field proved successful, 

even though it was used during an 8-inch 

rain and one plane, making an instrument 

landing, dragged its tai l down the field with 

visibility less than 400 feet. Over 250 

takeoffs and landings were made on the 

mat runway during the week of 

high-intensity landings, in which 

combat-loaded C-130 aircraft delivered 

supplies as part of a military training 

exercise. I terns delivered consisted of jeeps, 

cargo trucks, communications equipment, 

and other items along with troops used in 

conjunction with the program.? 

Not all testing was done in the field, 

for an automated rig at WE$ was used in 

developing design criteria and construction 

techniques for military roads and airfields. 

The circular test facility made possible the 

rapid evaluation of a large number of 

membrane materials and pavement surfaces 

subjected to continuous traffic under 

various wheel and load conditions. 

Traveling at a speed of 40 miles per hour, 

the rig would spin around the circular track 

every 10 seconds1 applying rolling wheel 

traffic on pavement surfacings. In one hour 

it could apply loads equivalent to 360 

aircraft landings or the same highway 

traffic as six heavy trucks passing over any 

spot each minute. The inside radius of the 
Circular test track 

track was 28 feet with the outside radius 

49 feet. Test sections were constructed 

22 feet wide. Traffic with maximum gross 

weights up to 50,000 pounds could be 

applied in uniform coverages or in fixed 

wheel paths at any speed up to 30 miles 

per hour. Carefully controlled engineering 

tests gave valuable guidance on paving 

mixtures, total thick ness, compaction 

requirements, membrane strength, and 

other aspects of design for military roads, 

heliports, and ai rfields constructed by the 

Corps of Engineers.8 

Not all membrane was made of solid 

substances- one was a spray-on foam. The 

rapidly reacting polymeric foam, which 

could be applied to the subgrade with hand 

spray equipment or sprayed from a 

helicopter and used as a dust-free 

helicopter landing pad less than an hour 

later or serve as a hard surface for truck 

traffic, was demonstrated successfully at 

139 

WES. It could prove invaluable in Asian 

rice paddies or swampy regions.9 

Landing strips on the Alaskan tundra 

presented another problem, for during a 

thaw the fine-grained soils of the usually 

frozen region would not support loaded 

aircraft, and the oil fields at Tunalik and 

I nigok had to be kept open year-round. 

The U. S. Geological Survey, responsible 

for petroleum exploration on the North 

Slope, was in a dilemma: drilling test wells 

would take a year, requiring uninterrupted 

air support activities; gravel for airfield 

construction in Alaska was expensive; and 

the ai rfields had to be built in winter 

months when the tundra was frozen and 

safe from damage by heavy equipment (the 

sand and gravel would also be frozen) . 

Temperatures of 40 degrees Fahrenheit 

below zero to 60 degrees Fahrenheit below 

zero presented many new challenges, and 

the USGS call ed for the expertise of WES's 
A completely nondestructive evaluation procedure has been developed by WES that provides 

determination of overall strength of the pavement structure. The technique uses an electrohydraulic 

vibrator to perform tests without closing the runway and cutting into the pavement, which interrupts 

traffic for several days or weeks 

Experimental Pavements Research (EPR) 

Branch. 

Cecil Burns, Chief of the EPR, 

explained that some airfields had been 

constructed in Alaska by building gravel 

fi.lls 6 to 8 feet·over the perm.afrost, which 

prevented it from thawing and provided a 

strong foundation. But gravel was too far 

away from Tunalik and I nigok, so a more 

economical means of building the airfields 

had to be found. Since some fine-grained 

sand was avail able at the two sites, methods 

of· using it for construction were tested 

first. A hard clay surface simulated the 

frozen soil that would underlie the airfields 

and a test load cart equipped with a 

70,000-pound single tandem axle 

represented the aircraft's landing gear. 

Tests at WES showed that frozen sand 

was impractical because of the spring thaw 

when the sand lost its stability. Confining 

sand in reinforced paper grids was also 

unsatisfactory, and permafrost protected 

yvith polystyrene did not have the strength 

to support a loaded C-130 airplane. With 

140 

gravel or landing mats over the insulation, 

however, the system worked well. 

Gravel-over-insulation was selected as 

more economical than landing mats, and 

subsequent tests at WES dete rm ined the 

amount of gravel requ ired to prevent the 

aircraft loads from crushing the 

polystyrene, which would cause it to lose 

its insulating qualities. After tests were 

completed and recommendations were 

made and followed, Burns visited the 

airfields at Tunalik and lnigok and found 

them performing as wel l as had been 

predicted.1 0 

Explosion effects tests at WES ranged 

from above the earth to on the ea rth to 

beneath its surface, with one study being 

concerned with the ability of precast 

concrete manholes to withstand pressure. 

WES was commissioned to systematically 

destroy one of the manholes used to house 

electronic gear that amplified telephone 

signals. Such manholes were buried along 

underground cable routes, and the routes 

were hardened to withstand natural 
disasters or nuclear attacks. At WES, the 

concrete manhole was tested in the Large 

Blast Load Generator facility. The 

manhole, made of two sections of 

steel-reinforced concrete, each weighing 

14,000 pounds, survived blast pressures of 

100 pounds per square inch.1 1 

Tests of concrete had a new home at 

WES, for on 12 June 1970 Bryant Mather, 

Chief of the Concrete Division, cut the 

ribbon on a new $2,200,000 testing 

facility . The ribbon itself was significant, 

for it was made of concrete reinforced with 

polyester fiber.12 

The concrete industry has been 

revolutionized because of studies 

conducted by WES scientists and engineers. 

One substance developed by WES was both 

"hard as concrete" and "light as a cork." 

Testing at WES had perfected two extremes 

of concrete-some that could float on 

water and other types that were much 

heavier than normal. Such unusual 

concretes were designed to fit special 

requirements and to meet special needs, 

and testing covered a wide range of uses 

in many different situations of interest to 

the largest users of concrete in the world, 

the Corps of Engineers, and other 

Government agencies. 

In many cases investigations were 

performed merely to make sure that the 

best concrete for the purpose was made 

using locally available materials at the 

Roller-compacted concrete 

141 
lowest cost and with the greatest assurance 

of adequate strength and durability. In 

other cases, quite unusual materials were 

used when concrete of very unusual 

properties was needed. As cement was the 

most costly ingredient in concrete, cost 

could be cut drastically by replacing a 

portion of the cement with a substitute 

material, or pozzolan, so named because 

the first such material was a volcanic ash 

from a locality in Italy named Pozzuoli. 

The most widely used substitute material 

was fly ash, the dust that is coll~cted at 

smoke stacks where powdered coal is 

burned to generate electric power. Studies 

showed that concrete made with portland 

cement plus fly ash is in some ways better 

and always of lower cost than concrete 

without pozzolan. 

One type of concrete studied by WES 

and used in most of the Corps of Engineers 

flood control dams is made with aggregate 

in particles of all sizes up to six inches. 

Concrete weighing almost twice as much as 

normal was perfected to provide protection 

for people against nuclear radiation or 

against X-rays; iron ore and pieces of iron 

and steel were used for the aggregate. 

Cellular concrete, the other extreme, 

contained no aggregate except a little sand. 

Foam was substituted instead, and this 

type of concrete was used around 

underground buildings and instruments to 

protect them from explosively generated 

shocks. 

Reinforcement materials for concrete 

were as varied as the substance itself: 

fiberglass rods were found to be stronger 

than steel as well as being noncorrosive and 

nonmagnetic, and split bamboo stalks were 

found to work quite satisfactorily where 

long life was not a requirement. 

Experiments were also conducted on 

perfecting slow- and rapid-hardening 

concretes as well as one that would 

expand.13 A test of rapid-hardening 

concrete, which would also gain strength, 

was made when a simulated bomb crater, 

30 feet in diameter and about 7 feet deep, 

was repaired within two hours using a 

seven-man crew with portable pumping and 

mixing equipment. Pumping the material 

Grouting equipment at Nevada Test Site in support of weapons testing 

142 
through plastic lines from 200 feet away, 

the lower portion was filled with foamed 

concrete made from cement, water, and air 

plus the debris from the crater. The top 

1/2 foot was filled with cement grout with 

no air and no rock to form the pavemen t 

surface. The concrete set up in 10 minutes 

and within one hour was as strong as 

conventional high-strength concrete is after 

curing from one to three days. 14 

Research at the WES Concrete 

Laboratory also showed that there was a 

use for old concrete. Metal, glass, paper, 

and other forms of solid waste were being 

recycled, so why not portland cement 

concrete? Recycling of waste concrete 

Recycled concrete. The concrete specimen shown 

on the right was mode using discorded concrete 

as aggregate while the specimen on the left was 

mode with the usual chert grovel and notLirol sand 

as aggregates. The intent of using waste concrete 

as aggregate is to conserve our supplies of natural 

aggregates and to reduce the amount of solid waste 

that must be disposed of daily. The specimen 

made with waste concrete as aggregate compqres 

favorably with normal concrete. Based on results 

to dote, this new usage appears feasible and 

desirable. The particles Indicated by "x" represent 

fragments consisting of both mortar and coarse 

aggregate from the recycfed concrete 

143 

could be especfally advantageous because 

supplies of mineral aggregates were 

becoming exhausted in many areas (over 

600,000,000 tons of aggregate were 

required annually in the United States for 

highway construction alone), and waste 

concrete removed during demolition of 

obsolete concrete structures required 

disposal. 

At WES, several large fragments of 

6-inch-thick pavement that was being 

removed and a large unreinforced concrete 

flexural test specimen were salvaged, and 

tests showed that the crushed waste 

concrete could be successfully used as 

concrete aggregate.15 

Testing in other fields also continued, 

and one of the most unusual tests was the 

use of models to train river pilots to 

navigate the watery maze between Lowe r 

New York Harbor and the Elizabeth Port 

Authority Marine Terminal. Berths for 

946-foot-long SL-7 containerships owned 

by Sea-Land Service, Inc., were reproduced 

to give pilots of the giant vessels advance 

opportunity to hone their skills under 

actual tide, wind, and current conditions 

using a 9-foot-long scale model built by 

Stevens Institute of Technology and 

shipped to WES. The hydraulically 

powered model was equipped with 

individually controlled twin screws and 

could be operated at two, five, or eight 

knots by remote control. Four tugs pushing 

the ship were simulated by fans built on 

the vessel-two at the stern and two at the 

quarterpoint forward. The pilot controlled 

the ship by radio from a platform built 

above the navigation channel. All 

predominant forces of nature, such as 

amount and rate of flow, currents, silting, 

salinity, tidal action, and waves, were 

reproduced; but the trials in the model 

happened 10 times faster than in real life. 
Model ship built by Stevens Institute of Technology 

1\1 

.,, 

I 

- as 

-~ .. · 

1\,._ 

~v-,, 

:_,. ' . li . .. - c-.r '_ .. _T!I 

\ 

A miniature version of Ice Harbor Lock on the Snake River In Washington was used to develop 

a modeling technique to determine internal stresses on mass concrete structures 

144 
When the pilots later handled the real 

vessels in New York Harbor it was evident 

that their training had assured mastery of 

their jobs.16 

Scale-model testing was also 

conducted with miniature vehicles to 

predict their performance as related to 

geometrical surface irregularities such as 

logs, bould.ers, steep banks, and ditches. 

The self-propelled models included a tank 

and truck, which were standard Army 

equipment, and a new vehicle called the 

Gama Goat. The studies were made to 

verify the results of full-scale tests and for 

performance comparisons with other 

vehicles when the same obstacles were 

encountered. The surface geometry was 

flexible enough to cover a wide range of 

obstacle sizes, shapes, and spacings to 

simulate irregularities encountered when 

moving cross-country where there are no 

roads. The tests were part of research that 

was done to design military vehicles to 

meet and overcome nearly every extreme 

of the environment.17 

Mobility data were collected by a 

WES team headed by B. G. Schreiner at 

Aberdeen Proving Ground, Maryland, in 

March 1976, and the XM-1 tank was 

chosen over competing designs on the basis 

of mobility, durability, fire power, and 

survivability on the modern battlefield. The 

WES team further tested the tank to 

determine if modifications were required 

before initial orders were placed by the 

Army, and a special instrumentation 

system developed by Newe ll Murphy and 

Gerald Switzer of the Mobility Systems 

Division of WES was used to evaluate the 

XM-1. The system measured and recorded 

the dynamic responses of the XM-1 at 

various speeds over a range of surface 

Small-scale mobility models 

145 
XM-1 tank 

roughness. The data gathered were used to 

evaluate the new tank's ride and agility on 

road and off, essential in determining how 

fast the vehicle can be operated effectively 

over certain types of terrain.18 

Mobility testing wasn't confined to 

tanks and other military vehicles, for the 

"all-terrain" vehicle was popularized by 

outdoorsmen as well as companies 

concerned with timber harvesting, mining, 

surveying, and other earth-related activities. 

Accompanying the increased use of 

wheeled vehicles in off-road activities was 

the increased need for an ability to predict 

vehicle performance. 

WES utilized a balanced program of 

basic laboratory research and field testing 

of full-scale vehicles with tires ranging in 

size from 2 to 15 inches wide and with 

diameters from 8 to 41 inches. Two 

principal soil types that, in most cases, 

present the severest problems to wheeled 

vehicle mobility were used: air-dry sand 

and near-saturated clay. WES expertise in 

predicting tire performance took the 

146 

guesswork out of tire selections.19 

A method for predicting ground 

vehicle performance in cross-country and 

on-road operations was developed jointly 

by WES and the U. 5. Army TankAutomotive Research and Development 

Command by utilizing speed prediction 

plots from a computer placed directly into 

a photo scanner-printer to create mobility 

overlays for use with standard topographic 

maps. The overlays could be rapidly 

reproduced in various colors by means of 

a dry-process printer, using commercially 

available printing foils. Such overlays could 

be useful in identifying probable enemy 

thrust lines, planning placement of 

minefields and barriers, and organizing 

mobile attacks. 

20 

Ordinary driving of Army trucks also 

had a role in WES experiments. For 24 

hours a day, 7 days a week for a month, 

a driving marathon was conducted in 1971 

to determine how long a clay soil road 

would hold up under heavy truck traffic 

during dry and rainy weather. A half-mile 
loop road near the Yazoo Drainage Canal 

north of Vicksburg was laid out, the grass 

was removed and ditches were dug, but the 

soil was left in its natural state. The road 

was built near a levee so steep grades could 

be incorporated, and the loop shape 

provided the needed severe curves. From 

5 to 10 trucks ran continuously over the 

track with 28 drivers operating in shifts to 

represent 100 or more heavy trucks passing 

over a clay soil road each day. It took more 

than 15,000 passes to develop behavioral 

patterns for dry, moist, and wet soil 

conditions. Results from the month-long 

testing program provided the military with 

a better system for est imating the 

capability of moving traffic on substandard 

roads. The tests were sponsored by the 

U. S. Army Transportation Engineering 

Agency. 21 

just as landing mat and membrane 

had proved useful in various projects, a 

product developed for the military to 

control dust was also tried as an erosion 

preventive measure along the banks of Halls 

Ferry Road, which borders the WES 

grounds on the west and south sides. 

Stabilizing slopes along newly constructed 

roads until vegetation could take hold was 

a chronic problem for engineers, and 

several techniques were tried by WES. One 

method was to spray asphalt in 

combination with hay; the method 

provided a blanket which would hold 

newly planted seed in place until 

germination. Another method was to use 

PVA, an emulsion of chemical mod ifiers 

such as a plasticizer, surface active agents, 

and other organic constituents. By 

comparing the test sections, it was 

discovered that the dust control agent was 

quite effective in preventing erosion and in 

waterproofing the soil. 22 

A continued project at WES was the 

147 

development of sensors, first begun in the 

1960's, to detect tiny seismic waves set off 

in soi l by the movement of men and 

machines. They were first used in Vietnam, 

but later equipment based on different 

physical principles was developed. The 

newer sensors " listened" as men whispered 

while walking along a jungle trai l; others 

picked up the sound of a vehicle moving 

down a hidden road. They coul d detect 

changes in the earth's magnetic field caused 

by passing metal objects ranging in size 

from vehicles to men carrying rifles. 

Actual use of sensors was extremely 

complicated. Models could not discriminate 

among the many things that created waves 

because they reacted only to the presence 

of seismic impulses and not to what caused 

them. The instrument did not tell the 

nature of the target from the number and 

frequency of activations. Terrain features 

such as vegetation, soil conditions, and the 

shape of the ground surface, even weather 

conditions, affected the operational 

performance of that type sensor, making 

it necessary to very carefully deploy it to 

obtain the best performance. 

WES researchers attacked both 

problems with emphasis on understanding 

the interaction of the sensors and the 

environments where they were deployed. 

Teams of mathematicians and physicists 

worked to design sensors that would 

discriminate between soldiers and vehicles 

and even between different types of 

vehicles. Environmental elements greatly 

affected the sensors, causing them to work 

well in some areas and not perform 

satisfactorily in others. Even plowing a 

field changed the seismic properties of the 

area, and seismic waves moved differently 

before and after a rain. 23 

Tests of earth vibrations were 

conducted from one extreme to the other, 
for earthquake studies were also under way 

at WES in the 1970's. For years WES 

scientists and engineers had simulated 

disasters such as floods, tidal waves, 

hurricane surges-all in miniature. Their 

mode l earthquakes were of such magnitude 

that they might cause a dam to collapse 

and spread millions of gallons of water over 

the countryside. Such an event had never 

happened, but it was possible. One of the 

preventive measures was a study at the Big 

Black River test site where vibrations were 

created under the foundation of a scale 

model dam to simulate vibrations under 

real dams during earthquakes. Such tests 

pinpointed the critical stresses that could 

possibly lead to failure of structures during 

severe tremors. 

Engineers made a model of the North 

Fork Dam on the American River in 

California, which had been built in 1939 

to trap sediments from gold mining 

I 

~ 

operations upstream. Vibration equipment 

had to be selected to induce forces in the 

model which would make it respond in 

much the same way that a real dam would 

respond to an actual earthquake. The 

vibrator had to excite the foundation of 

the model dam, plus the mass of the dam 

structure, plus the mass of an unknown 

volume of water behind the dam which 

would tend to dampen the vibrations of the 

structure. Twin electromagnetic vibrators 

were mounted on opposite sides of the 

center of the crest of the dam; by operating 

them out-of-phase as well as in-phase, a 

seismic motion of the dam abutments 

could be simulated to examine the 

responses of the structure to twisting or 

torsional motions. 

The second and most important 

vibration system was a large 

electrohydraulic vibrator installed downstream from the model dam and coupled 

Response of the North Fork Dam model to the effects of a nearby upstream explosion 

148 
North Fork Dam, prototype 

into the foundation block to vib rate the 

foundation as a rigid body. The third 

method was to detonate a small explosive 

charge buried in the ground near the model 

basin to create the random, nonstationary 

ground motions characteristic of an 

earthquake. Such testing would allow 

prediction of the response of the real dams 

to earthquake vibrations. 24 

Another problem with shifting 

soil-one much less noticeable than 

earthquakes-was also studied at WES : the 

deposits of sand and silt in harbor entrance 

channels. One area where WES expertise 

was put to work to alleviate such a 

situation was at Mexico Beach in Florida. 

Sand drifting down the beach collected in 

the canal entrance. Constant dredging at 

considerable expense was necessary to keep 

the canal open to service the marinas and 

fishermen who kept the town economically 

alive. That's why the Town Council agreed 

149 

to experimental testing of the WES sand 

bypassing system to suck in sand before it 

reached the canal and release it down the 

coast past the canal entrance. To achieve 

this suction, an intake pipe sucked water 

from the canal through a 6-inch pipe at the 

rate of 600-800 gallons per minute to a jet 

pump on the floor of the Gulf. 

Project engineer William B. Fenwick 

of WES explained that a 1.25-inch nozzle 

in the jet pump caused water to shoot past 

a 2-foot suction pipe at a high velocity. The 

velocity created a low ·pressure, and like a 

vacuum, the suction pipe drew in sand and 

water, which was added to the water 

already supplied. All was returned at a rate 

of 900-1,200 gallons per minute. The flow 

was measured by a magnetic flowmeter at 

the centrifugal pump, and a nuclear density 

meter measured sand concentration. After 

the sand and water mixture was pumped 

through the nuclear density meter, it was 
Sand bypassing system 

then discharged onto the downdrift or the 

east side of the channel where it was 

redistributed to rebuild the beach where 

natural erosion had taken away the sand. 

The project, an experimental one, was not 

designed to clean out the canal but to 

bypass the natural drift of sand, thereby 

keeping the canal open.25 

A portable sand bypassing system was 

also utilized by WES to combat shoreline 

erosion caused by small-craft harbor 

structures in the Great Lakes area and was 

delivered to the Detroit District of the 

Corps of Engineers in September 1978. 

The problem in the Great Lakes area 

was caused when structures on the beaches 

impeded the movement of sand, the 

downdrift beaches suffering as sand 

150 

collected on the opposite side of the 

barriers. The bypassing system moved the 

sand around obstacles to improve the 

navigation and to replenish the downcoast 

beaches. 

The Great Lakes system included 

several special considerations: it had to be 

easily transportable, as it would be used at 

several different sites each year; it had to 

operate self-sufficiently without expensive 

large-capacity power hookups; and it had 

to operate with minimum manpower. A 

stock 43-foot lowbed semitrailer was used 

to make the system portable. The 

centrifugal and dredge pumps were at the 

back of the trailer, and a 1 ,500-gallon 

diesel tank which powered the system for 

about 55 hours was placed on the trailer 
A portable sand bypassing system was developed by W£5 to combat shoreline erosion caused by 

small-craft harbor structures in the Great Lakes area. Sand bypassing is a unique method of dredging, 

using a centrifugal pump and a dredge pump on the shore and a jet pump in the water at the dredging site 

front deck. Over the fuel tank, a diesel 

generator supplied all electrical 

requirements, and between the pumps and 

the fuel tank a small cab housed a 1 0-h p 

air compressor and a small room for shelter 

and storage space. A ladder from this room 

connected it to .the control tower where 

one man could operate the entire system. 

Instruments for monitoring the system 

were self-contained in a separate 8x12-foot 

van type trailer. The jet pump could be 

operated up to 275 feet away from the 

trailer and the discharge site could be as 

much as 2,600 feet away. The system 

151 

could move an average of 120 cubic yards 

of sand per hour. 26 

WES personnel also conducted tests to 

find a way to get an abundance of fresh 

water from the sea without contaminating 

the source. For every ten gallons of salt 

water converted to fresh, one gallon of 

brine went back into the sea; and to ensure 

that no harmful effects resulted, it had to 

be mixed properly. Research was 

conducted for the Office of Saline Water, 

Department of the Interior, to find how 

and where the brine waste could be 

discharged to get adequate mixing and to 
prevent detrimental effects. Tests were 

made in a flume built to a scale of 1 to 

20, reproducing a level ocean floor 

140 feet wide and 600 feet long. A dyed 

brine solution with a density higher than 

that of the flume water was pumped 

through the model outfall system, and the 

geometric characteristics of jet dispersion 

were determined by photographic methods. 

Both conductivity and temperature probes 

were used to define downstream dilution. 

When the time comes for desalting water 

to play a larger role in supplying the needs 

of man, WES' basic research and testing 

will have paved the way to getting the 

water without polluting the source and 

destroying marine life.27 

Concern for the environment was 

nothing new for WES in its projects, for 

ecological effects had been taken into 

consideration for many years before public 

awareness became a factor. 28 

"Environment" became the watchword for 

engineering projects in the 1970's, and 

efforts were made to try to balance the 

need for preservation of the landscape and 

ecological values against the needs of 

industry. Reservoirs, for example, were 

built for man's pleasure and needs, but 

environmental quality was kept in mind. 29 

WES used hydraulic models as tools to 

study and plan environmental protection, 

pollution control, and ecological 

considerations in the water resources 

development program. 30 

One of the problems studied was that 

Experimental columns used for determining rates of phosphorus pumping by submergent plants 

152 
I ' 

The selective withdrawal study is being conducted to improve the capabilities of the Corps to control 

and predict the quofity of water released from impoundments 

of oil spills on the sea. Though ancient 

mariners may have spread oil on troubled 

waters to calm them, they didn't realize 

that such oil might eventually wash ashore 

and pollute the beaches and destroy 

wildlife. How to sink oil was a problem 

studied at WES, for even sinking the 

substance with a variety of sorbents, or 

absorbents, offered by manufacturers could 

cause more problems. When applied to 

floating oil, the sorbents created, by 

chemical or physical action, a lump with 

a density higher than that of water so that 

the newly created lump would sink. Such 

sinking agents were used only after all 

other control methods proved to be 

inadequate and oil was in danger of 

153 

polluting the shoreline. Sinking sorbents 

were not used in marine waters less than 

11 metres deep because of the danger to 

shellfish and other marine life. WES 

scientists and engineers experimented with 

over 25 different types of materials 

marketed as sorbents. Each was tested with 

six different oils in both fresh and sea 

water and at various temperat ures in order 

to evaluate the effectiveness of each. 31 

An example of the environmental data 

supplied by experiments with a model was 

that of Mobile Bay. Tests could determine 

the impact of a proposed ship channel and 

its resultant displaced bed material on the 

oyster industry at the lower end of the bay; 

and potential uses of the model included 
the effects of deepening the main ship 

channel; alterations in the pattern or 

quantity of freshwater inflow; possible 

changes in dredging practices; construction 

of causeways, bridges, and landfills; 

pollution abatement; wildl ife enhancement; 

and shore I ine development. 32 

Environmental-related knowledge and 

experience were formulated by the Office 

of Special Assistant for Environmental 

Coordination which formed, managed, and 

supported interdisciplinary teams to attack 

the many problems associated with today's 

environment. A wide variety of systems 

analysis methods was applied by WES to 

obtain solutions to problems including 

traditional techniques of mathematical 

modeli ng as well as rapidly developing 

methods of computer simulation and 

study. Data storage, using computers, made 

it possible to gather and preserve for quick 

use vast amounts of information. An 

instrument package was capable of 

collecting and transmitting to a computer 

the data on current velocity, discharge, 

water temperature, dissolved oxygen, pH, 

turbidity, and conductivity. 

WES carried out extensive research in 

the use of remote sensing in environmental 

studies. Examined were the results of 

infrared and radar imagery, radiometry, 

gamma radiation 1 magnetometry, airborne 

I I ~1 ~ 

Airborne thermo! infrared sensor systems hove proved to be a valuable means of rapidly surveying 

the roofs of an entire installation. Lighter spots indicate areas of entrapped moisture that may hove to 

be replaced or repaired 

154 
laser profilometers, and laser surveying 

devices.33 

At the request of the Office, Chief of 

Engineers, an interdisciplinary team was 

formed at WES to define problem areas and 

to direct and conduct the research needed 

to solve the nationwide dredging problem. 

Through the preparation and review of 

Environmental Impact Statements, 

extensive experience was gained and was 

extended into the development of a general 

systems analysis approach for the 

preparation of such statements. WES had 

the capability to predict physical 

consequences and associated impacts on 

ecosystems, endangered species, water 

quality, and such interrelated hydraulic or 

sedimentation phenomena as tides and t idal 

currents, wave action, littoral currents, 

movement and deposition of beach sands, 

and the intrusion and mixing of salt 

water. 34 

Data sources included both laboratory 

and field studies of all Government 

agencies, domestic and foreign university 

investigations, and professional periodicals 

and literature. Analysis of the data was 

done in accordance with accepted modern 

theories, procedures, and techniques, and 

the results were normally illustrated in 

dimensionless parameters correlated and 

published in chart form for use in the 

solution of design programs.35 

Such rapid accumulation and dispersal 

of information would not have been 

possible without the large computer system 

at WES. Computers had been used at WES 

for more than a decade when the largest 

one devoted to engineering and the only 

such system in the Corps of Engineers was 

dedicated in mid-1973. The 30 seconds it 

took WES Director Col. Ernest D. Peixotto 

and Technical Director Fred R. Brown to 

cut the ribbon at the ceremonies was 

155 

equivalent to the day's calcu lating efforts 

of 50 people. 36 Plans for this Honeywell 

G-635, which had twin processing units, 

192,000 words of memory, and 170 

million characters of random access 

memory, began in April 1967; final 

insta llation took place in the spring of 

1973. The WES Automatic Data Processing 

Center provided services to about two 

dozen Corps of Engineers offices, and 

hundreds of engineers and sc ientists could 

use the system, operated by WES and 

housed in the specially designed and 

constructed computer room of the ADP 

Center. 

Computer power at WES again took 

a giant step forward in February 1979 

when the newest acquisition, the Texas 

Instruments Advanced Scientific 

Computer, went into operation. The $8 

million computer system is one of only 

seven Advanced Scientific Computers in 

existence. It has the potential to be as 

much as 80 times as fast as the Honeywell 

G-635 also used at WES and provides the 

opportunity to explore new frontiers in 

civil engineering research. 

Very special housing and handling 

were provided to protect the $3 million 

investment in computers and supporting 

communicat ions equipment. Around-theclock humidity control and air 

conditioning were required, and a specially 

designed motor generator supplied the 

system with over 200 kilowatts of 

electricity. In case of a power failure, the 

computer could close down without 

damaging itself. Fire and smoke detectors 

would automatically close doors to the 

room and alert WES security forces when 

activated. All cables and utility services 

were connected to the equipment from 

underneath the special raised floor. 

The large computer, capable of 
performing one million operations per 

second, could produce 15 different jobs 

simultaneously and send the calculated 

information back to the user over 

telephone lines direct to his office. In 

addition, the computer constantly analyzed 

itself and typed out messages on the local 

operators' console when one of its 

components was not properly 

functioning. 37 The big machine was used 

in conjunction with the standard GE-225 

and GE-400 computers. It proved to be a 

totally responsive, efficient, cost-effective 

system unparalleled in civil engineering 

practice.38 

An example of the computational 

capabi lity of the ADP Center computers is 

the dynamic structural analysis of the 

North Fork Dam, a concrete arch-type dam 

located on the American River near 

Auburn, California. Mathematical models 

of the dam's response to impulsive loadings 

were solved using the computers. The 

computational procedures involved over a 

thousand degrees of freedom for describing 

the response. These results were used in 

conjunction with model and prototype 

vibration tests to evaluate the dam's 

response to earthquake loads and to water 

shock loadings from underwater 

explosions. 39 The computational efforts 

were under the direction of Dr. J. P. 

Balsara and Mr. C. D. Norman, both of 

the Weapons Effects Laboratory. 

Use of computers and other rapid 

scientific advancement made some recent 

engineering projects practically obsolete, 

and on 1 January 1968 part of the 

property at the Clinton installation had 

been declared surplus. Forty acres were 

offered to the City of Clinton for use as 

a sewage lagoon.

40 Several years later, 

additional land at the big river model site 

was offered to Mississippi College at 

156 

Clinton.41 In 1973, when the school took 

possession of 220 acres, Dr. Lewis Noble, 

President of Mississippi College, noted t hat 

85 acres would be used for field research 

in biology, botany, and chemistry and 

studies in air, water, and land pollution as 

well as fisheries biology. An additional 

85 acres was planned by the college for 

physical education including a golf course, 

lake, and picnic area.42 

However, at about the same time the 

transfer was being planned, use for the 

model was again found. By the middle of 

1973, with floods inundating the entire 

Mississippi Valley, engineers turned to the 

model for information on what to do about 

the situation. It was placed on 24-hour 

duty, and M RC President Major Gen. 

Charles C. Noble noted: 

Intricate relationships between the 

Mississippi and its tributades do 

not always lend themselves to 

computer analysis. A computer is 

only as good as the data you 

input. There usually comes a time) 

in these situations, when you feel 

a lot better if you can put the 

problem on the model and get an 

empirical answer. 43 

The first problems put to the model 

in a series of crash tests that were begun 

on 16 April 1973 dealt with the 

Atchafalaya Floodway. james Foster, 

engineer in charge of the big model) 

commented that "Computers have not 

been able to duplicate what this model can 

do. " 44 

The 1973 flood, however, was unique 

in that one like it had never before 

occurred in recorded history. Should such 

a flood occur again, or even one that is 

more intense, the WES computer has the 

needed information stored away for easy 

retrieval and utilization. 

T wo control structures at the junction 
Mississippi Basin model, 7 973 flood 

of the Mississippi River with the Red and 

Atchafalaya Rivers did not survive the 

1973 flood unscathed. Thirty days before 

the flood crest reached Old River, a vortex 

formed beside the left guide wall of the 

low-sill structure, and the vortex and the 

high-velocity flows combined to undermine 

the guide wall, which subsequently 

collapsed. With the guide wall gone, the 

turbulent flow scoured a deep hole 

upstream of aoo beneath the low-sill 

structure itself, and the Corps of Engineers 

immediately began to dump stone riprap 

into the hole; a rock dike was hurriedly 

constructed to prevent further scouring 

near the end of the structure. 

In May 1973 as the flood crest passed, 

WES gave priority to construction of a 

157 

fixed-bed model of the control structures 

and the nearby river system in order to 

reproduce the conditions which caused the 

failure and to test possible remedies. 

Testing began as soon as the model was 

complete, and several types of dikes and 

levees were designed and tested in an effort 

to find the optimum replacement structure 

for the missing wing wall. In February 

1974 the model was extended downstream 

and remolded to postflood surveys in order 

to test possible sites for a new low-sill 

control structure and diversion channel. 

Grout mixtures for repair of the Old 

River low-sill structure were tested at WES, 

and approximately 30 were analyzed 

before recommendations were made; 

33,000 cubic yards of level-seeking grout 
..... 

V1 

00 

Aerial view of Old River Control Structure model. This study of a section of the Mississippi River between Natchez, 

Mississippi, and Baton Rouge, Louisiana, was requested as a result of the collapse of the south wing wall of the structure 

during the spring flood of 7973. Views of models shown In Insets at right; prototype shown In insets at left 
were placed under the structure to fill the 

voids. Location and spread of the grouts 

used were determined by electronic grout 

detection gages developed especially for the 

project by personnel of the Engineering 

Physics Branch of the WES Concrete 

Laboratory. The gages determined when 

and where to switch grout pipes and when 

to start and stop grouting.45 

While many efforts were made to keep 

streams within their natural beds, other 

tests were conducted to determine the best 

methods to construct canals and reservoirs 

through the use of explosives, or cratering. 

In 1971, WES successfully conducted its 

first explosive ditching experiment after 

broadening its capabilities in the nuclear 

and conventional weapons effects area to 

include development of actual construction 

techniques.46 

On 19 July 1971, the U. S. Army 

Engineer Nuclear Cratering Group (NCG) 

at Livermore, California, was discontinued 

by the Chief of Engineers in Washington; 

it was put under the direction of WES, and 

on 30 July 1971 Col. Ernest D. Peixotto, 

WES Director, issued General Orders #5 

assuming the work at Livermore.47 The 

installation had been created as a Class II 

activity under the command of the Chief 

of Engineers on 23 May 1962 with 

headquarters at the Lawrence Radiation 

Laboratory (LRL) at the University of 

California at Livermore. Its mission was to 

participate jointly with the LRL in the 

technical planning, management, and 

Demonstration of explosive ditching 

159 
execution of a research program on nuclear 

methods of excavation, a part of 

"Operation Plowshare." One of its major 

projects was to investigate and provide 

basic information for exammmg the 

question of, the need for, and the method 

of construction, location, and cost of a 

sea-level interoceanic canal in the Isthmian 

region of Central America.48 

The primary activities included the 

following: 

Execution of high explosive 

cratering experiments to develop 

cratering characteristics data for 

geologic media of interest and 

serve as calibration experiments 

for large-scale nuclear experiments; participation in- and joint 

planning of A EC nuclear craters; 

development of civil works 

nuclear construction technology; 

accomplishment of engineering 

studies to identify and solve 

engineering and construction 

problems involved in the use of 

nuclear explosions in construction 

of civil works projects; and 

execution of joint CE/AEC Civil 

Works nuclear construction 

experiments. 49 

NCG also conducted military-funded 

research and laboratory experimentation in 

order to develop engineering data and 

emplacement techn iques for using nuclear 

explosives for military engineering 

purposes. 50 Studies provided a feedback to 

the research program on specific problem 

areas encountered in real application, 

served as a training ground for a large pool 

of talent in the new technology, and 

provided data for developing nuclear 

cratering experiments which could be 

conducted in conjunction with the 

construction of actual civil works projects 

to demonstrate the viability of nuclear 

excavations. 51 

160 

By 1969, a dozen studies on the use 

of explosives had been completed, 

including spillway excavation, quarrying, 

creation of dams, and harbor 

excavations. 52 Many problem areas had 

been identified during the studies. One of 

the major ones concerned explosive 

placement, determining the best techniques 

and ways to minimize costs of drilling 

large-diameter (30-inch) emplacement holes 

in various geologic media, in disturbed 

materials, and within (or near) existing 

nuclear craters for enlarging excavation. 53 

High-explosive quarrying for rock fill 

on Buchanan Dam on the Chowchilla River 

near Merced, California, resulted in a 

$550,000 savings. Studies on a similar 

project for the Twin Springs Dam on the 

Boise River showed a possible savings of 

1.2 million dollars exclusive of the nuclear 

devices needed and public safety costs. Not 

all such projects are amenable to explosive 

excavation techniques, e.g., the study of an 

improvement project for Yaquina Bay and 

Harbor at Newport, Oregon, showed t hat 

oyster beds in the area would be harmed, 

so the project was abandoned. 54 

WES and NCG had often worked in 

cooperation. In Project Danny Boy, a 

low-yield nuclear cratering experiment 

conducted in the basalt of Buckboard Mesa 

m Nevada, WES personnel conducted 

extensi ve postshot geological and 

engineering investigations of the crater to 

determine the change in engineering 

properties of the rock media adjacent to 

the crater and to determine the engineering 

properties of the important physiographic 

features of the crater. 55 

Nuclear cratering could break up and 

eject large quantities of rock and soil for 

excavations such as channels, harbors, 

dams, and spillways, or the method could 

be employed simply to break up rock 
media to produce aggregate for quarrying 

purposes. Cratering could also be utilized 

in highway and railroad construction, and 

it proved to be both a time and money 

saver. 56 

Naturally, a great deal of study 

preceded the actual use of nuclear 

cratering, for those in charge had to possess 

knowledge of the phenomenology of crater 

formation with regard to the immediate 

geologic environment surrounding the site, 

be familiar with detailed data on the 

characteristics and emplacement requirements for nuclear explosives, and 

understand the safety implications of the 

rad ioactivity, the airblast, and the ground 

shock effects, all of which were 

by-products of nuclear cratering 

detonations. 57 

The first project conducted after NCG 

came under the jurisdiction of WES was at 

Trinidad Lake, Colorado, where two 

experiments were made to demonstrate the 

feasibility of making railroad cuts with high 

explosives. When the work was complete, 

the cuts were very nearly perfect. 58 After 

the Livermore Group became a field office 

of WES, the name was changed to 

Explosive Excavation Research Office, and 

in October 1974 the announcement was 

made that the work was being further 

consolidated with the movement of EERO 

from California to Vicksburg, where it 

became a division of the Weapons Effects 

Laboratory at WEs.59 

During the fall seasons of 1973,1974, 

and 1975, extensive field tests were 

conducted at Fort Polk, Louisiana, for the 

purpose of determining the effects of 

subsurface explosions. This test series, 

known as Project ESSEX, was under the 

direction of John N. Strange. 

Railroad cut made by explos;ves 

161 
The main purpose of . the ESSEX 

expe rimen ts was to evaluate the capabilities 

of low-yield nuclear weapons, whether they 

be atomic demolition munitions or earth 

penetrating warheads, to create obstacles 

and/or barriers to mobil ity and to destroy 

generic classes of structures that might be 

targeted in a tactical war environment. 

Mainly, the targets of interest were: 

bridging, earth-covered precast concrete 

aircraft shelters, POL (petroleum, oil, and 

lubricants) storage and pipeJine distribution 

systems, and underground command and 

control centers. 

Each of the ESSEX detonations, nine 

in all, involved nominal 1 0-ton yields of 

gelled nitromethane. The cente rs of gravity 

of the various charges were positioned at 

varying depths below the ground surface 

ranging from 3 metres to 12 metres. This 

spread in the charge depth of burial 

established an optimu m depth of burial for 

cratering. The results obtained have 

provided a realistic data base for inferring 

the effects of low-yield nuclear events by 

having a quantitative knowledge of the 

effects of their high explosive equivalents 

or their modeled high explosive 

equivalents. 

Not all tests were on such a large 

scale. In the late spring of 1976 preliminary 

tests, made for the Federal Aviation 

Administration, gathered data on the 

effects of homemade or terrorist bombs 

detonated in airport baggage lockers. 

Results were used to redesign lockers and 

Project ESSEX detonation 

162 
the locker storage space within air 

terminals to minimize damage from these 

and other explosive threats. 60 

Explosives were also used by the 

Weapons Effects Laboratory to obtain 

information on lava flow structures on the 

flanks of the world's largest active volcano, 

Mauna Loa, on the island of Hawaii. The 

tests were devised and directed by john E. 

Shaler and Sherman Price, both of the 

Smoke and volcanic dust billow in the air as two 40-pound charges 

are detonated over a Java tube located on the flank of giant Mauna 

Loa Volcano on the Island of Hawaii on 24 May 7976 

This opening was blasted into a lava tube on the flank of Mauna Loa 

Volcano. The analysis of tests such as these will help scientists to 

evaluate potential use of explosive charges to hinder or stop volcanic 

flows in the event of an eruption on the giant mountain 

163 
Weapons Effects La bora tory. The purpose 

of their investigations was to determine the 

feasibility of redirecting lava flows away 

from habitation by altering the down-slope 

terrain along the flanks of Mauna Loa and 

by explosively constructing dikes to divert 

lava flows. 

Past eruptions had resulted in the 

formation of lava tubes for undetermined 

distances through Mauna Loa; should the 

lava form new tubes as an escape route, 

it would remain in a molten state longer 

and could flow unimpeded with no 

knowledge of where it would eventually 

surface. Collapsing the lava tubes could 

have the effects of rubble stopping the flow 

or changing the force of the flow to other 

directions and also allow the lava to 

surface, disperse, and solidify. 

During preemergency tests, 47 charges 

were exploded at depths from 3 to 8 feet 

against 1 0-foot spatter cones and levee 

walls and against 1 0-foot lava tube ceilings. 

Breaching spatter cone walls and lava levees 

could change the flow of lava to a desired 

direction, and charges in or ahead of lava 

flows could be useful in creating new 

channels, lava dikes, or lava lakes.61 

Another function created at WES in 

1974 was the Environmental Effects 

Laboratory (E EL), which combined the 

Office of Environmental Studies (OES) and 

the Office of Dredged Material Research 

(ODM R), both of which had been 

organized in the early 1970's and had 

worked in conjunction with one another. 

Their establishment was brought about by 

an ever-increasing concern over 

environmental factors, particularly those 

related to dredging operations. 

Chief of EEL was john Harrison, who 

had three special assistants: R. T. Saucier, 

Dredged Material Research; j. W. Keeley, 

Program Development; and Major F. H. 

164 

Griffis, Jr., Program Management. There 

was a manager and staff for each of the 

four major project areas, and personnel 

from several other WES technical 

laboratories worked closely with EEL. 

Dredging of the nation's channels, 

harbors, and facilities that accommodate 

the huge tonnages of domestic and foreign 

waterborne commerce and serve maritime 

interests is both important and necessary; 

and the principal responsibility for such 

work is shouldered by the Corps of 

Engineers, which, with its own equipment 

or by contract, periodically must dredge 

much of the 25,000 miles of waterways, 

107 commercial port facilities, and 400 

small-boat harbors assigned to it by 

Congress for maintenance. Annual cost is 

almost $200 million, and each year dredged 

materials exceed 350,000,000 cubic yards. 

Traditionally, dredged materials were 

disposed of in the easiest and most 

economical manner. However, during the 

1960's and early 1970's, environmental 

concern became a significant factor, 

perhaps the controlling one in regard to 

many dredging projects. Such concern, 

both private and public, led to the creation 

by Congress in 1970 of a nationwide 

research effort as part of the Rivers and 

Harbors Act (Public Law 91-61 1, Section 

123i), and the job was assigned to the 

Corps of Engineers. The Corps turned to 

its problem-solving center, WES; and in 

May 1971 WES began defining and 

assessing the problems and development of 

the research program, completing these two 

parts of a four-phase program in 1971-72. 

In March 1973, the third phase of the 

program was augmented to discover 

cause-effect relationships pertaining to all 

modes of disposal and a search for new or 

improved methods and/or alternatives was 

begun. The purpose was not to prescribe 
disposal methods for an y particular project 

or location but rather to identify, test, and 

evaluat e a list of disposal options 

representing a wide range of applications. 

Rather than seeking to establish the precise 

effects of a contaminant on water quality 

or particular organisms, the program 

instead endeavored to understand the 

processes involved so that effects could be 

measured and consequences predicted. 

The final phase, along with continued 

work of the Dredged Material Research 

Program (DMRP) begun in 1973, 

concerned prototype tests and the . 

application of results. Research projects fell 

into four categories: aquatic disposal, 

habitat development, disposal operations, 

and productive uses. Twenty separate tasks 

to be researched were incorporated into 

these projects.62 

Funding for the program was 

authorized by the Office of Management 

and Budget (OMB) in February 1973, and 

both Congress and OMB approved 

continuation of funding for the fiscal years 

1974 and 1975. It was estimated that the 

program would require five years and $30 

million; it was completed in March 1978. 

Incremental funding by OMB was 

contingent on production of results 

justifying continuation. 

Fi eld test sites were established in 

such diverse locations as Texas, Oregon, 

Michigan, New York, Ohio, and 

Connecticut, and carefu lly controlled and 

analyzed studies were conducted by WES 

engineers and sdentists as well as by 

contract with private organizations. 

Research into disposal and use of 

dredged materials concluded that there are 

productive uses that will benefit both man, 

bird, and beast. Historic Fort 

Massachusetts, located on Ship Island , 

presents a good case history of the use of 

165 

dredged materials. Built 12 miles off the 

Mississippi coast in 1856, the old brick 

fortification stood on a small peninsula 

that slowly eroded away over the years, 

leaving the walls unprotected from the 

water. Rock jetties were only partially 

successful in protecting the popular tourist 

attraction from the ravages of hurricanes 

and other storms. 

In the early 1970's, the site was 

acquired by the U. 5. National Park 

Service (NPS) as part of the Gulf Islands 

National Seashore, and the NPS request ed 

the Mobil e District to consider placing 

dredged material from the nearby Gulfport 

Channel around the fort to isolate it from 

structurally damaging constant wave 

action. 

Sediment removed periodically from 

the navigation channel in maintenance 

dredging operations is largely clean sand. 

In the past, the sand had been disposed of 

in open water on the downdrift side of the 

channel; the progressive buildup, however, 

was considered environmentally undesirable because it reduced the circulation and 

flushing of the shallow Mississippi Sound. 

Despite the increased cost that would be 

involved in placing a portion of the dredged 

material around Fort Massachusetts, the 

Mobile District agreed to the NPS request 

as being the most satisfactory disposal 

alternative and one with direct tangible 

benefits, both sociological and economic. 

After construction of a low dike to prevent 

the spread of dredged material into an 

adjacent marsh, about 500,000 cubic yards 

of dredged material was placed around the 

fort in March 1974. Once again the fort 

is on land, protected from wave action. 

Future dredging will make possible the 

replenishment of the sand around the fort 

and the restoration of other shoreline 

areas.63 
A OM RP study in 1975 showed that 

aesthetic development could be an integral 

part of any disposal project. Examples 

included the Portland, Oregon, Port 

Authority which developed and maintained 

pleasant parks on land created by disposal 

of dredged material; Times Beach, a large 

diked disposal facility near the central 

business district of Buffalo, New York, 

which was being developed for recreational 

use; Vacation Island in Mission Bay, 

California, part of a land and water 

recreation complex created by dredging 

and disposal of dredged materials; and East 

Potomac Park in Washington, D. C., built 

on dredged materials. Along Lake Ontario 

near Toronto, Canada, the Harbor 

Commissioners have used construction fill 

and some dredged material to create a 

shoreline park system, and one of the 

parks, Ontario Place, has been extensively 

developed with theaters, lakes, and 

facilities for a variety of recreational 

experiences. The use of dredged materials 

for such projects could alleviate both the 

problem of disposal and that of where to 

locate needed recreational facilities. 64 

A century of active dredging and 

disposal operations by the Corps, state 

agencies, and private industry resulted in 

the creation of over 2,000 manmade islands 

throughout the U. S. coastal, riverine 

waterways and the Great Lakes, and in 

1976 the DMRP made an initial assessment 

of the existing use of dredged material 

islands by wildlife, primarily by colonial 

nesting sea and wading birds. It was found 

that 36 colonial nesting waterbird species, 

17 noncolonial waterbird species, and 32 

other noncolonial bird species were nesting 

on dredged material islands in U. S. 

waterways in numbers estimated to total 

Port center development on dredged material, Portland, Oregon 

166 
Terns on island mode of dredged material, located off the coast of Florida 

two million adults. Where natural sites were 

not available, colonial nesters used dredged 

material islands; and in some cases where 

both types of habitations were available, 

some species preferred the dredged material 

habitats. 

In several instances, islands created 

from dredged materials were providing 

habitats for rare, threatened, and 

endangered species. Black skimmers, 

gull-billed terns, and least terns found 

homes on Core Sound Islands in 1976-77, 

only a year after the Wilmington District 

of North Caro!ina had created the 

islands.65 

Sidney Island, located at the head of 

Sabine Lake in Texas and made from 

dredged materials from the Sabine-Neches 

Canal, the Sabine River Channel, and the 

Neches River Channel projects, has become 

the home of a number of wildlife species 

167 

including colonies of herons, egrets, 

cormorants, and the coveted and 

endangered roseate spoonbill; over 300 of 

the spoonbills in the early 1970's made it 

the largest known colony in Texas.66 In 

1975, rare spoonbills were again nesting in 

Florida's Tampa Bay for the first time in 

63 years-on an island created by 

deposition of dredged material.67 

Though many such islands had been 

accidentally beneficial, WES studies 

showed that planned marshes and 

manmade islands were not only feasible but 

also desirable. An example was the area 

along Alameda Creek in California where 

dredged material from a flood control 

channel was used to create a marsh in a 

salt pond, and marsh grasses were 

planted.68 

Another planned Habitat development 

was on Nott Island in the Connecticut 
Salt marsh development on sandy dredged material, Galveston Bay, Texas 

River where dredged material was utilized 

as a base for reclaiming six acres of barren, 

coarse sand in the middle of a 1 00-acre 

island.

69 

In 197 6 researchers from Old 

Dominion University in Norfolk, Virginia, 

joined with the Corps in studying possible 

problems of a manmade island on the 

James River. The 11.?-acre site near 

Hopewell, Virginia, was a watery milieu 

enclosed by soil dikes. Pathways cut by 

insistent river currents flowing in through 

a few breaks in the dike walls penetrated 

the mass of vegetation which often towered 

10 feet above the water level. Wildlife 

quickly found the island. Migrating ducks 

and geese stopped after some experimental 

168 

grasses planted by project workers had 

sprouted (natural seeding of native grasses 

made further planting unnecessary). Soon 

muskrat, frogs, and fish turned the 

manmade habitat into a normal wildlife 

community. 

The process of building such an island 

was simple: dredges pumped the dredged 

material inside the perimeter of sand dikes. 

Pipes at either end of the oblong island 

allowed the water from the dredged 

material to flow through, and the heavier 

particles settled to form a marshlike 

environment inside the dikesJO Being 

inhabited does not preclude additional use 

of the site for disposal, for studies showed 

that new periodic deposits of dredged 
material on manmade islands would 

prevent excessive vegetation and preserve 

the island for the desired species. 71 

Uses for dredged material, not 

necessarily oriented to wildlife, were also 

studied. Though some concepts were 

limited by the variation in the quality and 

supply of dredged material, shrimp raised 

in ponds and sustained by the nutrients in 

one foot of dredged material on the 

bottom grew to be larger than those in 

similar ponds with no dredged material. On 

the basis of these tests, shrimp farming was 

attempted at a conventional disposal site 

near Freeport, Texas, and proved to be 

feasible. 72 

Studies were also made of long 

distance transportation of dredged material 

and the costs involved for use in inland 

areas. If dredged material could be moved 

economically over several miles, it could 

perhaps be used to improve agricultural 

soils, to fill abandoned pits and quarries, 

and to reclaim stripmined lands. Intensive 

research on dredged material during the 

period March 1973 to March 1978 proved 

that, with proper management, dredging 

could serve the environment as well as the 

economy. There are disposal alternatives 

that are safe for the environment that can 

be established at reasonable costs by using 

dredged material as a natural resource. 73 

One of the most expensive aspects of 

confined containment areas for dredged 

material is land acquisition. A solution to 

this problem would be to increase storage 

capacity of exi;ting sites or make them 

reusable. Since most dredged material is at 

least 80 percent water when it is placed 

in a disposal site, removing the water would 

increase storage capacity. Through tests 

conducted by WES, it was found that a 

modified Marine Corps vehicle, the 

Riverine Utility Craft (RUC), tested earlier 

169 

Shrimp farming in a disposal site 

by WES for military purposes, would be 

an inexpensive and effective way of 

creating trenches to provide natu ral 

drainage. In addition to increasing storage 

capacity, dewatering also improved the 

engineering value of dredged material. The 

consolidated material cou.ld be used within 

the site for dike raising or haul roads, or 

offsite for landfill or construction.74 

Pollution effects of disposing of both 

raw and chemically fixed industrial wastes 

into a municipal solid waste landfill were 

also studied at WES in tests begun in 1977. 

Thirty tons of household refuse from the 

Vicksburg area were used in the project, 

sponsored by the Solid and Hazardous 

Waste Research Division of the 

Environmental Protection Agency in 

Cincinnati. Five tons of industrial sludges 

(chemically fixed to provide a stable 

material) were added to the municipal 

waste, The material was weighed and then 

compacted into large cylinders. Raw sludge 

was placed in some, fixed sludge in others, 

and four cylinders were filled with 

municipal waste only; these latter four 

would be used to monitor gas production 

rates and gas composition . 

Samples were to be collected and 

analyzed for four years to determine the 

potential for contamination of 
Silt curtains were tested in Heron Bay, Ala., to evaluate their effectiveness. in containing turbid water. Other 

Dredged Material Research Program activities shown in insets 

I 
Sanitary landfill simulation 

groundwaters by industrial sludges buried 

in sanitary landfills; gas data would be 

analyzed to determine the volume and 

quality of gas per pound of the municipal 

waste released during composition. 

Concurrent with the project, WES 

conducted studies to determine the 

feasibility of using chemical fixation to 

reduce the release of pollutants from 

sludges produced when coal-fired boilers 

were used for energy production. 75 

WES also assisted the EPA in a 

program designed to eliminate the high cost 

of wastewater treatment systems. The 

combined effort was the result of an EPA 

Office of Water Program Operations and 

the Corps' Urban Studies Program 

involvement in water resources planning for 

171 

metropol itan areas. The Federal Water 

Pollution Control Act of 1972 allowed 

both agencies to assist regional 

governments in developing long-range plans 

for their water and wastewater 

requirements. 

WES developed the 

Assisted Procedure for the 

Evaluation of Wastewater 

(CAPDET). The idea for 

ComputerDesign and 

Treatment 

CAPDET 

originated when the Office, Chief of 

Engineers, asked WES in 1972 to develop 

a design manual for wastewater treatment 

systems. By the use of CAPDET, planners 

could consider ex1stmg wastewater 

treatment facilities, community growth 

patterns, and future restrictions when 

developing designs and costs for plant 
upgrading. One of the major attributes was 

£he preparation of the design and 

calculation of the capital and 

operating-maintenance costs for thousands 

of possible designs. The system also 

permitted the large-scale design and cost 

analysis of wastewater treatment systems. 

Other uses for an expanded CAPDET 

system as a planning tool were wastewater 

routing alternatives, optimization of staged 

construction of facilities, and other 

alternatives for management of water and 

wastewater required to meet the needs of 

the growing population. 76 

At the nearby town of Utica, 

Mississippi, an experimental testing 

program to clean up wastewaters to 

advanced levels before discharging them 

into streams was initiated by the 

Ecosystems Processes Research Branch of 

the Environmental Effects Laboratory at 

WES. The concept was to use soil as a 

purifier for water. Slow and rapid 

infiltration systems remove such elements 

as nitrogen and phosphorus from water, 

but trace elements of predominantly heavy 

metals such as lead can be toxic, and WES' 

testing was to determine if the water-soil 

treatment system was safe and effective for 

both man and the environment. Testing 

was pioneered at WES in 1972 with 

greenhouse models to see if the system was 

confined to any particular locality or if it 

could be used universally. 

At Utica, on a field adjacent to the 

town's sewage lagoon, three slopes of 

varying degrees were constructed. The 

areas, 150 feet long and divided into 

sections 15 feet wide, ranged in slope from 

2 to 8 degrees. The wastewater was 

Overland flow treatment of wastewotelj Utica, Miss. 

172 
pumped to the top and then discharged ·by 

an automated process. After the water 

passed down the slope it was caught in a 

drainage ditch and checked for contents. 

It was noted that low operating and 

maintenance cost was an asset of the 

operation, and that side benefits included 

irrigation of the soil and an improved 

quality of the grass. 77 

A six-year program of applied research 

to provide new or improved technology to 

solve selected environmental quality 

problems associated with civil works 

activities of the Corps was also initiated 

under the sponsorship of the Office, Chief 

of Engineers, in October 1977 at WES. 

Called the Environmental and Water 

Quality Operational Studies, the principal 

goal was to solve specific environmental 

quality problems. 78 

Another problem tackled by EEL was 

that of clogged waterways which were 

choked with hydrilla and waterhyacinths. 

As mentioned earlier, no natural enemies 

of the waterhyacinth were known in this 

country; dynamite spread it, burning was 

futile, chemicals would cause ecological 

damage, and herbicides were too 

expensive .79 

A way to control such aquatic plants 

which could be used efficiently on a large 

scale without the risk of producing 

environmental problems was the main goal 

of the Aquatic Plant Control Program at 

WES. A variety of techniques gave the 

operations groups flexibi lity in choosing a 

control measure with regard to its 

predictable effectiveness, its cost, and its 

compatibility with the environment. 

Considerable evidence suggested that 

proper management of biological agents 

(fish, insects, and others} would provide an 

environmentally compatible technique for 

the large-scale operations needed to control 

173 

some of the Nation's pest plant problems. 

Verification of one phase of this 

evidence was begun in a test in cooperation 

with the U. S. Army Engineer District at 

j acksonvill e, Florida, when 87-acre Lake 

Conway was stocked with white amur in 

September 1977. A native of eastern Asia, 

the white amur had been introduced into 

other parts of the world both as a food 

fish and for controlling aquatic plants. 

Another common name for the white 

amur, "Asian grass carp," indicated its 

natural preference for a vegetable diet. 

From all available evidence, including 

experimental pond studies, the white amur 

is exclusively vegetarian and feeds greedily, 

sometimes consuming twice its weight 

daily; it showed a decided preference for 

hydrilla, a plant that grows rooted to the 

bottom of waterways with its stems 

remaining underwater. It is one of the most 

undesirable submerged aquatic plants in 

many of the lakes, ponds, and waterways 

located in the Gulf States.80 

In a previous test of white amur 

conducted by the Florida Department of 

Natural Resources, Bell Lake near Ocala 

was stocked with the Asian fish in 1974. 

The Jake had become wall-to-wall muck, 

hydri lla cove red it and then decayed, giving 

off a horrible odor. Some had warned that 

there was no cure for the Lake's problems 

and that drastic action could create an 

ecological imbalance within the lake 

system, but resid ents of the area persisted 

in seeking a solution. Two years after Bell 

Lake was stocked with white amur, the 

waters were so clear that people could once 

again water ski on the lake. 8l 

Evaluation of chemical controls for 

aquatic pl ants was also made. Specifi c 

interest was centered o n the development 

of controlled release herbicide formulations 

of chemicals which have proven to be 
The Waterways Experiment Station is the lead laboratory in the Corps of Engineers Aquatic Plant Control 

Research program. One of the methods considered is use of the white amur (grass carp) fish for control 

of the submerged aquatic plant hydrilla 

valuable for such operations. 

Research using insects and pathogens 

(or fungi) for control of aquatic plants was 

conducted in cooperation with the U. S. 

Department of Agriculture Biological 

Control Laboratory and the Plant 

Pathology Department at the University of 

Florida. Tests were made at Lake 

Concordia, Louisiana, for control of 

waterhyacinth by combining an insect and 

a pathogen. As a result of this research, 

alligatorweed has been successfully 

controlled in most areas of the southern 

174 

United States with the use of the flea 

beetle.82 

A combination of chemicals, insects, 

and fungi was tested on waterhyadnths at 

Brickyard Bayou at Gulfport, Mississippi, 

in 1976. First, herbicide 2-4, D was used 

to eradicate most of the plants. Then a 

waterhyacinth weevil, a natural enemy of 

the plant, was introduced. The weevils 

bored holes in the plants, and fungi then 

attacked the plants through the holes left 

by the weevils. The test was approved by 

the U. S. Department of Agriculture.83 
Mechanical harvester tested for waterhyacinth control in the St. johns River, Florida 

Neochetina eichhorniae, a weevil tested for 

woterhyacinth control 

WES tests also showed that remote 

sensing proved k> be both a rapid and 

economical method for detecting and 

monitoring plant infestations. The remote 

sensing techniques coQsidered to have the 

most immediate potential for 

reconnaissance surveys of aquatic plant 

infestations were Landsat, high-altitude 

aerial photography, and synthetic aperture 

175 

Effect of Cercospora pathogen on 

woterhyacinth leaf 

radar imagery. The operational procedures 

were tested at Lake Marion in South 

Carolina, Ross Barnett Reservoir in 

Mississippi, Lake Theriot in Louisiana, and 

Lake Seminole and Lake Tohopekaliga in 

Florida.84 

Along with the Corps' development of 

water resources came a product of 

unexpected value, for the American public 
soon discovered that the lakes and ' 

surrounding 

recreational 

areas offered 

opportunities 

unlimited 

including 

swimming, boating, fishing, water skiing, 

camping, picnicking, and other outdoor 

activities. To accommodate public use of 

project lakes, basic facilities were provided 

with the dual goal of safe recreation and 

preservation of natural resources. 

With ever-increasing numbers of 

visitors, however, the Corps found that 

such programs could no longer be 

administered as a sideline. The Recreation 

Research Program, administered by WES, 

was designed to improve the effectiveness 

and efficiency of the Corps' outdoor 

recreation services on 11 million acres of 

Federal lands and water. Research included 

design of facilities, prediction of use by the 

public, natural resource preservation, 

environmental problems, economic impact, 

social impact, cost-effective sanitary 

facilities and access road, law enforcement, 

and visitor safety. 85 

Though hydraulic models built by 

WES were ordinarily housed at the 

Vicksburg facility, a mode l of Chesapeake 

Bay was constructed in 1976 in Maryland 

for the Baltimore District. Chesapeake Bay 

is the largest of over 500 estuaries in the 

United States. Ranging from 3 to 40 miles 

wide and 195 miles long, the Chesapeake 

Bay area is the home for over 11 million 

people. More than $30 million worth of 

fish and shellfish are harvested there each 

year, and over 83 million tons of 

import-export trade are handled, about 

11 percent of the total foreign commerce 

of the United States. The 6.3-acre model, 

the largest estuarine model in the world, 

represents a 4300-square-mile area 

including a portion of the ocean and bay, 

Recreation Research Program 

176 
The Olesopeake &y Model located in Matapeake, Maryland, reproduces such physical 

characteristics as salinity, current speeds and directions, and tides 

1 0 main tributaries, and the Chesapeake 

and Delaware Canal. A 14-acre building on 

a 60-acre tract, given by the state of 

Maryland, houses the model, which is 

capable of reproducing all pertinent 

prototype phenomena including tides and 

tidal currents, salinity, temperature 

changes, percentage and movement of 

sediments, and dispersion of pollutants. 

Information as to tidal heights, current 

velocities, and salinity collected from the 

model can be used to study water 

utilization and control of the bay basin, 

including such related items as navigation 

conditions, fisheries, flood control, control 

of noxious weeds, water quality control, 

and recreation areas. 

177 

An interesting feature of the model is 

the use of Solar Salt which was evaporated 

from sea water obtained near South 

America. The normal operation of the 

model expends 20 tons of salt per day, and 

the model can contain 50,000 cubic feet 

of water that would match the fresh to 

briney mixture of the bay. Fresh water is 

provided to the model by a 

one-million-gallons-per-day-capacity water 

treatment plant. On the average, the plant 

provides 120 gallons per minute during 

model operation. 

Another feature of the model is that 

it has two tide machines as there are two 

openings to the bay under tidal action 

influence-one at the mouth of the bay and 
the other at the Chesapeake and Delaware 

Canal at the upper end of the bay.86 WES 

employees helped in construction, and five 

engineers from WES moved to the area to 

help staff the model. The Chesapeake Bay 

Model was chosen by the National Society 

of Professional Engineers as one of the 10 

outstanding engineering achievements of 

1976.87 

Other scientific and engineering 

achievements also brought honors to WES 

from professional and civic organizations. 

The WES Concrete Laboratory was 

awarded the American Concrete Institute's 

Charles S. Whitney Medal for Engineering 

Development in 1974. Bryant Mather, 

Chief of the Laboratory, accepted the 

award from Robert E. Philleo, President of 

the American Concrete Institute, 11 for 

research and development effort leading to 

better understanding of the basic properties 

of concrete and its principal 

ingredients." 88 In February 1976, WES 

Director Col. G. H. Hilt accepted the 

Professional Development Award presented 

to WES by the National Society of 

Professional Engineers at the annual 

meeting in Albuquerque, New Mexico.89 

WES also captured an Honorable 

Mention in the Chief of Engineers' 

Environmental Award Program in 1977 for 

its Wildlife Information System, a 

computer program that provides data on 

the habital requirements of protected 

species of mammals and birds. Use of the 

system can alert land managers and project 

design engineers to the possible presence of 

valued wildlife populations on the land area 

of a proposed project. 90 

Commendations also came from other 

sectors. An editorial in the Alabama 

Wildlife Federation magazine in 1976 

hailed the Corps' efforts through WES 

research 44 to come up with environmentally 

178 

acceptable alternatives to open wate r 

disposal of dredged material- particularly 

where the alternatives made productive use 

of the dredged material. ... "91 

During the B'icentennial, WES was the 

second Corps of Engineers installation to 

win the honor of being designated by the 

American Revolution Bicentennial 

Administration as a Bicentennial Army 

Installation. 92 

In designating WES as an official 

arboretum for the state of Mississippi in 

December 1976, the Garden Clubs of 

Mississippi cited "the beauty of the 

reservation during various seasons" and 

commended WES for its designation of 

trees on the grounds with common and 

botanical name plates. 93 

In the spring of 1978 the arboretum 

program was expanded by WES with the 

construction of a nature trail southwest of 

the Headquarters Building. The Young 

Adults Conservation Corps performed 

much of the work, wh ich included 

identification of the flora along the trail 

and construction of a gazebo in the 

wooded area. 94 

Another addition to WES was the 

construction of a model just for visitors; 

it is a tiny reproduction of a river flowing 

to the ocean. Visitors can view most of the 

water resources activities of the Corps of 

Engineers in a 1 0-minute visit. The model 

is designed to show the effects of rainfall 

on a stream where flood controls are used. 

Dams on the river automatically release 

water through spillway gates, and a 

smal l-scale model towboat demonstrates 

the use of locks. Farther downstream, the 

effects of tides and waves in a harbor are 

demonstrated to explain various methods 

used by the Corps of Engineers for harbor 

protection. The area surrounding the ri ver 

and harbor was carefully landscaped to 
Mrs. Thomas Lacey, President of the Garden Clubs of Mississippi, presents the plaque to Col. 

john L Connon, Commander and Director, designating WES as official arboretum for the State 

of Mississippi. Others shown are Mrs. }. E. Jagger, Arboreta Chairman, from Forestj Mrs. Charles 

Kolb, Conservation Chairman, GC of Miss., who nominated WES; and A. G. Skelton, Chief of 

the Technical Information Center at WES, who was responsible for identifying the trees 

Girl Scouts from Troop 83, Vicksburg, toured the newly constructed Nature Trail at WES july 7 7, 7 978 

179 
...... 

00 

0 

Automated water resources model. By the mere push of a button, a visitor can start the rain in the mountains and watch the 

many ways it affects our everyday life until It eventually empties into the ocean. Model includes flood control, river channel 

stabilization and navigation, hydroelectric power production, harbor protection, conservation, recreation, watershed 

management, etc. It is open to the public year round 
scale with tiny towns and cities, trucks, 

cars, houses, industries-even a tennis 

court.95 

Groundbreaking and dedication 

ceremonies for a new facility for the 

Geotechnical Laboratory were held 

28 June 1978 with Lt. Gen. John W. 

Morris, Chief of the U. S. Army Corps of 

Engineers, on hand for the events. The $4.5 

million building was named for Dr. Arthur 

Casagrande, Professor Emeritus of Harvard 

University and a principal consultant for 

the Corps since 1938. The world's foremost 

authority in soil mechanics and foundation 

engineering, Casagrande had contributed a 

large portion of his collection of books, 

files, technical papers, and soil and rock 

samples to WES in March 1976. At the 

groundbreaking ceremony, he was 

presented a plaque commemorating the 

occasion by Gen. Morris. 

The Casagrande Building, still under 

construction in 1979, houses the Soils 

Testing Laboratory, Soils Research Center, 

and parts of the research group of t~e Soil 

Mechanics Division, and when completed 

will cover about 78,000 square feet and 

will house the remaining elements of the 

Soil Mechanics Division as well as the 

Engineering Geology and Rock Mechanics 

Division and Pavement Systems Division. 

The first portion of the facility was 

Ground breaking ceremonies of the Arthur Casagrande Building were held 

on june 28, 1978. From left to right: Gory Hathorn, Arch/teet-engineer; 

Fred R. Brown, WES Technical Director; C. L. McAneor, Geotechnical 

Laboratory; j. P. Sole, Chief, Geotechnical Laboratory; Dr. Arthur 

Casagrande; Lt. Gen. john W. Morris, Chief of Engineers; Col. john j. 

Moellering, Vicksburg District Engineer; and Col. john L. Connon, WES 

Commander and Director 

181 
Artist's conception of completed Arthur Casagrande Building 

completed in 1976; phase two construction 

(the major portion of the center) is 

expected to be completed in June 1980.

96 

A group of water resources experts 

from the People's Republic of China spent 

two days at WES in 1973 during a 

seven-week tour of the United States. The 

visit was the first of several exchanges of 

scientific and culturally oriented groups 

between the two Nations. 

In September 1978, James E. Glover 

participated in a trip to the People's 

Republic of China as a member of a U. S. 

team of specialists in river control and 

sedimentation organized by Prof. H. W. 

Shen of Colorado State University. Col. 

Cannon was a member of a similar trip in 

October sponsored by the American 

Society of Civil Engineers. Both trips 

resulted in return visits to WES by Chinese 

dignitaries for technical information 

182 

exchange on the topics of hydraulics and 

hydrology. 

WES became a participant in the 

US/USSR Scientific and Technological 

Exchange Program in 1974. Several groups 

from the U.S.S.R. visited WES under the 

auspices of this program with the latest 

visit occurring in May 1979. WES 

employees serving as project coordinators 

and/or U. S. team leaders included F. R. 

Brown, Bryant Mather, J. M. Scanlon, Jr., 

W. C. Sherman, Jr., R. C. Eaves, and 

C. R. Styron, Ill. Primary areas of interest 

at WES were water resources development 

projects, the use of polymer concrete in 

hydraulic structures, and plastic films and 

soil stabilizers. WES program participants 

have, in turn, visited projects of similar 

interest in the U.S.S.R. Mr. J. B. Tiffany 

visited the U.S.S.R. in September 1961 as 

a member of an exchange group of U. S. 
Visitors from the People's Republic of China at WES Mississippi Basin model, 7978 

Hydraulic Laboratory directors. 

In February 1979, His Excellency 

Romeo Lucas Garcia, President of the 

Republic of Guatemala, and eight of his 

ministers visited the Station. They were 

primarily interested in meandering of 

rivers, bank stabilization problems, and 

aquatic plant control. Although WES had 

received numerous prominent visitors, this 

was the first time the head of a country 

had visited. 

The diversity of capabilities and 

growth of WES over its 50-year history 

brought about a number of changes in 

organization, some of which are shown in 

the organization charts in Appendix I. 

183 

To control the diverse WES program, 

a Management Information System was 

developed under the Office of Technical 

Programs and Plans headed by William R. 

Martin. Pertinent cost information was 

provided on a daily basis, enabling project 

engineers to plan and operate their projects 

on a current basis. The program also 

provided data involving personnel, 

procedures, formats, data elements, project 

definitions, and scheduling. Assisting 

Martin in the development of the system 

were Jack Hilderbrand and Don E. Eicher. 

This system provided a much-needed 

planning, programming, and progress 

reporting capability. 
Guatemalan President Romeo Lucas Garcia (at right In dark coat) visited W£5 in February 7979 

to tour hydraulic models and soils testing facilities. Frank Townsend (at right, back to camera) 

demonstrated liquefaction and explained the phenomenon in fluent Spanish 

While the technical laboratories have 

been directly responsible for the 

accomplishment of the overall mission of 

WES in their respective fields of endeavor, 

other facilities provided the essential 

technical support in electronic 

computation and data processing, 

instrumentation, special library services, 

technical report preparation and 

publication, etc., and have performed 

additional work for the Corps within their 

capabilities. (See Appendix II .} 

Likewise, the administrative support 

organizations were vital to the success of 

the technical laboratories and a history of 

WES would not be complete without 

recognition of the services provided by the 

Resource Management Office, the 

Procurement and Supply Office, the Office 

184 

of Technical j)rograms and Plans, the Public 

Affairs Office, the Office of Administrative 

Services, the Equal Employment 

Opportunity Office, and the Safety Office. 

Individually and collectively these elements 

have been an important part of the 

reputation which WES enjoys as a 11Can do" 

organization responsive to the needs and 

demands of the American people. 

Various members of the staff have 

been honored by awards given in many 

areas of accomplishment. The number and 

variety of these awards reflect highly upon 

WES and its personnel. Those receiving the 

Department of Defense Distinguished 

Civilian Service Award, the Department of 

Army Exceptional Civilian Service, 

Meritorious Civilian Service, and Patriotic 

Civilian Service Awards, the Army 
U. S. ARMY ENGINEER WATERWAYS EXPERIMENT STATION STAFF 

Vicksburg, Mississippi 

20 j uly 1978 

Seated, from left to right: F. R. Brown, Technical Director; John L. Cannon, Commander and Director; Douglas A. Hughes, Deputy Commander and Director. Front 

row, from left to right: Alan G. Skelton, Chief, Technical Information Center; August J. Breithaupt, Chief, P rocurement and Supply Office; David H. Myers, Chief, 

Personnel Office; William R. Martin, Chief, Office of T echnical Programs and Plans; William 1. Flathau, Assistant Chief, Structures Laboratory; Bryant Mather, 

Acting Chief, Structures Laboratory; Henry B. Simmons, Chief, Hydraulics Laboratory; James P. Sale, Chief, Geotechnical Laboratory; john Harrison, Chief, Environmental Laboratory; Woodland G. Shockley, Program Manager for Military Engineering; jane C. Cotton, Chief, Public Affairs Office; Thomas J. Money, Chief, 

Equal Employment Opportunity Office; William M. Pace, Chief, Office of Administrative Services; James M. Daniel, Chief, Safety Office. Second row, from left to 

right: Donald L. Neumann, Chief, Automatic Data Processing Center; Francis P. Hanes, Chief, Instrumentation Services Division; James M. Peterson, Chief, 

Engineering and Construction Services Division; Thomas B. Rosser, Chief, Publications and Graphic Arts Division; Count G. Evans, Chief, Resource Management Office. 
Research and Development Award, and 

others are listed in Appendix Ill . 

The Gallery of Distinguished Civilian 

Employees was establ ished in 1966 to 

recognize particularly outstanding service 

by former civilian employees of WES. To 

be selected for this honor, an employee 

must have accomplished assigned duties in 

a clearly outstanding manner; developed or 

improved knowledge, methods, or 

procedures which produced extraord inary 

benefits to WES or the Corps; or 

contributed substantially to the reputation 

and honor of WES or the Corps. Candidates 

1. Vicksburg Sunday Post, June 22, 1970. 

2. Vicksburg Evening Post, July 26, 1971. 

for the Gallery are nominated by the 

Deputy Director, Technical Director, and 

Chiefs of laboratories and separate staff 

elements, and selected by the Special 

Recognition Committee. Employees 

included in the Gallery are pictured in 

Appendix IV. 

The worldwide WES reputation for 

excellence in research and engineering is 

built on a broad base of hard-working and 

dedicated individuals. A listing of WES 

employees as of March 1979 is included in 

Appendix V. 

3. Vicksburg Sunday Post, September 27, 1970. 

4. Huntsville Times, October 24, 1976. 

5. Vicksburg Evening Post, March 29, 1971 . 

6. Ibid., April 15, 1971. 

7. Vicksburg Sunday Post, April 15, 1973. 

8. Vicksburg Evening Post, August 21, 1971. 

9. "Spray-On Landing Pad A ' Foaming' Success," Army Times (May 6, 1970). Science 

fiction has often become factJ and the spray-on landing mat is one example. It was 

a mere coincidence, but shortly before the process was perfected and the details 

made publi c, a popular comic strip, "Steve Canyon," ran a series where the he ro 

used a similar material in his daring exploits. 

10. Station Break, October, 1978 (published monthly by the Public Affairs Office of 

the Waterways Experiment Station). 

11. "The Manhole that Came to Stay," Long Lines (November 27, 1970). 

12. Vicksburg Evening Post, June 13, 1970. 

13. Vicksburg Sunday Post, June 7, 1970. 

14. Vicksburg Evening Post, April 12, 1973. 

15. A. D. Buck, "Recycling of Waste Concrete," Engineering and Scientific Research at 

WES (October 1972). Misc. Paper 0-72-2. 

16. "SL-7 Pilots Trained at Vicksburg, Miss.," Florida journal of Commerce (1972). 

17. Vicksburg Evening Post, December 22, 1971. 

18. Station Break, June 1978. 

19. G. W. Turnage, "Tire Selection for Off-Road Vehicles," Engineering and Scientific 

Research at WES (February 1974). Misc. Paper 0-74-1. 

186 
20. WES Activities Summary, 1976, p. 51. 

21. Vicksburg Sunday Post, September 12, 1971 . 

22. Vicksburg Evening Post, july 25, 1972. 

23. "Silence Is Noisy," Soldiers {May 1972), pp. 46-48. 

24. Vicksburg Evening Post, September 6, 1971. 

25. Panama City, Fla., Herald, October 17, 1973. 

26. Station Break, October 197 8. 

27. Vicksburg Sunday Post, March 28, 1971. 

28. One example of the concern of WES about the ecology was the testing to keep 

salt water from mixing with fresh in the intercoastal canal studies in the New Jersey 

area, cove red earlier in this volume. 

29. Vicksburg Evening Post, February 27, 1970. 

30. " Hydraulic Models Predict Environmental Effects," World Dredging and Marine 

Construction (December 1972), p. 38. 

31. jackson Daily News, February 28, 1971. 

32. "Hydraulic Models," p. 38. 

33. Ibid., p. 40. 

34. Ibid., p. 41. 

35. Ibid., p. 42. 

36. Vicksburg Sunday Post, July 5, 1973. 

37. Ibid. 

38. Donald L. Neumann and Mary S. Hine, "Centralized Scientific Computation,'' The 

Military Engineer (March-April 1973), p. 97. 

39. Engineering Computer Notes (March 1975). Misc. Paper K-75-3. 

40. Letter to Mayor A. E. Wood, Clinton, Miss. , February 12, 1968, from W. H. Sanders, 

Regional Administrator. Copy on fi le in WES archives. 

41. Memphis Commercial Appeal, October 27, 1971. 

42. Jackson Clarion Ledger, April 22, 1973. 

43. Vicksburg Evening Post, April 26, 1973. 

44. Ibid. 

45. "The Old River Diversion Model," Engineering and Scientific Research at WES 

(October 1974). Misc. Paper 0-74-7. See also "Grouting Repair of Old River Low-Sill 

Structure," Engineering and Scientific Research at WES (November 1974). Misc. Paper 

0-74-8. 

• 46. Vicksburg Evening Post, November 1, 1971. 

47. General Orders #21, regarding discontinuance of the U. S. Army Engineer Nuclear 

Cratering Group and transferring everything to WES; signed by Col. Richard F. 

McAdoo, Corps of Engineers, Department of the Army, Office of the Chief of 

Engineers, Washington, D. C., July 19, 1971, to be effective j u ly 31, 1971; and 

General Orders #5, signed by Col. Ernest D. Peixotto, Corps of Engineers and WES 

Director, July 30, 1971. Both documents are on file in the WES Archives. 

187 
48. History of the U. S. Army Nuclear Cratering Group, Lawrence Radiation Laboratory, 

Livermore, California. (January 1 969), p. 1. 

49. Ibid., p. 3. 

50. Ibid. 

51. Ibid., p. 39. 

52. Ibid. 

53. Ibid., pp. 39-40. 

54. I bid., p. 43. 

55. Ibid., p. 47. 

56. Ibid., p. 78. 

57. Ibid. 

58. Vicksburg Evening Post, November 1, 1971. 

59. Ibid., October 12, 1974. 

60. WES Activities Summary, 1976, p. 39. 

61. Vicksburg Evening Post, July 5, 1976. 

62. Dredged Material: A Potential Resource (Vicksburg: WES, 1978}. 

63. '~Productive Uses of Dredged Material-A Case History," Dredged Material Research 

(August 1974). Misc. Paper D-74-7. 

64. Dredged Material Research (June 1975). Misc. Paper D-75-6. 

65. I bid. (April 1978). Exchange Bulletin. 

66. Ibid. (October 1973). Misc. Paper D-75-5. 

67. Tampa Tribune-Tampa Times, June 1, 1975. 

68. San Francisco Chronicle, April 10, 1976. 

69. Dredged Material Research (July 1 975). Misc. Paper D-75-7. 

70. Old Dominion University UNEWS, October 1, 1976. 

71. Dredged Material: A Potential Resource. 

72. Houston Post, September 8, 1976. 

73. Dredged Material: A Potential Resource. 

74. Dredged Material: A Potential Resource. 

75. Station Break, October 1978. 

76. Vicksburg Sunday Post, August 8, 1976. 

77. Ibid., June 20, 1976. 

78. Environmental and Water Quality Operational Studies (March 1978}. Information 

Exchange Bulletin. 

79. Vicksburg Evening Post, August 28, 1972. 

80. White Amur in Lake Conway (Vicksburg: WES, 1978}. 

81. Ocala Star Banner, August 1, 1976. 

82. Aquatic Plant Control Research Program (No number, no date; located in WES files). 

Information Exchange Bulletin. 

188 
83. Jackson Clarion Ledger-Daily News, May 23, 1976. 

84. Aquatic Plant Control Research Program (March 1978). Information Exchange 

Bulletin. 

85. Vicksburg Evening Post, November 7, 1977. 

86. Vicksburg Sunday Post, August 8, 1976. 

87 . Vicksburg Evening Post, May 19, 1977. 

88. Vicksburg Sunday Post, February 15, 1976. 

89. Vicksburg Evening Post, November 21, 1977. 

90. Ibid ., September 30, 1977. 

91. Alabama Wildlife Federation Magazine (October 1976). 

92. WES Activities Summary, 1976, p. 93. 

93. Vicksburg Sunday Post, December 5, 1976. 

94. Station Break, April 1978. 

95. Paper in WES fil es, july 7, 1976. 

96. Station Break, August, 1978. Also see Vicksburg Evening Post, March 11, 1978. 

97. Ibid., April 1978. See also WES organizational chart, November 1, 1978. 

189 
CHAPTER VII: CONCLUDING REMARKS 

From its inception in 1929, WES has 

been a unique establishment in many 

respects. Outstanding is the fact that it was 

founded and continues to operate on a free 

enterprise basis. No direct congressional 

allocation keeps it going, for work is 

performed, whether it be for another 

government agency, for private industry, or 

for a foreign nation, on a cost reimbursable 

basis. 

Experiments performed at WES in its 

190 

50-year history are too many to enumerate, 

and the untold millions of dollars which 

it has saved the American taxpayer can 

only be estimated. The rapid advancement 

of technology indicates an even brighter 

future. 

The U. S. Army Engineer Waterways 

Experiment Station has proved its worth 

many times over, not merely within the 

Corps of Engineers, but more broadly to 

the total Army and to the Nation. 
WES is the principal research, testing, and development facility of the U. 5. Army Corps of Engineers .. Located on 685 acres in southeast 

Vicksburg, its mission is to conceive, plan, and execute engineering investigations and research and development studies in support 

of the civil and military missions of the Chief of Engineers and other Federal agencies. The headquarters building is located between 

the road and the lake on the left; other buildings house the administration buildings of the four technical laboratories, hydraulic models, 

and other test facilities. (December 7 978} 
BIBLIOGRAPHY 

Andrews, Wayne, editor. Concise Dictionary of American History. New York: Charles 

Scribner's Sons, 1962. 

Carruth, Gordon, editor. The Encyclopedia of American Facts and Dates. New York : 

Thomas Y. Crowell Co., 1956. 

Cowdrey, Albert E. The Delta Engineers. New Orleans: Corps of Engineers, 1971. 

Cox, R. G. Hydrological Research Project History. Vicksburg: WES, 1943. 

Fine, Lenore, and j esse A. Remington. United States Army in World War II. The Technical 

Services; The Corps of Engineers: Construction in the United States. Washington: 

U. S. Government Printing Office, 1972. 

Foster, J. E. History and Description of the Mississippi Basin Model. Vicksburg: WES, 

1971 (MBMR 1-6). 

Kemper, J. P. Floods In the Valley of the Mississippi. Morgan City, La.: King-Hannaford 

Co., Inc. 

Kemper, J. P. Rebellious River. Boston : Bruce Humphries, Inc., 1949. 

Lee, Claude C. Events Leading to and History of the Establishment of the U. S. Army 

Engineer Waterways Experiment Station. Vicksburg: WES, 1938. 

Link, Arthur S., and David S. Muzzey. Our America Republic. Boston: Ginn and Co., 

1966. 

Rouse, Hunter, Hydraulics in the United States, 7 776-7 976. Institute of Hydraulic 

Research, The University of Iowa, Iowa City, Iowa, 1976. 

Rouse, Hunter and lnce, Simon, History of Hydraulics. Institute of Hydraul ic Research, 

The University of Iowa, Iowa City, Iowa, 1957. 

Taylor, Lloyd William. Physics, the Pioneer Science. Boston: Houghton Mifflin Company, 

1941. 

Tiffany, J. B., editor. History of the Waterways Experiment Station. Vicksburg: WES 1968. 

----::-::::-=:=· Dredged Material Research Program1 Second Annual Report. Vicksburg: WES, 

1975. 

---:=---~· History of the U.S. Army Nuclear Cratering Group. Livermore, Calif.: Lawrence 

Radiation Laboratory, 1969. 

INTERVIEWS 

Interview with j oe Collum and Ben Wal ker, IBM representatives, October 7, 1974. 

Vicksburg, Mississippi. 

Interview with Charlie Faulk, Managing Editor, Vicksburg Evening Post, August 14, 1974. 

Vicksburg, Mississippi. 

Interview with V. Blaine Russell, noted local historian, June 19, 1974. Vicksburg, 

Mississippi. 

192 
Interview with Joseph B. Tiffany, Jr., known to many as "Mr. WES" because of his 

prominent role in the affairs of WES for many years, December 3, 1975. Vicksburg, 

Mississippi. 

PERIODICALS 

Aronson, Robert A. " Hydraulic Models: Solving Majo r Problems in Miniature," Machine 

Design (November 30, 1972), pp. 20-26. 

Douglass, Ellwood. "Pouring the Father of Waters into a Test Tube," St. Louis 

Post-Dispatch Magazine (March 14, 1937}, p. 2. 

Fortson, Eugene P. , Jr. '

1

Army Engineers Develop Hydraulic Modeling as Precise Science," 

Army Research and Development (September 8, 1967), pp. 18-20. 

Neumann, Donald S., and MaryS. Hine. "Centralized Scientific Computation," The Military 

Engineer (March-April 1973), p. 97. 

Poe, Edgar. "Giant Test Tube for Ole Man River," New York Times Magazine 

( December 17, 1944), pp. 10, 37. 

Rei nhart, K. G., and R. S. Pi erce. Untitled article in Southern Lumberman (December 15, 

1954). 

Rose, Marc A. "Trial by Models," Today Magazine (June 6, 1936), p. 11 . 

Vogel, Herbert D. "Organization and Operation of the Waterways Experiment Station," 

The Military Engineer, (April 1934}, p. 121. 

Vogel, Herbert D. "Origin of the Waterways Experiment Station," The Military Engineer 

(March-April 1961), pp. 132-135 . 

--- - . "A Day is 7-1/2 Minutes," Dixie Roto Magazine (December 2, 1956). 

----. "Airborne Infrared Monitor Studied," Aviation Week (March 20, 1961), p. 84. 

----. "Army Develops Plastic Airplane Landing Mat," Civil Engineering (June 1959). 

____ . "Army Maps Read Like Books," Stars and Stripes (Fall, 1957) . 

. "Beginning of the Waterways Experiment Station," Vicksburg Engineer District 

--,..,.-- Magazine (December 25, 1940), p. 41 . 

----. "Flexible Airfield Pavement Tested at Columbus AFB, Miss., by Corps," 

Engineering News-Record (April 12, 1945) . 

. ''Flood Predictions by U. S. Engineers Implement Crossing of the Rhine," -----,=-..,.... Engineering News-Record (April 12, 1945) . 

----. "Flood-Free Johnstown," Newsweek (January 31, 1944). 

. "Hydraulic Models Predict Environmental Effects," World Dredging and Marine 

--,c=-o-n-struction (December 1972), p. 38. 

p. 5. 

"Increase in Army Mobility," Armor Magazine (May-June 1960), p. 48. 

"Magnesium Makes Portable Air Fields," Magnesium Topics (December 1958), 

"Prefabricated Surfacing," Construction News (August 19, 1964). 

11 Raincoats for Roads," The Kysu (Fall, 1969), p. 5. 

193 
____ • 

41 Silence is Noisy," Soldiers (May 1972), pp. 46-48 . 

----• 

11SL-7 Pilots Trained at Vicksburg, Miss.," Florida journal of Commerce (1972). 

"The Manole that Came to Stay," Long Lines (November 27, 1970). 

"Tunnel Tracker," Army Digest (July 1969). 

11Vicksburg Team Studies Ice Cap," Dixie Rota Magazine (October 24, 1954), 

p. 7. 

-----,,...,---· "Waterways Experiment Station-40 years of Dedicated Service," Construction 

News (June 18, 1969), pp. 18-23. 

----. "What Happens to a Wheel?" Dixie Roto Magazine (January 11, 1959). 

PUBLIC DOCUMENTS 

Mississippi River Commission. Laws of the United States Affecting the Mississippi Rh;er 

Commission to February 23, 7 927. St. Louis: M RC, 1927. 

Mississippi River Commission. Proceedings, 7926-7 932. St. Louis and Vicksburg: M RC, 

1933. 

U. S. Congress. House of Representat ives. Laws Relating to Forestry, Game Conservation, 

Flood Control, and Related Subjects. 70th Congress. Washington : U. S. Government 

Printing Office, 1928. 

U. S. Congress. House of Representatives. National Hydraulic Laboratory Hearings Before 

the House Committee on Rivers and Harbors. 70th Congress, 1st Session. Washington: 

U. S. Government Printing Office, 1928. 

U. S. Congress. The Senate. National Hydraulic Laboratory Hearing Before a Subcommittee 

of the Committee on Commerce. 68th Congress, 1st Session. Washington: U. S. 

Government Printing Office, 1924. 

MILITARY DOCUMENTS 

McAdoo, Col. Richard F. General Orders #21. Jul y 19, 1971. 

Peixotto, Col. Ernest D. General Orders #5. July 30, 1971. 

NEWSPAPERS 

Christian Science Monitor, 1935. 

Dallas Times-Herald, 1954. 

Galveston Daily News, 1961. 

Galveston Tribune, 1961. 

Housto n Post, September 8, 1976. 

Huntington, W. Va., Advertiser, 1954. 

194 
Huntsville Times, 1976. 

Jackson Clarion Ledger, 1959, 1963, 1969, 1973. 

Jackson Daily News, 1951, 1954, 1955, 1969, 1971. 

Johnstown, Pa., Democrat, 1937. 

Louisvil le, Ky., Courier-journal, 1954. 

Louisville, Ky., Times, 1954. 

Memphis Commercial Appeal, 1933, 1944, 1971. 

Mi lwaukee journal, 1944, 1961. 

Mobile Register, 1969. 

New Orleans Times-Picayune, 193 7, 1944, 1969. 

New York Herald Tribune, 1931, 1941, 1963. 

North Scituate, Mass., South Shore Mirror, 1960. 

Ocala Star Banner, August 1, 1976. 

Panama City, Fla., Herald, 1973. 

Portland, Maine, Sunday Telegram, 1959. 

St. Louis Post-Dispatch, 1936. 

San Francisco Chronicle, April 10, 1976. 

Shreveport Times, 1947. 

Tampa Tribune-Tampa Times, June 1, 1975. 

Temple, Texas, Daily Telegram, 1954. 

Tulsa Daily World, 1954. 

Vicksburg Evening Post, 1928-1974. 

Vicksburg Herald, 1954. 

Vicksburg Sunday Post, 1955, 1974. 

Vicksburg Sunday Post-Herald, 1941, 1974. 

Washington, D. C., Evening Star, 1956. 

Watertown, N. Y., Daily Times) 1956. 

UNPUBLISHED MATERIAL 

Caldwell, J. M. Untitled paper presented before the National Bureau of Standards. 

September 13, 1939. 

Vogel, Brig. Gen. H. D. "Genesis of the Waterways Experiment Station." 1962 . 

. " Board Report on Proposed Alien Enemy Internment Camp Near Clinton." - - - - August 7, 1942 . 

. "Establ ishment of U. S. Engineer Department Concrete Research Laboratory 

---= at Clinton, Mississippi." 

----. "Waterways Experiment Station." 

195 
CORRESPONDENCE 

Letter written by Brig. Gen. James H. Stratton, December 16, 1945. 

Letter written by Brig. Gen. T. H. Jackson, June 20, 1929. 

Letter written by Col. Levi A. Brown, October 23, 1968; Indorsements by Institute of 

Heraldry, April 23, 1969; and the Office, Chief of Engineers, July 7, 1969. 

Letter written by Gov. Theodore G. Bilbo, February 13, 1931. 

Letter written by Major D. 0. Elliott, November 25, 1929. 

Letter written by Major Gen. Edgar Jadwin, June 18, 1929. 

Letter written by Mayor A. E. Wood, February 12, 1958. 

Letter from the Institute of Heraldry, U. S. Army, October 23, 1968. 

Memo from Gerard H. Matthes, July 2, 1945. 

Postal telegram from Major Gen. Lytle Brown, August 29, 1930. 

196 
APPENDIX I 

WES ORGANIZATION CHARTS 

1937-1979 

1-1 

~A1QWAY8 txr£RtHEJn' :1Tfl1'11tf 

OlllSt'rO! 

FralloL• II. l'ollul•r ltL l.tout. Q-, of lt. 

1 

j_ I ~~,::;.-;.r:~fi.. t ttlRt-:rh-.1• I!ICECI!rtl'l! Ol'PIOI!R 

Pa\ilW.~''''" 1•t t.hu1 C. or£, Olh., 0. lf.o.y!;oo4, Jr, 2M L1C'Ul. C. or •:. 1- TC'•'Il111\'!\l AtiJ•Uilt.l 

•I, b , 'nrll'-">'• Jr. A11t. Sl'\lr £, P. fC''d.<•••t'l . Jr. A,11L I 11/1' 

I I 

I _j_ I I I I 

I OPIAATrOI<S Stx:Tl<>tf S01L9 1\&!IWICI I l<()II£L sr.mu:s DMM'IJ«< l riiOTOOlAPIIY I VERSO!I'NEL ASSUTo\11'1' ADKDI161fiA'f!O!I I M. t. tons Auoe t:nar l s. J, ""'........, A.leot l),.a:r I J\, A, Conn.,. Prin. Orart.•-.n "· e. ltth05' 8r- Engr Alde I J. H. Hoare Cl~rk SoJ.~ th 

COHSTRU:TlON Sre1'100 T&STIIC SfrTlOI< AC'I'lvt fJ«).ltt'tS Drr$f't.101 Sr £n&1.neerlng Aldce V'llt'• ond Ltbr.a;ry c. ~. Wo.r&<Sor- Aut. Q,u .. ~. .... u. Atl\ Q\(r I41U' e.t n t bo O&.r tl. K. R~~r-to Jr, Drorlt~Mrt p, c. fl, eve DrOM.IMil t. Tat~ c. c . .te.c AN t. Cl.erlt 

11. c. IIW'l w-.a~~ tetr ,;, J, {'lovl....nd ·~ ....... ft, D. CoahrMe Aut r.t\(r 

K. A. Oupta Su.rvt.)"'!!An J . .. &utUa Aut D\cr Alct. fl'h.ot.ocrophf En&lc.~erlng A14ca ttenocropbt c 'ilor\ 

C. C. A.nt.otn• llr-1. >tl~•,. r. A. ... .,. .. h Aut b\c.-e- Al.t• Plpc U..no MU:r:-rt r. B· O•l.lt.lt'l' Phot.oe; o. ""' 2:. H• 'llocWt' Jr Clerk a. w. Jenlltna t'Of'lelll&ll Lab o . ... Uovud Jr-. Dlc:r H. L· M~erc»Q"n Jr. PtlOt<ltl c. £, IIJr•• M. e. nco\GOO Jr- CLerk J, L . Jackson f'tlr~t«~an l&b Y. P. tevc:rich Mary K. OO,utliJ Jr Steno £aoL nl\1!T v. L • .HetMU 

I 

w 

SO!I..S Rl:StAI<Oi C!:l<'l'tR J . So. C.nt.Ut~l'l Jr. tn1r .. t . """'"' g..,1tC'.bboard 

~fUJHCA!. SD:TJO.N ·~·~~ R. H. Cef1JIIlll Jr. f),lt C. A. Hltl-ton hy v. H.IU\t:le. Jr. Clerk tM:le • ue.. Mo. 6 . 1). k h\llt.a ~. A, Ford Jl'.Env •J. B. 1lr!al'l)', J r, l+!atetgf!t' Se-rvlce 

lllo~c a~~ ~. L. i'Uth Jr. f:ng Aoe:l. ~1MI'!t'11'\A A!du ··Ctllg('_f' a. A, Ann1t.r'04\f 

P'. J , Musil FoNt.Mt\ T1T\Ml' Pryor• lt1An4 ,Jr tngitlt"ertng _.tdu .. t,.. 8\l.r't lnatnetor' • Aaet v. H. ~O<l&oreou •rh~ne t a. J". Bolt" 

1.11.1- Kachlnh\. c. b .. hnw1e)l Jr. f'i'l&r J. D. But.ler M. 0 . 0\lbt(IY ~.c. i<oe~r toborer e. A. Mc.Kay Patnt.er f. a. Edilarde II. w. Cc4cUn.ge r. £ . l'redll1on Lo~:ru Mo.te l aloM St-rait .&. J, LlJI<&COitb c. R. Horne, Jt ~ 'l'rttncport.t.tion 

A. P. OIJ..d.ea Jr. f:ng 0, C, Hlt3MOG c. K~ncnt.lUII 

J, M, H J nun... Ch•ut:r•ur c:C:O.•k1ll. J', ,J. Mclrlcc J. H. Klllu " · c. Heyt".t s. JecOon ChA\.If!t\u'" ft£U) ADMriiiS'lmTTON C:bAtn or Aoc:lU:I H. r. ,..H t~r J. &. Monte_,. c. C&r/ 0'1$\IJ'fe:ws. e. 0\Jen Jr. ~ r. ,, f'wl&t"r 11. o. Roncll• R. SIDJ.tb Cht~urrc\lT 

$. .,-. Wat..aon Fe ~ Le~ e. 3. Sf.arr-0'11 z. c. Sehrocder. Jr. 

Jr tlerk Dog:t.oot.b Bend. t . J, S}>ld<o .r. J. Kiuc:tlcnllo.\118 J . J, Pr-ri.n<!O SUJ'Vey71:10jl V " · p, 'l'hC!ut . \1. Rea.~s l..llioo .. @.t J r. IAL'r r. e. TOr.ruet.t R. G. CC* 

ftthne-D::moldaonvt llt o. N. Green J r Er-etn-eert-"1} ,Ald.e• 0. r. 'ra•~e, J r . CA.R.PDI'tEK SHOP V. (j. Kautnu-n J r. £nor .. 1. B06l\ilck J. £, Alt~~W~ 

Gnn4 ~or J , c. 9!:tw rr•r a. 2. ~ry '· 

11 . Flndlt)' Carpent-er '!'. J, i!Unltn 

" · J, Otd Jr. Dv.r $Jlt.S\Jrve~n £, 'T. ,J, FU\C)}C"y Ca.l'pcn1.c:r t.. C&nt-b~U 

H. ~'bell £, L. CroUn J. c. Le:ht. Cuptnt.er !l(AClfVP. FROJECTS Svl fUiure 'towbe:td Q. H. Pe\.el'Mtl v. J. G1UoopJe 

g , 8 . WOOd.Mtl Jr. thv 1 .. M. f', JOhnGOn Celvtet.on Harbor 

M i t IIUI}I (O.n ' l Conn.) r. Ko;>elCI.., A'X:Jlt-.~Df Abauon hlet S(Lrdh Dar..=- Spilh "O )' J., L• t«o\hov• Otr~ttt ve &ne'rgy R. \.. Shc>rtle 1.. A. Maxwell. t. r. x,ua"'-Y Cuard 81!d kmd $tud.1u P. D. CoehNI\e Jr. E:nq " · 8. ou~r C. A. 06vtdson Guard Lrlbcrt"ra c. E. o•rte&.l, Jr. X.. t. Gll1$0n Guard Stu-d.J• Du.Outlet t~c n. c. a.rtou C. B. Patteraor. P. R. Brovn Qi&r's AU.e tl . 1.. CuLv-l,o 1 Jr. .. {, Rt:U'!S 

Loe.ned l.o IQV" Dls.t.ricl w. (, C.l.u-lt v. H. Robo:neon 

1'\Cln~nener- hhnc \f, " · f!'ppot"lfm a.. r:;. Tc,rry 

y J, "· Culc:Nd~ Jr. Engr c. 1. FW'It. C. A. Tocllin.&Oll {AbnT Pool R. w. ell~t Sngrg 14~ .. r. 11WlOitoeY C. V , Wll!lkAr 

£. L. Wtllis, Jr. 

1 March 1937 
OFP!Ct OP 'I'HY. rnruonrr, msSIGSIPPI n.rVI~ cot.tnssrCII 

Brio Otn H. C. 'l')tler !Ted dent 

I 

~ATf.!\WI\ Y'S £X!'S.ilMfliT S1'A1't<m 

CAPT !\. t. flclds Dt t~et.or 

•J. 8. TlffAn} l!ngjnoer 

I 

I I I I I Hl'l>IV\ULWS DI VISI<II SOILS IGX:IVJIICC' LABO!tAT<J\l' ADMllllS'm\'ZlOJI DlVJS!~I l.Al!OnATOOY &UcVtci:S !:lilllA Dfl~ Rt':S".MCH CUtTI"lf 

.J, ~. Co.l.dve-11 £>11!' .... L. VtU.J l>lt.r •J • " · Moore Cl,.crle J. b. 'fit'f~IY ....,. $. $t-.uJ.t.t,.!l Cnt.'l' 

L EXf'Ef\~"i' SECTION ,lO. 1 ?UW t:\PlJ.lf\ATIO.'i I\DMlUtS&AA7IOU -tH:CTlQI Df.SIGII SrtriOI; SlliL UEX:H RE ~~H COITF.R 

- ~. 8. FenWick tno~· .... L "'rlJs Doar f- •J, H. Moor• Clwrk A. A. Ford l'nfll' ft. e~~. ~cr,.an i;nc;r 

C'J'ERDCflfr su:non J40. c Ll&.Wr S/IYf:rY SttTIOU lfmtiAULlCS RLS.f.MCH COITER 

- F. R. l!TIMI E>osr f- t . c. [,. Cle-rk K. A .. Dut,e.. ..,.,, 

I 

~ 

EXP!:RDtDR' So::Tl01'4 UO. 3 SUI a LY \ l'ftOF'Dt!Y SfrTION DlW"tOIG SEX:'l'lOfl 

V. c;, Kau!'man l>ltlX ---- s. 11. W~tlcon ttorckcrrcr D. Sl.oku Dr'lf\t~~ 

OOt;k.CQ~ se:rtml rro. t. J'Ji('n't'XitW'K'f ttt'tJOU 

t- t. Ji. Wood.IM.n D1(!J' r. 9. Ca.ulleor Photoanpi\C"r 

omiMENT sa:nor• reo. 5 ftE.f'ROOlCTIQt SO:TI<Xt 

~....- c. B. httLeraon tn.,. J. M. l.teCukiU S"upe-rvleor 

SIIOPO 

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r. J. ft.toil :Aipt 

(i£Nl1Mf.,. C«lS'l"ii.UCTlCIH 

- w. c."""' Supt (Con:.t) 

1 January 1941 
lli'J'IC! OP 11!£ PRBSmSJn, MlSSJS9JPPl U\l'lm C(M.4fSSt01f 

lfltO o'"" M. c. t¥1.er Pl"e•1d•ot 

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CAM' J, I t l fl'l"f lxocuuv. ~ut. 

J 

I I I I I -AlSOMSIOI! ltl'tfUXI\'KAJ([CS OIVIS((»t tlOUJOOO!Irl', 'f"'UJJ'DA'I'lotf, Atm lu:I'I!Oll!ler!Oil DMS!OJ l£14llft.S'1'RAIOit DIVISION rA\"':JCtln D:tVtOrotl 

c4Pr 0, 8, t-t~1 ). •p. ft, 8rOoltl Auoc Snar • J J. 1'\.ln~'bUll Sr l.'h&r 1(, A· Dupf:e .bn Qlsr •J. H. tfoorc Aeroe Agln A .. t 

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~ R. '(. it.Jd•or, 

D«BAtiKM£ffl' • fOI.J'!GlttlOit BAANilt • • fU:XlBlL PA'fD1.l!Hi' BltMCH 

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•v. J. 't\&EQ\u&ll $'f" tnsr 

POrAMOlCGY SECTION Elml1!ICAL 6 ICECI'.Alllc:.\L sa:t'I""f PHOl'CCA.oU'tN SFCI'IO.IJ COOt' SD:TION 

CAF'tlt..~ De~;ey. Jr. js. a.- A$-lot' f)l.&r H. I B. L. Ca.lvin J &JODaBJ~~IGATI01f FAC'l'-FttU!lOO Sfm'l\IM J L. Aw.19r•Oll Pria Pbotoc. f'rlo Clerk 

l(l'llROLIXll S!l:TI<>• I J, •• !>••tU A••oc: £ngr 1 I I l!mtAVL!C S'ftl\K'MUZ Siri'IOH I I I I Rlli'RODU<mON stcnON fi2ISOJ!il:L SlmiOO i ft, Q. COt Jr E!l&r i·r. a """'" Ataoc &o.gr OSOPH'tSlCAt. SOC"I'JOll t.rir~IGA7!08' StCrl(llf I s. o. 'l'ht.tt'mn Sl.tpv Dllpl.le4t ~ L. ~· MA.rsall• 5:r CL.uk 1 w. ft. Perret 1 I Au t l:byriflst 

l t'I'DAL SWl'tON I rru:s. MAD,IJC , & msrc.u. 

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I c. w. Heh., Jr. Jr .Eltgt' ..,.,.,, ... 1 I I P:i n Clerk I c. 1: . Mt.tlaut AUI. Dip- ~70fl'r SERVIC:'ES DMSlOJ 

PIEU> SIXI'ION •'W. c. Huat Auoc $)Jpt H-

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:~ AIWlG un I I 1 •. r,., Mttht:VI Ant f.:ngr 

RESDVOIR OP!l\A'i'lOI DtvlSIDrf Kl1JRAI£1C FF.SI'AfrCB ComB I CEOLOOICAL DlVlS(OJ l:EOPS SECTION ~~IAL S!:RVItt:S 

(Or-&antZA.Uon 

Vac.a.ot not. yet tor~) S. E. Clerk J rZOU tA.IIORA'l'(ltY 'l'I:S'l'IN:: QX:TTOH M H ..l"- o. h-1<14>' r. J, Madl. C~rk<-GUliU 1J. lt. Hd'tn Or. H. 8. flek CossW.ta.nt. Fonaa 

Sr &!aT Aide t.slt1 .lle.t.onfl~. LA. 

II GElO:'M.!. CONS'l'RtK.TIOff Slri'i()ff II LIBRAI!Y I SO!L M&ai.A.tllCS R£:W.A.ftOI ~ j --w. c. ltJQt l Kf.Uw!!rlnt!: Mc:D1~L£cld 1 Y1r£i_n\.a ft.OrtpiJIM Auoc SUpt Aut W.br 

J•· inp' 

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poshh.n bM &s- Yf't. bte-n flll.d. 

14 April 1943 
CFFICt OF t'HE PREG!DENT, W"tGClCGJPPl UVUt COJMSD[(Itf 

DUO OEN M. c. tyler f\"eeldent 

l WATmWAY$ Elt.P£2UM1lfl' S71\THX\! 

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CAI'T J. B. 1'lfh!'IY txe.c-utlve Ant 

11!1.\lrll'le L. S.:Ut.h Seeretary 

I 

I I I I I WJ.tER'IJ.ArS DIVISlotf HYURliD\'NII.I(ICS DIVtSIOU WROOU:T!Qi DIVlSIOCI h!)(OOSTRATiVE orvrst<:Ji LABORA'l'OAY SEIUlC&f! DfVISIOt• 

CAPt 0. B. Pel!lfld f, R. Bro\l'rl Ens• D. W'ylle !:ngr J, "· Moore Adm Aut 11-V, C. HM~t Supt (co.,.t) 

FLOJO COOTROL IJfl) RAVWATIO. I KYDM.\ULIC STRlC1'lit£S SD:'tiOII ORAn'JNG SD:TICXi J'II.CCUR.Dt'D4T Attn PROPERTY SIX: SHOP~ SfCTIOII ,£. 11. Llp~~...O !)>gr (1\Yd) H··· 

Y. 11\IJ.son l>\gr (1\Yd) lft· D. MeCuy DraJ'tsma.n JS. W. ~t. so._ Jt . /!Ahl$ Asst. ~F. J. MuU Svpt 

I l'<ll\\MI)LO:Y SB:Trotl I WA.V& ACTlCCf SttT'JOii I I PUarocRA.PHY SO:::tlOH I I COST SretiOU l oor£RAL c«~S'l'Rtx:Tiat sa:: I 

CAPT J. r. l'rle<lJ(Sn 1··· 

l'. uuuon ~gr (11)'0) l K. L . MC1orson rrtn Photog ~~- Fo\IJJUler CU!rk ""'· (; . JfUnt Supt. (COI\et.) 

I 

0\ H'tiROLO:Y SD:TIOU I .J~i~li"~~ RtJI'ROO.C'l't<N Sfr'l'tOU PDlSOtl'llEL SirTIOO ,£. &. IJpsoQDb tngr (1\Yd) "· ··- &.«r (&1~) E. L. rt-Jt~ M11;tn A.U\1 H. L. Co.lvlfl, Jr. A4'11in /!Ul I FJ(lU.t(lO(g)T FQJ!fl'l.\'UON AND 

l tiDAL SD:Tlttf I FtLES. M.t.ILLNG, AJfD PAVIN'.HT ~IVISIOH 

PHYSICAL DATA 

H. 1. Simona En!P' (1\yd) 1 fv. c. f'arrlo;" W. J . TU.rnbull SeolOT £naT (S.K, ) Cl.trk 

CEOtoo[C\l. Dl'IISIQI 

r LrEI:RII.U &ai.AJ'UMf.:tft II< fo.tltDA.nOH II\ 

"'· H, If. fl•k Cot1a\llU.t1l 

I 1" uu, ................... t. ... JKul.-te r . eu~:,y U.bre.f'lM li. J~ .. Vi.$ ~8" (S.)II.) 

RESD\IOJR OP£RATJON DIVISION 

I FI.JXIBU PAVtM'£Ul" 8R tAM II'. C. ey, Jr. S'UliCCkAPHte ANll !ftJIYICE S:t'C 

Alvn o. JMu CbrkaStt:no 1"· K • ..,.. £naT (S.M.) 

~l. DfSI(itl SICTION I r.IA~IlD'IO 8fl:'lt00 

I I (~< · A. Dupoo E'llllJ" (ClYU) 

l'lfYS[CAL DIIT.A SU:UQl I l CONS11UCTION Sfll'I'IOH I . 0\IAI.l uslgnment. 

r I I OPERATION DATA S£C1I0tl I ,wmftSTRArlQI &n:'r10:1 

I 11. o. ClArk AMI.fl Ac• t. 

1 July 1944 
!XIOUflfl O!J:l!! 

Mr, 0, &, "-ltlltl IHr•o•• r 

I ...... I I In, •· 1. '1'\t.rn~illl II•N\1•• t.tlllll •' 

lfr. 0 , • • UfiQJII llto\I.Un h tltl•• • 

~ I I I I I a•IUIIIJ DII ... J'Do!Df 

ti(IIOUW UI'OIWt-lOtf SV.JOII Mr, V, D. fo•H a • h.e"'''' '""~ OJO!:iate. IWCIII, JliD:Uat Cl!ltD! 1:11~~! 

Wn , M, 1:1, Qq toc r, J. R. 1foor• , A.!\111"• huunn Au \ t \ .,M Mr, 0, II, I(IUA•• Jlln I, 1 . Kthq 

,t.IIM tlll l ffiAtl' l If A 'r 

• I I 

I 

PJOPU:rr • ura.r aauica 

I r-: ~ _j I Plat:IIDII:L 6 Om C!I IIJ.flQI IWC'I I Mr.. s~ w, • ttOft, et.hr '"•" ftlo\llkMr, Oltl•f •r1 o, •· lit lt., Jr., Cbhr lolr , J , a. h dtr, lu\, 

ttn't'l.T IICfJCI ACtal,mUrl SIO!l CW ~~ 

.... .... ""'-' l(r , J , t. ltNtr •r. t.o'ILI ~r~r•,. 

kUL, DCDIDI 6 PlfiJCAI. ti.UJ. 

~rtm, •ttlOJ .. wnuo sot1o1 IIOfl(ll 

lb. J, J , lh •IH•• IH. lr"-tft ,..Wb., Wr, f . G. J..,rtor 

~ OOMII'OIIIll'CI" OOw.tlltC...ttOn 

mnot 

""· o.c .. '••l •n. J. , O, J-•• 

u:cuum:u ~. :no iDID!t 

I t • OIJ' t 0.41. or• •• t iOita 'r •' r -....) I I I I -""""·· ........ '1'101 • ··--I I 111'DR&O'LtC:' DJftiiOW 

I lUAODUO'i'IOJ Dt VI SIOI Dt.YUIQf OPIU'tiCIJIIS OtnSIOJ 

c.pt . o. •· rn..-tck, Cbl•t Mr. DIWb V)'lh, C:blet 

M:r • • • J . t\ll" .. ~l. Olltf lfr. o. • · ,u,...,t, Qt•r Mr. r. a. lnw, ... .. ,. Kr. o. 1. L•'"'· . .. ,. 

H .............. -.......... 1 1 P.ISQ.OlP. OP'IBA,fiOf )100 11. I 1 llniiODfLUII<:-t lbi CI I H DJU.f'l'HD IWCI OOIII'l"'UC'tiCII ll.l.CI 

NT. 'f, I. ltf"''l t C.pt. a. o . tHo )'. Jr. Mr, a, T. 110 0 Kr, 0 , 11. t.tC.n 

H run~~;~ •• 'fiXU'1 awca I 1 soPS • ..,..,.,ar ,..ncu I 1 WA'fD'UU IP.lJCI I H l.lfiOOIU'IIO IIU.ICI 

a ...a .rr. w. ' · ao,, Kt'. ' · J. k\Ldl Mr, I , I. Llptetall' Mr, llo74 Moblq 

y lOlL MICl!AliiOS U""Rat ...... I 1 m.n 199J}'I(Ift IWCI I 1 11DIJ. . W.lYl'M' IJWICB 

J H fll)tooiL\M 111101 

Xr, f . Q, P·tt'-OG Mr. I , I, ShaoA• Mr. M. t., Aohr"'* 

~ 111.nn • ACCJOOJf• ,......,,., I -l__:'"""'n.moo nma I n.r»t., • .h Co~trol 0ffSCt1' K,Jt,C. on 

t~Nl'Y ""ll'!nuD.'- !:,$ , Mt,I.M "'""' • ._..4eo:. Mr. r. 1. Yoof.Mo Mr. t. •· roN. 

ISh 6 Olin 1\Ut\1 

~ .... ,..,. ... ""''•"' .. '"' .. 1 

~ I P. 0. loa?~ 

VTD.Iiut.lCS USI.UI:OI Calt.U St. t.oll.lt, MittO\IJ'l 

Mr. c. r. Ynnuu tel~co•• 

O.rf'i•l4 0}6o 

13 September 1945 
WATl'li,WAYS £XS'DlOOllT stATIOH 

I Em:IITl VE omCE I 

I SP:O::lAL ASSIC~omm; IWI.NCI~ I I ntA!NJNC & llfFOJW.tNtl BIW'OI I COL C. t. Hwton IH~et.or l.r. H. J~.oore A<.hin Au~ I P. £ , St.e.venaon £~>«• (~ya) l G. t.. 'rObin "~in 4Ut J, B. TU'fany 'l'ec:hn.ic:Al £xe-eut1ve Aut 

w. L, Ra.che, Jr-. A(la1ni11Lr&t.1vo Cxcc:atlve As-1~ 

I I I 

I I'ERSO'oo:3. B!WlCK I I F ISCA.L 1RM'CH I Ol'FtCt: S_tRVlCl! B8A.KCH 

Jt.· c. 'Kt-rta.lit, Jr. Ad:oin A•n l E. roulkner Admin Aact. &. J1. 'l'eetl!1" Adt!\111 AUt. 

I I I I OPERATtOXS DIVIStotl \11'IU'fil3 AI<!> SS::UIII'l"t lli!A.'<Ch I R£PROOI.IC1'Ib.!t 8AAHat I CLrrll'OM S\lll•OfPICE 

C~ W. Vinu.nt £her (Civil) C. [. Y.~adt'U J\dn1rt At~t ;1, M. Met&a'dll. Engr (Cuto) •CAP1' H. C. Deller, Jr. 

SHOPS A!GJ C~l'RI..Wlt:JOH BRA.ItC!-H ArHI!I)MAATfVE BIWtCII 

c. fl. Varrutor Sup-t. (Oontt) J , A. brrb Admin Aut. 

SIIPPU JIWICII 11\/ftJ>IHOS Alll CRO<JliDS -~ 

s. \1 , Wuton /td:fl.in Ant J>. E. Mc.'tillan ~1: {Canst.) 

swr:rv I'AA!Ict~ stJFr~y IIIW<CH . 

00 J. II. ~PLy ln:;_p (S3.ftty) w. c. Cl.At'k Admin AUC. 

MISSlSSI Pl'l BASIN MOO!l. 

CotiS1l\WI'Iotl ll!\AM:H 

• CA.f"l' H. C, 0t:VC!1 1 Jr. 

I I I I Hl'tliWIL!CS D!VfSiotl SOUS PIV1Sl00 CONCkt'rC RESF.AftOt D1VI!ICH ll<G~IIt.Ol. J:>£PAll'J.')0n' R.!>:WICI\ Cl1trE!I 

£. P. fgrt.Gon, Jt\ Dlgr (Kyd) ll. J, 1\rrnbUll £ngr (5><) (C~mTQH) C. B. Pa.t.hrsron En&• (llya) 

c: . &. Wuerpel En&r (Cone Bu) 

STRUCtVJI£$ BJWCH !>IJWlX!Wit II I'W!IIlllt1DU I!IWIOH CONC~f!l'~ I!RAMCH BCil&\RCH IIRAHCK 

f. R. B!"tM'' E>lgr (H>'dl Vaesnt T~ B. )t~(lned.y En&r (CGt\e 1\e•) '/oeent 

HIJUlQitS GIWlC!t I'Ll;)( 181,£ P.Wl>OJIT !IW¢H CDIOO Alii> HDIBlWfE BJW«:H REI<li<TS MAJIC:U 

ft, B. S111n.on• £her (Hyd) w. x. llo)'Q Engr (SO) ft. L . Curry Engr (Chea) 'lneant 

WAT!li'WAYS IIRAHCH SPre!AJ. JN'V!S1'1GA't"t 0fG Mil> IJlii\ARY 

1::. 8. W_pl-ec:eb Ener (Kya) REI'Oim B!WlCH liut.h p, H&tle)' Lib aru~n 

fHS'l'III.OIE!ttATIOH . l!IWlCft B. Mt.thcr !:Au (C.Oe Ru) 

i!. H. \f~an £her (El•o) 

loQSSU.Oim BASIH MODEL 

DESlGH BIW<CH 

J, J, fTMCO £her (Hyd) 

1 July 1946 
WA'I'IllWAYS fl<l'llll!IWil' STA'I'IO~ 

JroiCIIl'l'lllOfFIC£ I co~ c. ,., rttW'lon Olruc.or [ 1RAt•OO Mm UIJ'CilHAT!OH llllAHCII 

J, o. Tltnol\l' Tocnnit:l\1 tlttouuw Atthtl'.l"!t r o. llo t.erov• 'l"rotnina In• &.r I \1, L. 1\Arhr , Jr. AdMHUilrAUve &xoouUv• Auhldl.nt. 

Q, 11. Vtnunt. Opont.1ana becuuv. Anllt.•n\. 

• 

I I I I 

I P.ERSON'HEL BRAM01 I ~~ rl«'AI.IJIWi•'l< '""·JTI> .: • ••. ,.,,.,-, """'" I OPEIIAT!ONS DIVISION 

L. c. Manal.u, Jr. Al.'btn Ant c. 'toatpkln• ,.h~()L orn~r ,, E. Htcndera Adal n Aut Q, w. Vll"!r.a.ll't. f)>sr (CIVIl) 

CUrutt.f'uct.ion Bro.neb 

On'te£" S£1\VIC£ Mk'iQt ~· ,IIJ'I'J,y .IW/•11 ~ W. C. KI.Lilt S...pt (Can_.t ) 

r· H, H...-. A~t.l'\ A .. tl • v-uron---- AGatn ~ QtOPS 6RM't."H 

F. J, HUIH S\fpl Mtc:h Sbopo 

!J(IJIOO!!i'l' l!!W<CH 

r. R. .. )'<On SUpt (Con&\) 

' \0 I ' I T I I IMlltlUL!CS DIVISION SOILS DIVISION COHawt'E RESL\RCH DMSIOII R!SSWCH DIVISION ~EI'f!ODUC'l'ION DIVlS!ON CLI!fl'OK SIIBOI'FICE 

.. F, Fol"UOO., J,., f)>sr (~) V. J. 1\lrnbu.U .l»gr (SH) c. &. 1111 ..... 1 tne;r (cone: Rea ) -e. B. Pett.craon 'Dlgr (Civil) J . M. Meceskill ~{Cl\.rt.o) A. c. De.vta Engr (Civil) 

RM~S AIID RAJtOORS ll!WiCil 'Ptl.:(I81E PAVJ.)(£tn BRA.Nt21 ffiYSICAL'I'ESTl!AAiiC]j RESEARCH MAI!CH s::RV ICE BRAtia! 

a. a. renvJc.lc Engr (H"') w • •• Boyd .l»gr (SII) 'r. 8. Kon.ntd:y &.gr (con~ Rae) -c. a. Pat.t.crcaon Engr (Civil) J , A. Ra:rrts Adlolrt ASDt 

I!YOOODYIWIICS BRAl<Ql ~&f'OOliDA'I'ION SPECIAL IHV'ESi'lGAT.lOli l!:AANC'd R£f'OOTS 8RA!ICH OI'DtA'l'IOKS BRANCH 

BRAI<CI 

.F. R. Brovn En&< ( Hyd) S. J, Job:naoo """' (91) 

a. Kathe r blu (Cone Ru) Kat.nari.ne. H. Jone:a (.Jllt.l'" Vaeent. f)>sr /OivU) 

liS'm~A'l' ION BRA.HCH ~IBIWIY 

E. h. \loo:1nlsn &>er (El••) Vocllllt. Lt'on.rlen 

IUSSISSlPPI .8.\SIN HODEL 

IIRANOI 

H. G. Devey, Jr. &>er (llY<) 

1 January 1947 
WA'l'lli11/AY8 EXmDm!l1' 8TAl'!OO 

I OO:CU'l'IV! OPF!C& l wm nRArK.,. IJl'C n. o. Klr!s tllr·ect.or 'I'RAIHUil & It;FOAAAT!OO BIW<CII r· A. Ul~' f>4!,r (lle.f't t)') J . IL 'fJffM}' Tael!nLcDl D«'CU\.ITO Ao.l111t.O-nt IIJ• It• C,tne 1'1"o l nJf18 lfl•t•· l \.1 , lo. llAOh•, J l' , A41111nbtr-At1"" bee.ut.ho Aoebt.ant 

o. II'. Vtl\t.Cint Opo_rat.lom f!lu.'C'U~h'e AN1•te-nt 

I I I I 

I ftllBOtiN'EL DAAH!l'll I Pls:AL IWiO! l r llriLI'l'US Allll DflCIIRl!rl' BIWCII l OP!lUTIOlG 1>1\'ISIOJI 

L. C. Mo.ro.ollo, Jr. AU 1n. Aut lc· o. BVono i'hcal orrtcer 1 Ia. s. Me110en A~tfi . AIOL I . w. Vintor~t £ng (Clvil) 

COtimttJCriOff BRAit:tr 

omot emm& ll!Wfal SUPP-L't D.WiCit V. C. H\mt SuP' (Conn} I J. 11. Hcore ~in. Atl.ltl r· t.. VCLrrep Albln • .j\on. J SIIOPS lliWlOl 

'· J, Mudl Su-pt Macll Shcpa 

f}lUli"<Ell''' O)'!llATIOft DiiAHCII 

P. ct. Pe1t.on sup• (CoM•} 

I I I I l I 

0 __ IJYD.MIJ!.TCA DIVUION l!ll~ o·vtSIOH CONCREr& nESI'.AI\CH DIVISIOK ~!llllCII c!M'm RF.PliOCUCTIOH lllWmi l lmi\MUII'Al'IOH DJWICH 

E, P. P9rt.f..On, Jr, Engr (lit< \.1, J, Ttrnb\IU env (SM) II. K. Cook Engr (Cone Reo} •c. u. Pa\.wroon &lg~ (Clvll) • M. HcC4GUll Engr ( Cor\o) f, H , WOOd.IAn 8118r (&tee) 

R!Ym6 & JWUIORS ll/WICII FIDIIBI£ PAID<Fm llAANCll AIYSICAL rESt lliiAitOII ru:8EAIWI BIWro!l 

o. B. Fenwldc &niV (lly< w. 1{, .boyd ""a' (ilMI 1". a. Ke~Mody &nsr (Cone R") •o. n. h\toroon Eller (a1vll} CLIHI'ON SUB·OPFICI 

K\1)J1l>JlY!IAIIJCS IJMHCII -ll'OOIIILITION 8Pfll!A~ 1NVESrlXlA7Iotl llMIIQI nt1'011TS 01\AHCII fl. , o. De'lil Engr (Clvll) 

Q&H(dl r. f1, Br<Wn &!'l!r (lly< e. J , Johnoon £nar (G>t) n. M&L.hor Bnar (Oooc Roo ) Kothurlnt: 11. Jont!t 1»1tor 

O~.A L Bm'IIC£ MLNCII 

HTS316Sw:.~~IN HQD&L LIDRAilT J, A. Jfarrlo A~ n. Aut 

u. o. Devoy, Jr. f.ba> Jiy~ V••cunt. Lttlrartan 

OP!R<TlONS lWJIQI 

t.. £, CtO\Idor 8118r (Qlvll) 

1 July 1947 
..... ' 

..... 

t:AT'Mt\:AY5 12rt JMllft' ~"l'M'tOff' 

F.Xl;,I'.VI'IVi C»''I!CG 

lll' COL ~. O. Klnl DlteCt.Of' 

do lh TIHnll)' T'CChii1CIIl £¥0<ru\lYI AIIIIOUIIl\. 

o. ~~ nnu1n\. q,.,nuon" ~ewt.t n: A .. laloanL 

\l. t... 116-•h•, .r.-. ,\<llll\n.40 \ ra'<1v- Dlot \0\.LV't 

• 

I I I I I I l'!l!SObl!tL ..W.'CI orrtt ~ ~v ~ 1\.\Al\'t"U <VPPLY MAI!CII .r.ttr"'"'"'"'MI ~~~W<::" <Lttm•) WEI'! llit.UCII 'n~.tU JC t.; ~.\'fl~ MA»>C 

L. c. MBratLlls. Jt. tbJ.cr J • l!o MQc)('e thl or M· Lt. Wtrron. C!hlot J , A. IS&rrlt Chlof J, fl, LIU~ Chief c. lr. t.tfen Cl'lttf 

FISCAL BlANtli 

c. a. llvtmo Ch..Ld I I I - ~'~l' hl" ; n"Vl :>IOrf PlANS Ml\/401 OPW.TIO~S 8lWiQf (Ct.."lmlN) 

c. a. \llu't\dcr "'1e-f J , :1. Bo.rnctt C'hJ.e( t.. t . Cr<NGtr Cb!.t 

~SI'RlC'l'tOI BIWi'OI 

\1, C. RWlt CMer 

Sl:!CI"S ~Of 

r. J, ...,.u. "''"' ~II'I<Dfl' OPDllo'fiOH lliWICH 

'" A· Cal.lm~Gtt auct' 

I I I I I I >Mllll ucro< >rVT<~on SOf!.S DffiS[IW COt'''"""' R·<F~CII DrY I CLI lfMII RESEAI1CH CUITD! l\£1'!101lt1Cli0H B!WIQI fi~"l'Rl.l)(il'rLA'l'!<IK .BR.MOI 

e. ?-. Fart&.on, Jr. Cba.f' \.1, J, nu-nlNU Clltd H. 1(. COOk Ch1C1' Jt!:, S. ~t\.eUOll ewer J . " · HC'Caltlll. CIUef t. H. WOOdl'l&n Chid 

R MRS & HAJlii($S IIRAlfCII YlE<.tBll PAWomf'! 88.AIICH ~ "'"'""""" ... ""' c. a. P'envtc.k Chlef w. IC. Boyd cw.r t.!I.Y.e.~d,y ruer •c. o. P.t..~te-reon. Chht 

R!Dl!Oil'tlW<!CS liWIOl 'E)(!IA~ 4. 1'0C.lt07ION VI SI'E<UL trM31'1GA7 IONS 1!11 llEPOa1'S BIW<CH 

f, ft, ,8rO'ola Chtet s. J. Jolnaoa ChJd a . .Utber tht.et .Katna.rlM H. Jo~ Cb1ct . DIIJi.l shigMCnL 

KISSISSil'PI BI.Sl/1 HODEL llA GI::OtOOY BIWk:H L!li!Wfi 

CL.IIrl'O<I 

f. c. Dev o!')', Jr. ctu ~tf ft. J, ~. Chief A. c . Sl'Atl~ o Chltt' 

1 July 1948 
. 

--' 

N 

VA'lmJ'IlA.'lS !XPm1MElm ST.A.HON 

EXllC\1ITVEO!'FICE 

1!1' COL I. D. ~.i.ng Dir~~t.O.r 

•J. a rtrr~-., S)eehl Auht.Mt 

W. L. tl.du:, Jr. Ohler AdmJnht.ro.t1ve A•.sht.ut. 

I I I PERSO!alEL B.'W!Clf FI~L iiRM'QI OF.ICB SiltV!CE mANCEI I 

(_t... c . Ml.rsal.u, u. Cb.l~~_j I c. o. Ev&o:J Cbur I IJ. ll. K«1n: c:btt!tl I H. L. 

I I HYDAAUL!CS DMSION SOILS DIVISIOII COliClf1re RBSE.IRCH OIVlSION 

&. 1'. f'or~or~, Jr • Chit! v. J, TUrnbull. Ch:ie:t H. K. Cook Chief •J. 

llrnl!S AJtt> lURllORS JIWIQ! l!LEXOL.~ PAV'DUlll' BIWfCEI PHYSICAL TESt BIWIC!l 

(;._ a. Peoviclr: Cb1t.f lt. 1\. Boyd Cbte.f T . B. Kenocd.Y cn.ter 

l:r!ilHOtrniAM!CS ffWfCK DmJJOO«El'l' & F"'l..MM:A'NOl BRANCH SPttiA!. UiV!:Sl'IGAt'lON aRIJlCH 

t. R. 8ro1111 Ch!tf S. -a. JOba.son Chte:r a. MAtber Cbiet 

MISSISSD'PI B.lSUf J«>m;l,. Bit 

(JAOCSO•) OOOLOOr l!IW<Cll 

l!.G.~tJ:-. chh·r 1, R. Sc:b'llltz. Chid' 

1 December 1949 

I I SllPPLY Sft.UCM I I AJOU:IIl)ll'!!A'1IVE 3RA!IQi ( J AOKSO!f) I 

Wtu"'l"CD ChJdl I J, Ao a.;rd o Ch1d'l 

I I TtX:HiflCAL SERYlCR DIVISION CONmlUCI'IOK SI!\VICES DMSIO!l 

B. 'l'U'fa..ny ch!.ef G. if. Vioz.a.nt Cbiet 

1\!SEMCH C.Eril'lll: CO!I"Sl'RUCTIO)( & MA.Dfl'E!'W4C£ 

Bi\lliC! c. a. fat.tersoa Chu.t 

c. R. \.'11.ndiot Chief 

11\S'l'lUMElll'J.'l'ION BRASCI:I PWfr BRANCll 

t. a. vood.m.n Chief J. M. Bu~t:t.t. Clihf 

REPfiODUC'l'lOU SRANQl COlS'l1WCI'IOh & MI..IN"!ENA!'tct 

BlW9C8 (JAO:SOX) 

J. ,.,, Meea.skill Chief L. E.. Crollder CMer 

'I'ftA.I!Il.OO & llO'OKKAI'IOtc lSKA.Ht:ll 

c. H. tereve Cbte!' 
WA'MNAl8 t:XJ'UU.Nr.lfl' ;.:t'Al'l at 

- t~l:lCVT \1\: OFFICI$. 

L1 COL n. D. K..hll Dlreohr 

llh.T o. 1 •• c. :lct'(.l sum•"'"" orno•r 

'·'· u. Ti rr,ny SplrOl•l A~tvl•\nt.\, 

"· tt. ,_Qh•, Jr. l'bh•l A\l~t~ll\lltl'tat.IY9 /luhll•M 

~ 

I I I I J 

I ""'= lfW«Jl 

Chlor i I c. o. 

PISCN. lliiii•Ol II· O!l'IC£ SJ>IY!CB IIMMC>l I I 6UPPt.Y DRAHC!I I I Al.1UIIJ&l'IATlvt PJWIOI (JACXBOH) I I t,. c. *"•4-ltt., .Jr. k .. C:hl.,f J, Jl, ~re ct\Jot I I H. t,, Vc:wnn Cblet _j l'· A. Kant• ChJcof I 

I I I I trrmtAVJ.lC~ \)fVI!\IOH SOILS &fVlSlO:H CONcu:r& AESF.ARCH OM SIOH ftat:H'ICAL sm.vtcr. otvrstOJ CONstRIJC.'tlOH SEHVlCfl; OIVlSIOlt 

£. P. forhon, Jr. Cht•f W. J, 'l\irn1na.U Clllor H. J., Cook Ohht •J. 1. 'Htfony aaer o. "· nnunt.. CMef 

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1 July 1950 
WATD<I/AyS O<P!ll-ll' stA'!'IOH 

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('. Q, BvOM ACialJ'dt>tra\.ht Or::t'ic::u 

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ADI(li\JSti<ATIVE STJJF 

I I I I 

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MISSISSIPPI SAStlt ..,DEL 8IWlCH C£0troY BAAHOI RBmODUC'l'lOK & R!POR'l'S 8RA.~at 

(JAC1150f) 

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15 Jan uary 1951 
IIATO&A\'8 fXPCIU.MDrr S'fATION 

I llXIlt\fi'MOI'JIC' I W•'ff l"WOCH DOAADB & CI:MU't'lfli.ll 

COL II . J. Sllldaort Dlrtc.LOt 

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IHt8TRAT1Yt Ar~ 

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T'SCUtltCALo 8 1'o\F' P 

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llAANOl (JACKSON} 

H· C. l'tC'GU (;l'l.ler 

1 July 1951 
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AOV!901ft WA'ml\IArS I:XP!lUMt'H• S'I'.UIOII STAfF 

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Jane C. Cot ton ~c.!eu lvc- Sceretat,y 

AlllillfiSl.'RA'I'lVE STAFF 

I l I I I 

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TECHNICAL SW'F 

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MISSISSIPPI BAlliN MODEL 8RA!ICI! 

(JACKSON ) 

B. Q, cC.e~ Chier 

1 July 1952 
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1 February 1953 
I 

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Jon• C. Cot.l;on Executive Sttl"eta..ry 

AI»t:lii.S'l1lA'r'TVE S'TI.FF CawrRO~ S'I'AFT 

I I I I I 

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R\'Dfloorrwucs BRAICH IMBA1tO®If & JWNDA1'ION BRAllCH SPECDL UVESl'lCA'l'lOHS SBAI'tOI stR~~'I'tON BRASCH &lc rNll:F nc !.EIANCH 

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SRANCH 

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1 July 1953 

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1 January 1954 

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C. H. L•f••• CJ\M 

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1 January 1955 
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MEH.~YS EXPERINENT STATIO~ 

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~ COlONEL. CE 

COMMR•DER l OJ RECTOR I APRil 1979 

1 April 1979 
APPENDIX II 

WES TECHNICAL SUPPORT AND 

ADMINISTRATIVE SUPPORT 

ORGANIZATIONS 

11-1 

WES SAFETY PROGRAM 

The WES Safety Program is very broad and flexible in order to meet the needs of the 

Station's diverse mission. Because of the many changing activities of the WES, a wide 

variety of hazards are encountered, including explosive testing, mobility equipment testing, 

tests using nuclear equipment and other radiation-producing devices, construction and shop 

operations, motor vehicle operations, etc. To combat these hazards, safety is made an 

integral part of each operation. The effectiveness of the Safety Program is evidenced by 

the fact that WES received Awards of Merit for Safety from the Chief of Engineers for 

five consecutive years. 

11-3 
Protective masks prevent inhalation of noxious vapors 

Fire extinguisher demonstration 

11-4 
ENGINEERING AND CONSTRUCTION SERVICES DIVISION 

The Engineering and Construction Services Division provides engineering, construction, 

model building, maintenance, and operations support to WES. This work is accomplished 

by both in-house labor and by contract. For administering its support services, the Division 

has a professional staff of engineers and technicians and a shop facility highly specialized 

for fabrication and construction of models and complex equipment for laboratory and 

field projects. 

Engineering and Construction Services Division electricians check the insulation value of 

wiring in the power substation for WES' new Advanced Scientific Computer 

11-5 
Construction of the automated Water Resources Demonstration Model in the E&CSD shops 

11-6 
Pipe fitter working on the Pumping Station Research Facility 

E&CSD support in bomb crater repair tests 

11-7 
Construction of McAlpine Locks & Dam Model, Ohio River. Skilled model makers use metal templates 

cut to the proper scaled elevation to duplicate nature. Concrete is placed between the templates and 

molded to their contours to form the model surface 

11 -8 
INSTRUMENTATION SERVICES DIVISION 

Instrumentation capabilities are provided for all WES research activities th rough the 

Instrumentation Services Division. Combined efforts of the engineers, scientists, and 

technicians of the Division provide a wide range of skills and experience, and provide 

the capacity for conception, design, construction, calibration, installation, o peration, and 

maintenance of a variety of instruments and instrumentation systems. Central facilities 

for specification and requisition of instrumentation hardware and for analog to digital 

conversion of recorded data in preparation for data processing in the WES computer facility 

are provided, as well as consultant services for the various WES laboratories and other 

Government agencies. 

Electronics engineer at the control panel of a model pumping station research facility 

11-9 
Instrumentation testing of dowel joint performance in airport pavements 

Instrumentation technician instalfing strain gages on reinforcing bars for use in a Federal Highway 

Administration roadway pile test in California 

11-10 
Instrumentation technician operating equipment 

used to control wove height, period, and phose of 

IM1Ves produced by a 14-section water wove 

generator 

11-11 

Instrumentation technician operating vibration 

test equipment used in determining structure 

mechanical impedance 
Data reduction equipment which Is used for converting analog data so that it may be analyzed for use 

in the ADP Center and processed for reports, etc. 

11-12 
AUTOMATIC DATA PROCESSING CENTER 

The Automatic Data Processing Center provides computer-related support and services to 

the WES laboratories, the Corps of Engineers, and other Federal agencies. Four types 

of data processing services are provided: business, scientific and engineering, research and 

development, and process control. Each category of data processing activity requires a 

different capability and level of support. 

The W£5 ADP Center leads the Corps in interactive graphics development and application. Using 

the Tektronix 4012 and 4014 graphic display terminals, the engineer/analyst con enter design 

parameters, feature descriptions, stresses, and other variables and see a three-dimensional image of 

the structure under evaluation 

11-13 
-- - . ~·--~--·----~-~· 

~~~~ffi::~~ ' . ~;~,,~~i~~,~ ~-

Nationwide multiplexed data communications equipment 

The ADP Center provides WES and the Corps with a toto/ computer service capability for almost any 

computer application. A nationwide multiplexed data communications network called WESNET provides 

remote access to the WES computers. WESNET is linked to sites throughout the country and provides 

dependable and efficient access for time-sharing and remote batch operations 

11-14 
Botch terminal to remote R and D computer systems 

•• 0 ••• ::.: ;.: l 

::::::::::: ..... 

WESNET data communications analysis center 

11-15 
TECHNICAL INFORMATION CENTER 

The Technical Information Center serves as the central source of techni cal information 

for WES and the entire Corps of Engineers in selected engineering and scientific fields. 

It provides comprehensive and selective bibliographies, abstracts, literature searches, and 

loan se rvices. It also fu rnishes central coordination and chief support for t he four 

Department of Defense Technical Information Analysis Centers located at WES : the 

Concrete Tech nology, Hyd rauli c Engineering, Pavements and Soil Trafficability, and Soil 

Mechan ics Analysis Centers. 

......: 

II II 

Interior of WES library 

11-16 
I 

Defense Documentation Center on-line terminal 

TIC uses slowscan telev#ion in a pilot program with 7 4 other libraries and technical 

information centers developed to speed up technology transfer 

11-17 
PUBLICATIONS AND GRAPHIC ARTS DIVISION 

The Publications and Graphic Arts Division supports the WES mission with a wide range 

of services, including editing, visual information layout design, copy preparation, 

proofreading, engineering graphics, illustrating, still and motion picture photography, and 

printing. 

' L LL 

) 

11-18 

11-20 
APPENDIX Ill 

WES AWARD WINNERS 

11 1-1 

DEPARTMENT OF DEFENSE 

DISTINGUISHED CIVILIAN SERVICE AWARD 

Katharine Mather 1963 W. J. Turnbull 

Frederick R. Brown 1979 

DEPARTMENT OF ARMY AWARDS 

EXCEPTIONAL CIVILIAN SERVICE 

W. J. Turnbull 1946, 1964 Katharine Mather 

Bryant Mather 1969 Frederick R. Brown 

MER ITORIOUS CIVILIAN SERVICE 

Frederick R. Brown 1947, 1969 Robert Y. Hudson 

Thomas B. Kennedy 1965 Bryant Mather 

Kenneth L. Saucier 1965 William 0. Tynes 

George W. Vinzant 1965 William L. Bache, Jr. 

George B. Fenwick 1966 Rose C. Harrell 

Aubrey W. Stephens, Jr. 1966 (For bravery) Frank B. Campbell 

Leo F. Ingram 1969 Katharine H. Jones 

Guy L. Arbuthnot, Jr. 1970 Count G. Evans 

Eugene P. Fortson 1970 Francis P. Hanes 

John J. Kirschenbaum, Jr. 1970 Luther C. Marsalis 

Woodland G. Shockley 1970 Dr. Dean R. Freitag 

James P. Sale 1971 Cecil D. Burns 

Dr. Chandrakant S. Desai 1973 Warren E. Grabau 

Alfred H. Joseph 1973 Dr. Garbis H. Keulegan 

Henry B. Simmons 1973 Marden B. Boyd 

Dr. John W. Keeley 1974 Dr. Roger T. Saucier 

William J. Flathau 1975 Edward J. Leahy 

Nels J. Nyman 1975 Adam A. Rula 

Jane C. Cotton 1978 Dr. N. Radhakrishnan 

Dr. John Harrison 1979 

PATR IOTIC CIVILIAN SERVICE 

William D. Rutland 1977 William 0 . Miller 

111-3 

1965 

1962 

1973 

1947 

1965 

1965 

1966 

1966 

1967 

1969 

1970 

1970 

1970 

1971 

1973 

1973 

1973 

1974 

1974 

1975 

1977 

1978 

1979 
Year 

1968 

1968 

1969 

1969 

1969 

1970 

1970 

1970 

1971 

1973 

1973 

1973 

1973 

1975 

Name 

J. T. Ballard 

R. G. Ahlvin 

D. N. Brown 

H. H. Ulery, Jr. 

D. M. Ladd 

Dr. G. H. Keulegan 

Dr. M. J. Hvorslev 

J . G. J ackson, Jr. 

W. J . Flathau 

J. N. Strange 

W. E. Grabau 

Thomas E. Kennedy 

Ellis L. Krinitzsky 

Adam A. Rula 

Clifford J. Nuttall, Jr. 

Jimmy P. Balsara 

W. J. Flathau 

H. L. Green 

ARMY R&D AWARD 

Achievement 

Leadership in developing data for the design and construction 

techniques for a reinforced concrete protective arch structure 

in support of high-prioritY Southeast Asia requirements for 

protective military shelter systems. 

Development of new technology in aircraft-flotation criteria 

which improved the Army's technical capabilities for efficient 

design of aircraft landing gears and airfields. 

Studies of tsunamis-giant waves that often cause a great deal 

of damage, as in the case of the 1964 Alaskan earthquake. 

Significant contribution to the literature of soil mechanics in 

his report on "The Basic Sinkage Equations and Beari ng 

Capacity Theories." 

Fundamental research and unique contributions to the field 

of soil mechanics resulting in quantitative values to improve 

the design of missile and hardened facilities against the blast 

effects of nuclear weapons. 

Investigations of qualities of protective structures. 

Directing the development of an analytical solution to the 

partitioning of energy from a point explosion at a water 

surface. 

Development of radically new ideas and concepts for solutions 

of many diverse problems involving interrelations between 

military activities on items of military equipment and the 

environment in which they operate. 

Technical achievement in the conception design, construction, 

and testing of two structural models that simulated the 

perimeter acquisition radar building of the SAFEGUARD 

Antiballistic Missile System. 

Development of highly valuable investigative techniques 

concerned with the internal structure of clays and clay shales. 

Development and application of analytical model for predicting 

off-road performance of military vehicles. 

Verifying modeling relationships for buried structures subjected 

to dynamic overpressure and applying techniques in assessing 

response of structures associated with strategic missile system. 

Expertise in explosive effects and structural response and 

assistance to Supreme HeadquarterS' Allied Powers Europe in 

design of hardened underground structures. 

Research contributions resulting in the development of two 

lightweight airplane landing mat systems for use as expedient 

surfacing on military fields. 

11 1-4 
1976 

1977 

1978 

W. J. Turnbull 

M. J. Hvorslev 

Bryant Mather 

Bryant Mather 

Name 

H. R. Austin 

Dr. W. R. Barker 

W. N. Brabston 

Dr. Y. T. Chou 

G. G. Harvey 

Jerry R. Lundien 

Daniel H. Cress 

Bob 0 . Benn 

Donald T. Resio 

C. L. Vincent 

Achievement 

Research resulting in the development of an improved 

theoretically based flexible pavement design procedure for 

military roads, and civil and military airfields. 

Research activities leading to a system evaluation tool for 

defining advantages and limitations of discriminating logic 

designs used to activate mine warheads and intrusion-detection 

systems. 

Research in wind climate data for coastal engineering 

applications. 

AMERICAN SOCIETY OF CIVIL ENGINEERS 

HONORARY MEMBERSHIP 

1969 G. H. Keulegan 

KAR L TERZAGH I AWARD 

1965 W. J. Turnbull 

RESEARCH PRI ZE 

M. J. Hvorslev 1957 

AMERICAN SOCIETY FOR TESTING AND MATERIALS 

SAN FORD E. THOMPSON AWARD 

1953, 1959 Katharine Mather 

Leonard Pepper 1961 

AWARD OF MERIT 

1959 T. B. Kennedy 

AMERICAN CONCRETE INSTITUTE 

WASON MEDAL FOR RESEARCH 

1969 

1969 

1961 

1969 

Charles E. Wuerpel 

Katharine Mather 

1946 

1954 

T. B. Kennedy 

Alan D. Buck 

1954 

1968 

SOCIETY OF AMERICAN MILITARY ENGINEERS 

GEORGE W. GOETH ALS MEDAL 

Robert Y. Hudson 1972 

111 -5 
SOCIETY OF AMERICAN MILITARY ENGINEERS 

WHEELER MEDAL 

W. J. Flathau 1977 

PRESIDENT'S MANAGEMENT IMPROVEMENT AWARD 

John J. Franco 1976 

U. S. DEPARTMENT OF COMMERCE 

EXCEPTIONAL SERVICE AWARD FOR OUTSTANDING SERVICE 

{GOLD MEDAL AWARD) 

G. H. Keulegan 1960 

INTERNATIONAL SOCIETY FOR TERRAIN-VEHICLE SYSTEMS 

ST. CHRISTOPHER AWARD 

C. J. Nuttall 1975 

111-6 
APPENDIX IV 

GALLERY OF DISTINGUISHED 

CIVILIAN EMPLOYEES 

IV-1 

Charles R. Warndof 

Assistant Chief, Construction Services Division 

1932-1957 

Frank J. Musil 

Chief, Shops Branch, Construction Services Division 

1930-1960 

George B. Fenwick 

Assistant Chief, Hydraulics Division 

1933-1965 

George W. Vinzant 

Chief, Construction Services Division 

1943-1965 

IV-3 
Thomas B. Kennedy 

Chief, Concrete Division 

1946-1965 

William L. Bache, Jr. 

Executive Assistant 

1946-1966 

Frank B. Campbell 

Chief, Hydraulic Analysis Branch 

1951- 1967 

Willard J. Turnbull 

Chief, Soils Division 

1941- 1969 

IV-4 
Joseph B. Tiffany, Jr. 

Technical Director 

1933-1969 

Audley A. Maxwell 

Assistant Chief, Soils Division 

1936 ·1969 

Eugene P. Fortson, Jr. 

Chief, Hydraulics Division 

1932-1970 

Luther C. Marsalis, Jr. 

Personnel Officer 

1946-1972 

IV·5 
Katharine H. Jones 

Chief, Reproduction and Reports Division 

1940-1972 

Guy L. Arbuthnot, Jr. 

Chief, Weapons Effects Laboratory 

1937-1972 

Robert Y. Hudson 

Chief, Wave Dynamics Division 

1937-1972 

John J. Franco 

Chief, Waterways Division 

1933-1973 

IV-6 

.. ' I .... 
Thomas E. Murphy 

Chief, Structures Div~ion 

1935-1973 

Charles R. Kolb 

Chief, Engineering Geology and Rock Mechanics Division 

1949-1973 

John J. Kirschenbaum, Jr. 

Chief, Procurement and Supply Office 

1935-1973 

Dr. Mikael J. Hvorslev 

Consultant to Chief, Soils and Pavements Laboratory 

1947-1976 

IV-7 
APPENDIX V 

LISTING OF WES EMPLOYEES 

MARCH 1979 

V-1 

Abbey, Robert V. Austin, Harry R. Bhramayana, Potong 

Abel, Charles E. Auxier, Everett L. Bibbs, Calleen B. 

Abel, Dorothy L. Aziz, Wali A. Biggs, Danny P. 

Ables, Jackson H., Jr. Bach, Donald P. Bingaman, June T. 

Ables, Joseph C. Baladi, George Y. Bingham, Charles R. 

Ables, Lucille C. Ball, James W. Birchett, Phyllis A. 

Ables, Timothy D. Ballard, James T. Bishop, Bruce N. 

Abraham, Sam N. Ballard, Robert F., Jr. Bishop, Jean M. 

Acuff, Hugh F. Balsara, Jimmy P. Black, DannyM . 

Adamec, Stephen A .. Jr. Balzli, Margaret C. Black, Larry L. 

Addor, Eugene E. Banchetti, Allen J. Blackmore, Leon W. 

Ahlvin, Richard B. Banks, Don C. Blackwell , Robert L. 

Ahlvin, Richard G. Barber, Victor C. Bland, Manuel, Jr. 

Ahlvin, Sue S. Barefoot, Dale L. Boa , John A,, Jr. 

Ainsworth, Donnie L. Barkau, Linda S. Bodron, Eloise H. 

Albert, Myrtle E. Barker, Patricia H. Boland, Robert A., Jr. 

Albritton, Gayle E. Barker, Walter R. Bolden, Daniel C., Jr. 

Aldridge, Margaret Y. Barko, John W. Bolden, Doris W. 

Alexander, Alton M. Barnes, Dan, Jr. Bolden, Melvin L. 

Alford, Samuel J. Barnes, Donald E. Bombich, Anthony A. 

Alford, Theda P. Barnes, James M. Bond, Carolyn L. 

AI-Hussaini, Mosaid M. Barnes, Kathleen B. Bonelli, Jeannie B. 

Allen, Hollis H. Barnes, Larry A. Bonner, George P. 

Allen, James V. Barnett, Oliver E., Jr. Booth, Dorothy P. 

Allen, Janice D. Barnette, Robert D. Booth, Vicki B. 

Allen, Nancy C. Bastian, David F. Booth, William E. 

Allen, Roy E. Bates, Derrick J. Bopp, Frederick, Ill 

Alvarado, Robert J. Battalora, Michael S. J. Battin, Robert R .. Jr. 

Amos, Joe W. Batts, Robert L. Bowes, Marilyn M. 

Amundson, James A. Baylot, Erwin A., Sr. Bowles, R. Edward, Jr. 

Anderson , Adolph J. Baylot, James T. Boyd, Jesse A., Jr. 

Anderson, Charles L. Beach, Raymond F. Boyd, Marden B. 

Anderson, Grady Beall, Loriece M. Boyd, Marian L. 

Anderson, Robert F. Bean, Dennis L. Boyd, Teresa J. 

Anderson-Smith, Opal P. Beane, WilliamS. R., IV Boyt, William L. 

Anderton, Thomas A. Beard, Benjamin E. Brabston, William N. 

Andrews, Donnie E. Beard, Jerry W. Bradley, Alfreda M. 

Anglin, Ronald K. Beard. Lisa A. Brady, Lewis G. 

Anglin, Sharon B. Beard, Robert A. Bragg, Dorothy C. 

Ankeny, Ralph E. Beasley, John W. Brannon, James M. 

Antoine, Charles A. Beasley, Marion D. Braxton, Anthony M. 

Antoine, Jean H. Beasley, Nora G. Breithaupt, August J. 

Aranas, Alfredo G. Beasley, William F. Brewer, Maria B. 

Arbuthnot, Guy L., Jr. Beasley, William J. Bride, Lonell 

Armstrong, Byron J., Jr. Bell, Seymore Brister, Douglas B. 

Arnold, Helen D. Benn, Bob C. Britt, J ames R. 

Artman, Jeffrey A. Bennett, Robert D. Broadway, Corlis P. 

Ashby, Steven L. Benson, Billy W. Brock, Roger D. 

Ashe, Martha A. Benson, Howard A. Brocket, Gayle A. 

Ashley, John S. Berger, Rutherford C. Jr. Brodie, Wade M. 

Athou, Robert F., Jr. Bernard, RobertS. Brogan, James T. 

V-3 
Brogdon, Jim Calhoun, Jane P. Conrad, David C. 

Brogdon, Noble J., Jr. Campbell, Roy L. Conrad, Jones A., Jr. 

Brooks, Rebecca M. Carleton, 

Hendrik D. Conway, John A. 

Broome, Lamar G. Carlin, Monica 

M. Cook, Amos 

J. 

Broughton, Jerald 

D. Carlisle, Jeannette T. Cooksey, David L. 

Brown, A. B. Carlson, Melvin M. Cooper, Mary 

M. 

Brown, Ben, Jr. Carnes, Benny L. Cooper, Myra 

L. 

Brown, Ben, Jr. Carpenter, James Cooper, Stafford S. 

Brown, Billy R. Carr, Gordon L. Corson, William 

D. 

Brown, Bobby J. Carr, James 

W. Cost, Van 

T. 

Brown, Burrell N. Carre, Ga

ry L. Cothran, Barbara R. 

Brown, Donald R. Carroll, Joe 

H. Cotton, Edward F. 

Brown, Elton 

R. Carson, James W. Cotton, Jane C. 

Brown, Frederick R. Carter, Betty M. Countryman, 

Harry 

Brown, Harry G. Cartwright, John T. Cox, Cary B. 

Brown, Herman R., Sr. Carver, Robert 

D. Cox, Maxine C. 

Brown, Jane N. Case, Edward A. Craig, 

Jean A. 

Brown, Janice M. Castellane, Raymond M., Il l Crawford, Burnell 

T. 

Brown, Jerry W. Causey, Etta M. Creighton, Daniel C. 

Brown, Kelvin E. Caviness, Larry G. Cress, Daniel 

H. Brown, Lawrence Cessna, Emma M. Crist, George R. 

Brown, Lincoln L. Cessna, Jame.s Crosthwait, Sharon 

F. Brown, Louis J. Chambers, Dave W. Crotty, Patrick E., Jr. 

Brown, Ruby J. Chambers, Emmit Crouse, David A. 

Brown, Sam Chang, Frank K. Crowson, Roger 

D. Bryant, Robert, Jr. Channell, Claudette L. Crum, Patrick C. 

Bryant, Vicky A. Chatham, Claude E., Jr. Crunk, Anthony 

W. Buchanan, Michael V. Cheek, James B., Jr. Crutchfield, James P. Buck, Alan D. Chekiri, Hamza Cuevas, Lehman J., Ill 

Buford, Curtis A. Chiplin, Viola B. Culbertson, Jackie L. 

Buglewicz, Eugene G. Chou, Yu T. Cullinane, Murdock J., Jr. 

Bunch, Johnny F. Clairain, Ell

is J., Jr. Cummins, Caroline P 

Bunch, Velma C. Clark, Alfrieda S. Cummins, Kenneth 

W. Burke, Patricia A. Clark, Flynn A. Cummins, Reid S., Jr. 

Burkes, Jerry P. Cobb, Stephen P. Cunny, Robert W. 

Burks, Sterling I. Coffee, Leonard Curran, Karen K. 

Burns, Edna L. Coffie, Thomas, Jr. Curren, Charles 

R. Burns, James, Jr. Coffing, Levi R., Jr. Currie, Clarence D. Burns, Robert F. Cohen,Joanne L. Curro, Joseph R., Jr, Burton, Glenn A., Jr. Cole, Richard A. Curry, Fred, Jr. Burton, Patricia J. Cole, Robert A. Curtis, Ethel P., Jr. 

Bush, Albert J., Ill Coleman, Carolyn 

E. Curtis, John 

0 . Bush, Gary C. Coleman, Clara J. Daggett, Larry L. 

Butler, Dwain K. Coleman, Marion 

T. Dahl, Betty 

M. Butler, Henry L. Colenburg, Leo Dahl, Jerry J. Butler, John B. Collins, John G. Dahl, Morris W. 

Butler, Mayme N. Collins, Jon D. Danczyk, James 

Cahill, Sherry A. Collins, Percy L. Daniel, George Calais, Charle:. C. Collins, Robert P. Daniel, James M. Caldwell, Matthew E. Coltharp, David R. Daniels, Donnie S. 

Calhoun, Charles C., 

Jr. Connor, Angela L. Dardeau, Elba A., Jr. 

V-4 
Davidson, Alvis B. Durr, Frank J. Forbes, Joseph A. 

Davidson, Doyce D. Eagles, Paul S. Ford, Alfred W. 

Davidson, Robert E. Easley, Gerald T. Ford, Anna P. 

Davis, Georgiann S. East, Thomas C. Ford, Dennis E. 

Davis, Johnny Edris, Earl V., Jr. Ford, Loyd G., Sr. 

Davis, Kenny C. Edwards, Barbara J. Ford, Max B. 

Davis, Landon K. Ehrgott, John Q. Ford, Melanie L. 

Davis, Lemoyne Eicher, Donald E., Jr. Ford, W. Bryan, Ill 

Davis, M. L. Eley, Rex L. Ford, William B., Jr. 

Davis, Phyllis C. Ellerbe, Charles 

R. Fortenberry, Albert I. 

Davis, Travis W. Elliott, James F., Jr. Foster, Anna M. 

Davis, Wi lliam A. Ellis, Mose Foster, Carol J. 

Dawsey, Joseph V., Jr. Ellis, Thomas L. Foster, Eddie B. 

Day, Jerry D. Ellison, Dave 

A. Foster, James E. 

Decell, Joseph L. Ellison, Dellar M. Foster, Michael B. 

Dennis, Mary S. Elsea, Carol 

R. Fowler, Edward M. 

Denson, Birtnell, Sr. Elsea, Darrell 

R. Fowler, Jack 

Denson, Robert H. Emerson, Ray H. Francingues, Norman R., Jr. 

Dent, Curtis L. Enete, Walter L. Franco, Raphael A., Jr. 

Dent, Henry B., Jr. Engdahl, Thomas L. Franco, Sheila 

E. 

Derrick, David L. Engler, Robert M. Franklin, Arley G. 

Destefano, George T. Epps, Sterling L. Freeman, Marando 

Devay, Leslie Erves, Carl R. Friar, Kathryn B. 

Diaz, Robert J. Eskridge, James B. Friar, Lonnie L. 

Diggs, Mildred N. Ethridge, 

J ames D., Jr. Friesz, Richard R. 

Dildine, Jack H. Evans, Count G. Frost, Edward A. 

Dillon, Cecil C. Evans, Gregory M. Fry, Zelma B., Jr. 

Dixon, Fred, Jr. Evans, Martha N. Fuller, Ouida F. 

Doiron, Phillip L. Evans, Robert A., Jr. Gaines, Charlie, Jr. 

Donaghe. Robert 

T. Fadum, Ralph 

E. Galbreath, Donald M. 

Donnell, Barbara P. Fagerburg, 

Timothy L. Gallaher, Walter B. 

Dorman, Charles W. Fairley, Deborah 

F. Gann, Albert R. 

Dornbusch, William K., Jr. Fam, Amin S. Garcia, Andrew 

W. 

Dorsey, Frank W. Farrar, Paul D. Gargaro, BettY 

H. 

Dortch, Mark S. Farrell, Betsy H. Garner, Ellen 

H. 

Dotty. Danny R. Farrell, Warren J. Garner, Robert T., Jr. 

Douglas, Donald H. Farris, Marie D. Garner, Robert 

T., Ill 

Douglas, Evelyn T. Fenwick, William B. Garnett, John D. 

Dowdy. Pamela J. Ferguson, James L. Garrett, Elizabeth J. 

Dowe, Clover M. Ficken, Jennifer M. Garrett, Mary M. 

Downey, Dorothy G. Fisackerly, George M. Gaskin, George L. 

Downing, George C. Fisher, Louis C. Gaskin, Thomas 

Drake, Clyde E. Flanagan, Coy D., Jr. Gatz, Joe L. 

Drake, James L. Flathau, William J. Gay, Marsha C. 

Drayton, Clarence, Jr. Fleming, Laura S. Gay, Ruth M. 

Dubose, Willie G. Fletcher. Bobby 

P. Gay, Wallace M. 

Duke, Jonathan C., Jr. Flohr, Mark D. Gentil, Daniel C. Duke, Leiland M Flowers, Edward W. George, Deborah P. 

Dulaney, Charles Flowers, Lester 

R. George, John 

E. 

Dulaney, William H. Floyd, Betty J. George, John 

F. 

Dunlap, Esther M. Folsom, Bobby L., Jr. George, Michael 

E. 

V-5 
Gibson, Anthony C. Gunkel, Robert C., Jr. Haskins, 

Jerry W. 

Gibson, Everett C., Jr. Gunnison, Douglas Hasty, Gwendolyn D. 

Gilbert, Paul A. Guy, Selwyn W. Haulman, David R. 

Gill, Roy C. Guynes, Thomas L., Jr. Hayes

; Donald F. 

Gladen, Curtis L. Habeeb, Mary 

B. Head, Josephine C. 

Glass, Dale Habeeb, Touphie 

G. Headley, Hal S., II 

Gloria, Ofelia T. Hadala, Paul F. Hearn, Hubert W. 

Glover, James E. Haddock, Mary A. Heath, Clara M. 

Godwin, Edith M. Hale, Darryl F. Heath, Ronald E. 

Godwin, Lenford N. Hale, Gene P. Hebler, Martin T. 

Goings, Gracie B. Hale, Milburn R. Hebron, Carl L. 

Goodman, Debra R. Hales, 

Lyndeil Z. Hebron, Freddie L. 

Goss, Jean E. Hall, Billy Heggins, John M. 

Grace, John L., Jr. Hall, Floyd, Jr. Helmuth, Billy 

T. 

Grace, Peter J. Hall, George R. Helton, Mildred R. 

Graham, Eloise P. Hall, James E. Heltzel, Samuel B. 

Graham, Jerry A. Hall, Jim W .. Jr. Henderson, Dawn E. 

Graham, Rogers T. Hall, Robert Henderson, Jim E. 

Granat, Mitchell A. Hall, Robert L. Henderson, Luerillers W. 

Granger, Minnie C. Hall, Ross W .• Jr. Henderson, Raymond R., Jr. 

Grau, Richard H. Hall, Sharon A. Hendricks, John 

C. 

Grau, Robert W. Hall, Tina A. Hendrix, Harriet L. 

Grau, Sally H. Hall, W. C .• Jr. Henry, Onquah R. 

Graves, Eugene A., Jr. Hammack, Richard A. Herrington, Ann R. 

Gray, Louise S. Hammer, David P. Herrington, Charles R. 

Grays, Leo Hammitt, George M., II Herrmann, Frank A., Jr. 

Grayson, Wiley F. Hampton, Mary L. Hester, Kathy A. 

Green, Andrew J., Jr. Hanes, Francis P Hicks, W. J. 

Green, Ann 

S. Haney, Sammie E. Hicks, William K. 

Green, Charles E. Hanisee, Laura 

M. Higdon, Parker B., Jr. 

Green, Cornell 

Hanks, Sharon L. Higdon, Willie L. 

Green, Eddie Hanks, William L. Hilbun, James 

T., Sr. 

Green, Ernest A., Jr. Hansen, William J. Hilderbrand, Jack 

Green, Harvey H. Harden, Joyce R. Hill. Eudora E. 

Green, Hugh L. Hardin, Dwilette 

G. Hill, James C. 

Greenleaf, Rebecca W. Harlow, Ronald W. Hill, Jeffrey L. 

Greer, Homer C., Ill Harmon, Daniel J. Hill, Willie 

Greer, Martha G. Harmon, John L. Hines, Carolyn D. 

Griffin, Lillian C. Harper, William J., Jr. Hintson, Walter C. 

Griffin, Peggy J. Harr, Milton E. Hite, John E., Jr. 

Griffin, Preston Harried, Blackman 

R. Hixson, Mark D. 

Griffin, Shirley D. Harris, Annette F. Hodge, Sandy M. 

Griffing, Perrin J. Harris, Deborah A. Hoeppel, Ronald 

E. 

Griffith, Jerry L. Harris, John R. Hoff, George C. 

Grissom, Deborah D. Harris, Ramona A. Hogg, Elizabeth 

A. 

Grissom, Sarah L. Harris, Richard L. Holden, Leon 

Grogan, Sherry 

S. Harrison, Emmett R. Holliday, John A. 

Groves, Benton W. Harrison, John Holloway, Modell 

W. 

Guider, Mary E. Hart, Ellis D. Hollyfield, Noel 

W. 

Guiney, Edward E. Hartley, Colon E. Holman, Mary B. 

Gunkel, Robert C. Haskins, Debra S. Holmes, Betty L. 

V-6 
Holmes, Cha

rles R. Jefferson, James R., Jr. King, Donna C. 

Hopkins, Patricia B. Jefferson, Major J. Kirby, Conrad 

J., Jr. 

Horstmann, Harry L. Jeng, Yu-Shih Kirby, Donald 

J. 

Harz, Raymond C., Jr. 

J enkins, Joseph J. Kirkland, Mildred C. 

Hosemann, Robert C. J ennings, Larry J. Klar, William E. 

Hossley, J ames R. Joachim, Charles E. Klein, Elizabeth K. 

Houston, Billy J. Johnson, Billy H. Kleinman, Mary 0. Houston, James R. Johnson, Charles F., Jr. Klimas, Charles V. Hovious, Beatrice B. Johnson, Constance M. Koestler, Thelma .R. Howell, Laura C. Johnson, Edith A. Kol b, John F. 

Howell, Leah M. Johnson, Edward Kolmer, Joseph R. 

Hoxie, Dowl G. Johnson, Henry 

E. Krinitzsky, Ellis L. 

Huell, Edward L. Johnson, Lawrence D. Krivitzky, Barbara C. 

Huff, William L. Johnson, Lucile R. Krivitzky, Daniel G. 

Huffman, Robert T. Johnson, Marc C. Kuhn, Percy F., 

Jr. 

Huie, J erry S. Johnson, Pearl

ie M. Kuykendall, Patrick J. 

Hulin, Sturline Johnson, Steven R. Kyzar, Thomas H. 

Hullum, Mary V. Johnson, 

William H. Ladd, Donald M. 

Humes, Willie Johnson, Will

iam H. 

Lagarde, Victor E., Ill 

Hummert, Dora J. Johnston, Jean T. Lamb, Jacqueline S. 

Hummert, Edgar A. Jolly, Algie L., Jr. Lamb, Jerry B. 

Hunt, Lois J. Jones, Charles, Sr. Land, Wyman F. 

Hunt, Paula R. Jones, Clifton D. Landers, Elsie 

G. 

Hunt, Richard W. Jones, Fred 

R., Jr. Landers, Willard R. 

Husbands, Tony B. Jones, Grace E. Landes, Will

iam M. 

Hutchinson, Ronald L. Jones, Harvey L. Landin, Mary C. 

Hutto, Thomas D. Jones, Harvey W. Landrum, 

Hollis T., Jr. 

Huval, Carl J. Jones, James M ., II Lane, Edgar F. 

Hyde, George S. Jones, Jerry N. Lanehart, Francis A., Jr. 

Hynes-Griffin, Mary E. Jones, Judy 

I. Lansing, George E. 

Ingram, James K. Jones, Philip H. Larr, David B., Jr. 

Ingram, J ohn J. Jones, Raymond E. Larr, Elizabeth M. 

Ingram, Leo F. Jones, Walter Lavecchia, N.J., Jr. 

Ingram, Windell F. Jones, Wilson 

B., Jr. Lawyer. Ronald L. 

Ivy, George P. Jordan, W. C. Layton, Alice 

H. 

Jacks, Robert B. Jorden, Edward Leach, Jamie 

W. 

Jackson, Andrew E., Jr. Joseph, Alfred H. Leach, Roy E. 

Jackson, Beny T. Kackley, Martha A. Leake, Fredrick P., Jr. 

Jackson, David Keeley, John W. Lebron

- Rodriguez, C. 

Jackson, Earl L. Keith, Charlone Ledbetter, Richard H. 

Jackson, John G., Jr. Kelly, Andrea 

L. Le

e, Carol S. 

J ackson, Lucius Kelly, Catherine B. Lee, Charles A. Jackson, Melvin Kelly, James A. Lee, Eddie J., Sr. 

Jackson, Ralph D. Kennedy, James G. Lee, Jessie J. 

Jackson, RobertS. Kennedy, Katherine 

M. Lee, Johnnie 

E. 

Jackson, Sherman Kennedy, Laurens T., Ill 

Lee, R. T. 

Jackson, Sidney Kennedy, Robert H. Lee, Ray C., Jr. 

J ames, Otis N. Kent, Johnnie B. Lee, Tom W. 

Jamison, Mary P. Keown. Malcolm P. Lee, Tommie, Jr. 

Jansen, William R. Keulegan, Garbis 

H. Lee, Willard B. 

Jefferson, Earl L. Kiger, Sammy A. Leese, David L. 

V-7 
Leggett, Thomas A. Martin, Mary D. McKenzie, Gerald 

W. 

Leist, Mary F. Martin, Terry W. McKiemurry. Robert E. 

Leist, Sidney J. Martin, William A. Mclemore, Eva 

M. 

Lessem, Allan S. Marzette, 

David Mcleod, Pamela R. 

Letter, J oseph V., Jr. Mason, James 

B. McManus, Richard E. 

Lever, John A. Mason, Julies McMaster, Edmund E. Lever, Martha M. Masterson, Una M. McMillin, Carol L. 

Lewis, Cornelius, Sr. Mather, Bryant McMullen, Albert A. 

Lewis, Hardy, Jr. Mather, Katharine McNair, Ernest C., Jr. 

Lewis, Jack T. Mathew~, Dan D. McNamara, Albert L. 

Lick, Henry 0. Mathis, David 

B. McNamara, Patrick J., Jr. 

Lieux, Charles J. Matthews, Margaret 

S. McNeal, Linda S. 

Liggins, Edward L. Mattingly, Betty P. McPhearson, 

James A. 

Lindley, Oscar E. Maxey, John L. McVay, Mark K. 

Lindsey, Joseph H. May, Carl R. Meeks, James H. 

Link, Lewis E., Jr. May, Dorothy B. Meredith, Kathren R. 

Liu, Tony C. May, James H. Merritt, Dav

id H. 

Lloyd, Cheryl M. May, 

J ohn R. Meyer, Marvin 

P. 

Lloyd, Michael K. Mayfield, James, Jr. Miller, Charles A. 

Lockard, Susan Mayfield, Oscar, Jr. Miller, Irene W. 

Loftis, Bruce Maynard, Stephen 

T. Miller, Samuel P. 

Logue, Elma B. McAlpin, Dean W. Miller, Wendell 0. 

Logue, Hugh L., Jr. McAnally, William 

H., Jr. Miller, Wi ll iam G. 

Logue, Norma E. McAnear, Cl

ifford L. 

Minder, Frank 

Long, Katherine 

S. McAneny, Colin C. Mitchell, Emily G. 

Lott, Barbara A. McBee, Majel 

A. Mitchell, Gerald B. 

Love, Beverly A. McBee, Theresa G. Mitchell, Joseph C. 

Lowe, James A. G. McBee, Therrel W. Mitchell, Larry 

Lowe, James A .. Jr. McBroom, Mary P Mize, Larry I. 

Loy. Patricia C. McCaffrey, 

Patrick S., Jr. Mize, Marvin G. 

Loyd, Olen K. McCaffrey, Patrick S. Mlakar. Paul 

F. 

Lundien, Jerry R. McCarley, Robert W. Mobley, David 

N. 

Lunz, John D. McCaskill, 

J ames L. Mobley, Margaret 

S. 

Lutton, Richard J. McCiearen, Richard 

W. Monde, Michele C. 

Magee, Vessen, Jr. McCleave, Barry W. Money, Thomas J. , Jr. 

Maggio, David M. McCleese, William F. Montague, Charles 

A. Maggio, Joseph V. McCollum, Randy A. Montgomery, Raymond L. 

Magoun, Aubrey D. McComas. Dinah N. Moody, Vickie 

L. 

Mahloch, Jerome L. McCoy, James W. Moore, Billy G. 

Main, J ames E. McCurtis, Christine 

E. Moore, Eddie L. 

Malone, Philip G. McDonald, James E. Moore, Terry L. 

Manning, Sharon K. McDonald, Sharon 

M. Moore, Thomas K. 

Marcus, Joanne N. McEwen, Thomas V. Morgan, Glehda 

P. Marcuson, William F .. Ill McFarland, Victor A. Morris. Scott A. 

Markle, Dennis G. McGee, Henry E. Morris, Virginia H. 

Markussen, J erry V. McGee, Howard W., Jr. Morrow, Bobbie B. 

Marshall, Jerry N. McGough, Thomas 

W. Moses, James 

Martin, Brenda L. McGregor, 

J ohnny L. Mosher, Reed L. 

Martin, Daisy M. McGuffie, Billie 

R. Muffuletto, Marietta R. 

Martin, Deborah K. McGuffie, James V., Jr. Muirhead, Marvin R. 

Martin, John H., Jr. McKay, Norman 

V·8 
Mullen, Robert L. Palmer, Shelby R. Pittman, Catherine J. 

Multer, Roger H. Palmerton, John B. Poindexter, Marian E. 

Murphy, Catherine F. Palmertree, Billy G. Pokrefke, Thomas J., Jr. 

Murphy, Newell R., Jr. Park, Arden P. Ponder, Flossie B. 

Murphy, Thomas E., Jr. Park, William C. Poore, Aubrey B. 

Murphy, William L. Parker, Billy C. Porter, Willie L. 

Murray, David B. Parker, Colleen A. Potter, Michael E. 

Murray, Dottie B. Parker. Harrell E. Potts, Margaret M. 

Murrell, Donald W. Parker, Linda S. Pownall, Pamela F. 

Myers, Corinne B. Parks, Herman P. Prentiss, Albert 

Myers, David H. Parman, Joseph W. Preston, Karen M. 

Myers, Tommy E. Parrette, John E. Price, Colbert D. 

Naron, Lewis B. Parris, Stephen D. Price, Edgar R. 

Nassour, John A. Parsons, Eloise W. Price, Henry D. 

Naylor, Gloria J. Partridge, Janice S. Price, Sherman B. 

Naylor, Howard L. Patin, Thomas R. Price, William A., Ill 

Neal, Bennie R. Patrick, David M. Prosser, Agnes H. 

Neal, Columbus Patrick, Douglas A. Puckett, Grover D. 

Neilson, Frank M. Patrick, Robert W. Pugh, Carolyn B. 

Nelson, Rickey E. Pavlov, Barbara A. Ouasebarth, Thomas F. 

Nelson, Riley W. Payne, Bertha J . Radhakrishnan, N. 

Nelson, Sandra L. Pearson, Catherine F. Ragan, Steven A. 

Neumann, Donald L. Peatross, James T., Jr. Ragsdale, Danielle S. 

Newling, Charles J . Peck, Rose Mary T. Ragscjale, Halley J. 

Newton, Loretta 0 . Peddicord, Richard K. Ragsdale, Sidney B. 

Nichols, James E. Peeples, Audrey L. Randall, Charlie A., Jr. 

Nicholson, Darlinda P. Pender, Barbara P. Randolph, Donald D. 

Nicholson, Glenn A. Pendergrass, Margaret S. Raner, Betty M. 

Nickles, Charles R. Pennington, Carlos H. Raney, Donald C. 

Niederhauser, David E. Pennington, Judith C. Rankins, Eddie 

Norman, Charles D. Perkins, Benjamin Ransome, Bettie B. 

Norris, Samuel A. Perkins, James D .. Jr. Ransome, Joseph T. 

Norton, Joseph L. Perkins, Thelma J. Rathburn , Donald W. 

Nuttall, Clifford J., Jr. Perrier, Eugene R. Rather, Laura D. 

O'Connor, JoAnn H. Perry, Edward B. Ratliff, Carl M., Jr. 

O'Connor, Kent A. Perry, Jack, Jr. Rawlings, Clarence 

Odom, Priscilla S. Peters, Robert E. Ray, Charles E. 

Oldham, Jessie C. Peterson, Frederick E. Ray, David E. 

Oldham. Patricia P. Peterson. Richard W. Ray, Tommy G., Jr. 

O'Neal, Carnet W., Jr. Phifer, Ira L. , Jr. Reaves, Anne M. 

O'Neal, Elzie Phillips, Bruce R. Redd, Sylvia F. 

O'Neil, Edward F., Ill Piazza. Erlene G. Redmond, Sadie B. 

Oswalt, Noel R. Pickens, Ethel L. Reece, Charlotte M. 

Outlaw, Douglas G. Pickens, Hossley Reed, Bobby E. 

Ouzts, Carolyn P. Pickens, James L. Reed, David 

Pace, Carl E. Pickering, Glenn A. Reed, Donald 

Pace, William M. Pickett, Ellis B. Reed, Pansy C. 

Paintin, David R. Pickett, J ack E. Reeves, Terry W. 

Palermo, Michael R. Pigg, Roy W. Regan, lnda J. 

Palermo, Virginia G. Pikul, Mary B. Regan, Jesse M. 

Palmer, Shelby, Jr. Pirches, Robert L. Register, Paul J . 

V-9 
Reid, Gwendolyn W. Sale, James P. Simmers, John W. 

Reinhold, Ronald E. Sanderford, Henry C. Simmons, Billy E. 

Rekas, Anthony M. B. Sanderford, Loretta A. Simmons, Cecil C. 

Renaud, Louis R., Jr. Sanderford, Thomas M. Simmons, Henry B, 

Resio, Donald T. Sanders, Dana R., Sr. Simmons, J oey K. 

Reynolds, Walter L. Sanders, I rene C. Sims, Michael B. 

Rhett, Richard G. Sanders, Larry G. Sink, Forrest A. 

Rhoderick, Jay E. Sanders, Una C. Skinner, Billie H. 

Rhodman, Eddie C. Sanders, Willard Skinner, Frank W., Jr. 

Richardson, James Sargent, Howard L. Skogerboe, John G. 

Richardson, Sue E. Saucier, Kenneth L. Slaton, Dean B. 

Richardson, Thomas W. Saucier, Roger T. Sloan, Richard C. 

Richter, Rudolf E. Saul, Gary E. Smart, Dana L. 

Ricks, Jonnie P. Savage, Monroe B., Jr. Smart, Katherine M. 

Rigby, Wilbur A. Scanlon, John M., Jr. Smart, Richard M. 

Riley, James H., Sr. Schaff, Rosemary M. Smart, Richard T. 

Ring, Jeanette J. Scheffner, Norman W. Smart, Sylvia M. 

Ring, William C., Jr. Schneider, Herman A. Smith, Billie J. 

Ritter, Delores R. Schneider, Robert D. Smith, Carroll J. 

Robbins, Chauncey L. Schreiner, Barton G. Smith, Dennis R. 

Roberson, Albert C. Scoggins, Randy K. Smith, Eddie L. 

Roberts, Edna P. Scott, Johnie C. Smith, Eilene H. 

Robey, Donald L. Scott, Joseph B., Jr. Smith, Frederick L. 

Robinson, Anthony C. Scott, Mary L. Smith, George E., Jr. 

Robinson, Barbara B. Scott, Roy R. Smith, Hanley K. 

Robinson, James H. Seabergh, William C. Smith, Hubert R. 

Rockwell, Christopher H. Seeley, Elaine M. Smith, Isaac, Jr. 

Rogers, Elizabeth C. Sennett, Linda S. Smith, Jerry L. 

Rohani, Behzad Senter, Pau l K. Smith, Leon, Jr. 

Rollings, Raymond S., Jr. Shafer, Richard A. Smith, Lonnie L. 

Rone, Carlton L. Shamburger, John H. Smith, Margaret H. 

Rook, Jewell P. Sharp, E. Dianne Smith, Mary E. 

Rooke, Allen D., Jr. Shaw, John M. Smith, Marye P. 

Ross, Amos Shaw, Juanita L. Smith, Morgan D. 

Ross, Lorraine S. Shelton, Alice F. Smith, Nathan 

Rosser, Thomas B., Ill Shelton, Morris Smith, Ottis E. 

Rothwell, Edward D. Sherlock, Ann R. Smith, Patricia A. 

Rubin de Ia Borbolla, GeorgeS. Sherlock, James A. Smith, Perry A. 

Rush, Edgar S. Sherman, Walter C., Jr. Smith, Richard 

Rush, Elouise S. Shields, Fred D. Smith, Robert P. 

Rush, Thelma B. Shine, Mary Jo Smith, Thomas A. 

Rushing, Gloria F. Shingler, John H. G. Smith, Vincent 

Rushing, Rome D. Shipley, Lawrence E. Smithhart, Lewis B. 

Rushing, William N. Shirley, Samuel 0. Snethen, Dona ld R. 

Russell, Robert M., Jr. Shockley, Woodland G. Spates, Linda J. 

Russo, Vincent J., Jr. Shore, James S. Speake, Jean B. 

Russum, Scott J . Shows, Louis J. Speyerer, James M. 

Rutland, Amy D. Shows, Pat A. Spivey, Alston C., Jr. 

Rutland, William D. Shows, Ruth L. Spivey, Marie 

Sadler, Edward L. Sigler, Estelle S. Squire, Albert, Sr. 

Sager, Richard A. Silva, Janet S. Stabler, James R. 

V-10 
Stabler, Marjorie H. Taylor, A. J . Turner, Rebecca M. 

Stanfield, Booth F. Taylor, Daniel Turner, Wadel! S. 

Stephens, Aubrey W. , Jr. Taylor, Emmit, Jr. Tyler, Willard L. 

Stept, Kathryn B. Taylor, Hugh M., Jr. Ulery, Harry H., Jr. 

Stevens, Charles E. Taylor, Joseph Vance, Beverly C. 

Stevens, Gordon J. Taylor, Maury S. Van Etten, Lena F. 

Stevenson, Linda K. Taylor, Perry A. Vanlandingham, L. B. 

Stewart, Carol A. Temple, Robert G. Varnado, Terrence L. 

Stewart, Carolyn D. Templeton, Thomas E. Varnell, Samuel E. 

Stewart, Dave M., Jr. Terrell, Donald H. Vavra, Edabeth F. 

Stewart, Edwin S., Jr. Terry, James H., Ill Vazquez, Alfonso 

Stewart, Frank J. Terry, James H., Jr. Vazquez, Luis A. 

Stewart, Frank S. Tew, Tom Vedros, Dorothea L. 

Stewart, J. Phillip Theobald, Marion B. Vedros, Philip J., Jr. 

Stewart, Mary V. Theriot, Edwin A. Vernon, Del R. 

Stewart, Ozell, Jr. Theriot, Russell F. Vispi, Mark A. 

Stewart, Robert M. Thomas, George L., Jr. Voller, Timothy W. 

Stewart, Van E. Thomas, Oscar W. Wade, Alberta M. 

Stiles, Elizabeth C. Thomas, William A. Wade, Calvin M. 

Stirgus, Conn ie A. Thomas, Willie C. Wahl, Ronald E. 

Stoll, Jack K. Thomason, Doris L. Waites, Kearney 

Stone, Harry E., Jr. Thompson, Charles N. Waites, Marjorie L. 

Stout, John H. Thompson, Douglas W. Walker, Richard G. 

Stowe , Richard L. Thompson, Freddie J. Walker, Robert E. 

Strahan, William C. , Jr. Thompson, Mildred L. Walker, Robert E. 

Strange, John N. Thomson, Catherine W. Walley, Donald M. 

Straughter, Deborah W. Thornton, Henry T., Jr. Walski, Thomas M. 

Stringer, Faye M. Thornton, Isaiah Walters, Danny W. 

Strohm, William E., Jr. Thornton, Kent W. Walters, Dian J. 

Strong, Gay M. Tickell, Miles J. Walters, Elizabeth M. 

Stroud, Gwendolyn D. Tingle, Donald E. Walters, Rodney N. 

Stroupe, Wayne A. Tingle, Robert L., Jr. Walton , Ernest S. 

Struve, Horton Tingle, Robert L. Ward, Bernadette L. 

Stukes, Thomas E., Jr. Tolliver, Larry R. Ward, Darrell L. 

Sturgis, Thomas C. Tom, Joe G. Warhurst, Ernest E. 

Styron, Clarence R ., Ill Tompkins, James E. Warnock, Burl E. 

Sullivan, Aubrey L., Sr. Torrey, Victor H., Ill Warnock, Carl D. 

Sullivan, Billy R. Townsend, Frank C. Warnock, Carroll T. 

Sullivan, Jeremiah J. Townsley, Henry P Warnock, Linda C. 

Taccarino, Paul A. Tracey, J ames H. Warren, Glennard M. 

Tait, Arlene S. Tracy, Fred T. Warriner, James B. 

Tallant, Nell S. Trawle, Michael J. Washington, Alice M. 

Tanner, Albert C. Traxler, Glenda F. Washington, Elijah 

Tarleton, Mark R. Triplett, Glenn R. Washington, William 

Tarnabine, Larry J. Tuccio, Paul E. Watson, Beatrice W. 

Tart, Winnie J. Tucker, Gary E. Watson, Lyman T., Jr. 

Tarver, James V. Tucker, Patrick G. Watt, James M., Jr. 

Tarver, Jimmy D. Tucker, Sidney G. Watts, Douglas D. 

Tate, Charles H., Jr. Turnage, Gerald W. Webster, Steve L. 

Tatem, Henry E. Turner, Herman 0., Jr. Weekly, Linda M. 

Taubeneck, Lee D. Turner, Kent A. Wehmeyer, Shirley S. 

V-11 
Weiss, Richard A. 

Welch, Charles R. 

Welch, Joann A. 

Wells, Bobby R. 

Wells. Theresa 

West, Harold W. 

Westerdahl, Howard E. 

Westhoff, James D. 

Whalin. Robert W. 

Wharton, Edward F. 

Wheeler, Harry M. 

White, Charles L. 

White, Dewey W., Jr. 

White, Douglas M. 

White, George, Jr. 

Wh ite, Thomas D. 

Whitney, Robert 

Whitten, Charlie B. 

Wilhelms, Steven C. 

Wilkerson, Terry B. 

Wilk inson, Frankie N. 

Wilks, Oscar F., Jr. 

Williams, Chorcy 

Williams. Ernest B. 

Wi lliams, Frances E. 

Williams, George H. 

Wil liams, Grady E., Ill 

Williams, Gwendolyn S. 

Williams, Johnnie C. 

Wi lliams. Randall R. 

Williams, Rebecca A. 

Williams, Roy L. 

Wi lliams, Thomas P. 

Williams, Thomas W. 

Williamson, Albert N., Jr. 

Williamson, Catherine L. 

Williamson, Markin 

Williamson, Mary M. 

Willoughby, William E. 

Wilson, Barbara A. 

Wilson, Dan E. 

Wilson, Gertrude H. 

Wilson, Hugh K. 

Wilson, Irvin 

Wilson, James R. 

Windham, Jon E. 

Wlosinski, Joseph H. 

Wong, Ging S. 

Wood, Arthur C., Jr. 

Wood, Mary H. 

Woodbury, Patricia A. 

Woods. Harry K. 

Wooley, George E. 

Wooley, Lonnie T. 

Wooley, Marvin J. 

Wooley, Ronald T. 

Wooley, Sarah H. 

Wright, Billy R. 

Wright, Brenda J. 

Wright, Thomas D. 

Yff, Virginia R. 

Young, Brenda A. 

Young, Rhonda B. 

Young, Robert F. 

Youngblood, Mae W. 

Zelasko, Joseph S. 

V-12 
APPENDIX VI 

INDEX 

Vl-1 

A 

Administration Building fire 

Ahlvin, R. G. 

Airfield evaluation 

Alameda Naval Air Station 

Alligatorweed . 

Aquatic Plant Control Program 

Arbuthnot, Guy L. . 

Aswan Dam 

Automated water resources model 

B-29 aircraft 

B-47 aircraft 

B-52 aircraft 

Bache, W. L. (Bill) 

Bailey, Sir Donald 

Balsara., Dr. J. P. . 

Barnes, A. H. 

Bell, Dr. Carlos G. 

Bendinelli, Ralph 

Bentzel tube 

Ber.Jin Airlift 

Bilbo, Gov. Theodore G. 

Blackmon, Claude A. 

Blansett, Ben F. 

Boeing 747 

Bonnet Carre Floodway 

Boyd, W. Keith 

Brown, Col. Levi A .. 

Brown, Fred R. 

Brown, Maj. Gen. Lytle 

Brunini, Alex J. 

Buchanan, Spencer 

Burns, Cecil 

B 

INDEX 

Page 

93-96 

124 

125 

38 

174 

173-175 

67 

125, 126 

178, 180 

39,40 

80, 81 

80, 81 ' 

107 

93,96 

127 

156 

67 

71 

70 

22 

58 

9 

77, 126 

123 

107 

20 

41 

128, 129 

46, 126, 

155,181 , 

182 

7, 8 

8,9 

24 

140 

Vl-3 

C.SA aircraft . 

C-130 aircraft 

Caldwell, J. M. 

c 

California Debris Commission 

Campbell, F. B .. 

Cannon, Col. john L. 

CAPDET 

Carr, J. W. 

Casagrande, Dr. Arthur 

Casagrande, Dirk 

CBR curves 

CBR tests . 

Charleston, S. C., floating drydock 

Chesapeake Bay Model 

Christian, F. G .. 

Circular test track 

Clarke, Maj. Gen. Frederick j. 

Closs, Stephen A. 

Cone penetrometer . 

Crawford, Gen. R. W. 

Cunningham, P. E .. 

Daniels, L. H. 

D 

Davis, Congressman Cliff 

Dawsey, J. V. 

Day, J. Donald 

Dean, 1st Lt. John Paul 

Delft Hydraulic Laboratory . 

dePeissant, Count Alfred Cornett 

Desalinization of water 

Dewey, Capt. H. G. 

Diamond Point cutoff 

Dornbusch, W. K. 

Page 

107, 108 

109, 138, 

140 

39 

25 

74 

179, 181, 

182 

171,172 

124 

25, 181 

125 

44 

39,40 

49 

176-178 

10 

138, 139 

128, 129 

87 

47 

56 

10 

68 

89 

123 

120 

6 

3 

127 

151,152 

51 

18, 19 

125 
Downing, George 

Dredged Material Research 

Program . . 

Duffey, R. N. 

Duke, Leiland M. 

Dunn, Col. Carroll H. 

Durden Creek 

Durham, Lt. William L. 

Dust control . . . 

E 

Earthquake studies . . . 

Earth Resources Technology 

Satellite . 

Eaves, Royce . . . 

Eicher, Don E. . . 

Eisenhower, Gen. D. D. 

Elastic Loop Mobility System 

Elliott, Maj. D. 0. . . 

Engineer Construction 

Battalion (434th) 

Enlisted Personnel Program . 

Environmental and Water Quality 

Operational Studies 

Environmental concern 

Explosive ditching . 

F 

Falkner, Col. Francis H .. 

Fenwick, G. B. . . 

Fenwick, William B. 

Ferguson, Gen. Harley B. 

Feringa, Brig. Gen. P. A. 

Fields, Brig. Gen. Kenneth E .. 

Findley, Riley 

First National Bank and Trust Co. 

First WES computer 

Fisk, Dr. Harold N. 

Page 

125 

164-170 

22, 23 

77, 125 

87-89 

8, 26, 54, 

55 

88 

109, 124, 

125 

148, 149 

135, 136 

124, 182 

183 

35 

134, 135 

7,9 

63-66 

87 

173 

152, 164 

160-162 

16,23,89 

51,95 

149 

18-20 

59 

24, 26, 28, 

35, 48, 71 

30 

8, 9 

86,87 

54 

Vl-4 

Flathau, W. J. 

Flea beetle 

Flexible pavement 

Floods 

1927 

1937 

1973 

Foam concrete 

Ford, R. A . • 

Fort Gibson Dam 

Fort Peck Dam . 

Fort Randall Dam 

Fortson, Eugene P. 

Foster, Charles R. 

Foster, James 

Franco, John J •• 

Freeman, John R. 

Freitag, D. R. 

Friedkin, Capt J. F. 

G 

Garcia, Pres. Romeo Lucas 

Garrett, E. E. 

Gautier, Francis B. 

Gay, Wallace M. 

German POW's . . 

Glover, James E. 

Gore, Sir David Ormsby . 

Grant, Gen. U. 5. . . . 

Graves, Col. Ernest (Pot} 

Green, A. j. . . 

Green, Hugh . . . . . 

Greenland Ice Cap . . . 

Greenup Locks and Darn 

Greenville Bends model 

Greer, Homer 

Griffis, Maj. F. H. 

H 

Habeeb, Shouphie . . . 

Page 

123 

174 

39,41 

4 

30 

156·158 

84 

26 

74 

26 

74, 75 

39, 51' 63, 

65, 71,96 

41, 58,77 

156 

65 

2·5 

133 

52 

183, 184 

126 

104, 105 

120 

49-51 

182 

127 

8,51 

5 

133 

106, 124 

77-79 

74 

17 

125 

164 

89 
Hamilton, Lloyd W. 

Han River Bridge 

Hanes, Fran cis P. 

Hardin, Brig. Gen. John 

Hardstein, Capt. A. M. 

Harrison, Dr. John . 

Hayes, John M .. 

Helicopter protection 

Helmers, Austin 

"Hessian" mat 

Hicks, W. j. 

Hilderbrand, Jack 

Hilt, Col. G. H . . 

Hirsch, J. K. . 

Hogue, Col. 

Hoover, Herbert C. 

Hudson, Robert Y. 

Hurricane Camille 

Hvorslev, Dr. M. J uul 

Hydrilla . . 

Ice Harbor Lock 

Illinois River model 

Ingram, L. F. 

Jackson, Brig. Gen. T. H. 

Jadwin, Maj. Gen. Edgar 

Jobes, James G .. 

Johnson, Fred P. 

Johnston, Dr. Walter 

Johnstown floods 

Johnstown model 

Jones, Roy B. 

Joseph, A. H. 

Page 

10 

65 

68, 100, 

125 

88, 89 

124 

164 

128 

121-123 

77 

42, 43 

77 

183 

178 

8, 9 

26 

3-5 

46 

112 

126 

173,174 

144 

1 

68, 100, 

106, 120 

1, 7, 10 

5-7 

10 

10 

88 

21 

21 , 22 

93 

124, 125 

Vl-5 

K 

Keeley, J. W. 

Kelly, Mayor Pat 

Keulegan, Dr. Garbis H. 

King, Col. Ralph D. 

Kirschenbaum, J. J. 

Knight, Sterling J. 

Kolb, C. R. 

Kazan, G. R. 

Krinitzsky, Dr. Ellis 

Kurrasch, John H. 

L 

LaGuardia Airport ex tension 

Landing mat 

M6 mat 

M8 mat 

M9 mat 

Plastic mat . 

PSP mat 

Landsat . 

Lang, Col. Edmund H. 

Langley Field 

Large Blast Load Generator 

Lee, Maj. John C. H. 

Leese, G. W .. 

Length-change comparator 

Letellier, Capt. Carroll N. 

Lightcap, Dr. Foster 

Lindner, Lt. Col. Clement P. 

Lipscomb, Ernest B. 

Los Angeles Harbor 

Loviza, john William 

Ludendorff Bridge 

Page 

164 

87-89 

126 

59,63 

95,124 

77 

98, 125 

124 

98 

10 

100 

39, 41, 42, 

106,107, 

124, 136, 

138 

79 

39, 79 

79 

82 

39, 42, 43 

135, 175 

93, 95-97, 

112 

39 

101, 102, 

141 

5, 8 

124 

82, 83 

88 

8 

54, 89, 

129 

73, 126 

38 

77 

48 
Lunar vehicle testing 

Lutton, Dr. Richard 

M 

Management Information System 

Manhole tests 

Mare Island Navy Yard 

Mare Island Strait . . 

Markham, Col. E. M .. 

Markland Locks and Dam 

Marsh Screw Amphibian 

Marshall, Bruce G .. 

Marshall stability test 

Martin, W. R. 

Mather, Bryant . 

Mather, Katharine 

Matthes, Gerard H. 

Mauna Loa 

McAnear, C. L. 

McGee, Henry C. 

Mcilhenny, Col. James I. 

Mc innis, W. L. . . . 

Meili Flex-Trac vehicle 

Melzer, Klaus-Jurgen 

Membrane tests . . . 

Midway Islands breakwater tests 

Miller, Maj. Harry B .. 

Mississippi Basin Model 

Mississippi River Commission 

Mississippi River model . 

Moellering, Col. John J. 

Morris, Lt. Gen. John W. 

Mound, La., test site . 

MSU Graduate Center 

Murphy, Newell . . . 

Page 

116, 118, 

134 

98 

183 

140, 141 

38 

38 

6 

74,76 

117, 118 

41, 42, 44 

44,45 

183 

141,178, 

182 

124 

35, 46, 49-

52, 54 

163, 164 

181 

74 

51 

106, 124 

116, 117 

133 

106,107, 

109, 136-

138 

38 

51 

49-51, 73, 

74, 111, 

157, 183 

5-7, 18, 22 

15, 16 

181 

181 

41, 42 

112 

145 

Vl-6 

N 

Naesong Bridge . . . 

Neumann, Donald L. . 

Newton, Col. Carroll T. 

New York Harbor model 

Niagara Falls model 

Nixon, Richard M. . . . 

Noble, Dr. Lewis 

Noble, Maj. Gen. Charles C. 

Norman, C. D. . . 

Normandy invasion 

North Fork Dam 

0 

Oil spills 

Operation Victuals . 

Osterberg, Dr. J. 0. 

Oswalt, Col. john R. 

Oswalt, N. R. 

Patterson, C. B. . . . 

Patty, Isham H. . . . 

Peixotto, Col. Ernest D. 

Pendleton, La., levee 

Philleo, Robert E. 

Pick, Gen. Lewis A. 

Pinkston, Murray 

p 

Point Lorna Harbor model 

Polatty, James 

Pontoon bridges . 

Posey, Jeff . . . 

Potamology studies 

Prefabricated bituminous surfacing . 

Pressure-measuring cell 

Price, Sherman 

Protective structures 

Page 

65 

115 

54,56,89 

35, 36, 100 

71-73 

128 

156 

156 

156 

45 

148, 149, 

156 

153 

58 

26 

112, 124, 

125 

124 

87 

10 

155, 159 

25 

178 

74 

70 

123 

70 

35 

10 

52, 53 

42-44 

34,39 

163 

123 
Page Page 

R 

Radioactive tracer tests 99 Shamburger, john 98 

Rainfall gaging stations . 26, 27 Shen, Prof. H. W. 182 

Ransdell, Sen. Joseph H. 3,4 Sherman, W. C. 125, 182 

Ray, 0. B. 39 Shockley, W. G. 77, 95, 116 

Recreation Research Program 176 Shows, Pat A .. 120 

Recycled concrete 143 Simmons, Henry B. 76,111, 

Reinecke, Maj. P. S .. 10 124 

Remagen, Germany . 48 Simpson, Lt. Col. Arthur R. 126 

Resta, Edward V. 87 Skelton, Alan G .. 96, 179 

Reybold, Maj. Gen. Eugene 39,49 Skidmore, Col. Herro! J. 66,67 

Reynolds, Bernadine 87 Spivey, Marie . 96 

Riverine Utility Craft 118,119, St. Lawrence Seaway 73 

169 "Stamplicker" machine 42-44 

Rocket Engine exhaust tests 102-104 Steinriede, W. B. 98, 125 

Rodgers, W. H. 26 Stout, John H. 123 

Roller-compacted concrete 141 Strange, john N. 67, 70, 

Rollins, Col. A. P. 82, 87 161 

Rowland, Bill 30 Stratton, Brig. Gen. James H. 56 

Rudd, R. M. 105 Sturgis, Maj. Gen. Samuel D. 89 

Rula, A. A. 77 Styron, C. R., Ill 182 

Rush, Edgar S. 77 Sullivan, Lt. Gov. Charles 128 

Rutledge, Dr. Philip C. 41 Sutton, Col. Alex G. 96, 97, 112 

Switzer, Gerald 145 

5 

T 

Sadler, W. H. 123 

Sale, James P .. 109, 181 Tanner, W. B. . 95 

San Francisco Harbor 38 Teeter, E. H. 96 

San juan model 34 Terminal Island Naval Base 38 

San Pablo Bay 38 Thermal diffusion studies 111 ,112 

San Pedro Supply Depot 38 Thompson, Col. Paul W. 16, 23, 

Sand bypassing system, beach 30, 45 

restoration . 149-151 Tiffany, Joseph B. 21, 46, 49, 

Sardis Dam 26 51, 96, 182 

Saucier, R. T. . . 98, 164 Townsend, Frank C. 184 

Scanlon, J. M., Jr. 182 Treat Island concrete weathering 

Schaffer, j. G. 87 station 85 

Schlieren photography 103-105 Triaxial test apparatus 25, 26 

Schreiner, B. G. 145 Truman, Harry S. 63, 74 

Sevier Bridge Reservoir . 69 Tucker, S. G. 106 

Shaler, John E. 163 Turnbull, W. J. 41, 125 

Vl-7 
Page Page 

Turner, j. W. 105 WES apartments . 54,55 

Turner, Robert 124 WES dam and lake 11,26,28 

Tyler, Gen. Max C. 51 WE$ dam construction . 10 

WES library 55 

v WES pressure cell 26 

Van Fleet, Gen. james A. 65 WES Staff (1978) 185 

Van Lopik, j. R. . 98 Wheel tests . 114, 115 

Van Tienhoven, Jan C. 126 White amur 173, 174 

Vedros, P. j. 125 Wiendieck, Klaus W. 115 

Vermilion Bay 76 Wilby, Lt. Col. F. B. 7, 8 

Vicksburg tornado 87-89 Wildlife Information System 165 

Viet Cong tunnel tests 120, 121 Williamso11, George 8, 9 

Vinzant, G. W. 96 Woodman, Eugene H. 46, 68, 

125 

Vispi, Mark A. 120 Woods, William Willingham 10 

Vogel, Brig. Gen. Herbert D. 7, 8, 10, Woody, Alice M. 87 18, 28, 89 

Wright Airfield 39 

w Wuerpel, C. E. 56 

Wagner, Capt. J. E. 95 X 

Waste disposal 169, 171 

Wastewater treatment 171-173 XM-1 tank . . 145, 146 

Waterhyacinths 113, 114, XM7 59 vehicle 118, 119 

173, 174 X-rad iography 98 

Watkins, james B. 39 X-ray diffraction equipment 83 

Vl-8 
Deputy 

l 

Lt. Col. Guy E. Jester 

Jan 1966 - Jul 1967 

Maj./U. Col. Ronald E. Hudson 

Sep 1971 - Nov 1973 

Directors 

Lt. Col. Marion I. Guest 

Nov 1963 - Jan 1966 

Lt. Col. Levi A. Brown 

Jul 1967 - Jun 1968 

Lt. Col. Robert K. Hughe: 

Dec 1973- May 1976 

Lt. Col. F. M. Anklam 

Aug 1968- Aug 1971 

Lt. Col. Douglas A. Hughes 

Ana H~~Hi Present 
Technical 

Mr. Frederick R. Brown 

Mar 1969 - Present 

Mr. J. B. Tiffany 

Oct 1940 - Nov 1968 

Directors