Estimation of pier scour and channel stability for highway crossings of the Red River in Louisiana
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Open-File Report↗
Geology topics
J. J. Gilbert
Publications and source records attributed to J. J. Gilbert.
Analysis of water surface and flow distribution for the design flood at a proposed highway crossing of the Sabine River near Tatum, Texas
The hydraulic effects of the proposed Texas Highway 43 crossing of the Sabine River near Tatum, Texas, were determined on the basis of results from a two-dimensional finite-element surface-water-flow model. In planning the replacement crossing by the Texas State Department of Highways and Public Transportation, approximations of apportionment of flow among the openings and velocities within the openings were of concern. The model was used to simulate flow in the river floodplain system for the proposed design, an alternate design, and for the natural condition. The proposed bridge design by the State Department of Highways and Public Transportation consisted of a 320-foot main channel opening, four left overflow bridges with widths of 120, 320, 320, and 280 feet, and one right overflow opening with a width of 440 feet. The alternate design consisted of a 950-foot main channel opening, three left overflow bridges with widths of 320, 320, and 280 feet, and one right overflow opening with a width of 200 feet. Preliminary one-dimensional computations were used as an aid in establishing the boundary conditions for the two-dimensional analysis. The analysis evaluates the interaction of complex hydraulic characteristics of varied features found at many multiple-opening highway crossings. Valid applications of accepted standard one-dimensional techniques would not reveal some aspects of the overall hydraulics of the crossing. The simulation of the proposed design shows, among other things, which openings are the most productive per foot of bridge length. The results of the two-dimensional simulation of the proposed design indicate some differences in the apportionment of flow among the openings when compared to the one-dimensional proposed crossing computations. The alternate design results in computed water-surface altitudes which were slightly lower than those of the proposed design. The alternate design would require less modification to the existing embankment. Velocities computed within the openings and at the bridge abutments, using the two-dimensional model, were within the design specifications of the State Department of Highways and Public Transportation. The simulations of the proposed and alternate designs indicate a lateral component of the water-surface slope at the embankment. Redistribution of flow across the floodplain also is indicated in both simulations. Some of the differences in the response between the two designs are affected by geometric features of the floodplain other than the embankment-opening geometry.
Water-Resources Investigations Report↗
Analysis of alternative modifications for reducing backwater at the Interstate Highway 10 crossing of the Pearl River near Slidell, Louisiana
In April 1979 and April 1980, major flooding along the lower Pearl River caused extensive damage to homes located on the flood plain in the Slidell, Louisiana, area. In response to questions about causes of these floods and means of mitigating future floods, the U.S. Geological Survey, in cooperation with the Louisiana Department of Transportation and Development, Office of Highways, and the U.S. Department of Transportation, Federal Highway Administration, used a two-dimensional finite-element surface-water flow-modeling system to study the effect of four alternative modifications for improving the hydraulic characteristics of the Interstate Highway 10 crossing of the flood plain near Slidell. The analysis used the model's capability to simulate changes in flood-plain topography, flood-plain vegetative cover, and highway-embankment geometry. Compared with the existing highway crossing, the four alternative modifications reduce backwater and average velocities through bridge openings for a flood of the magnitude of the 1980 flood. The four alternatives also eliminate roadway overtopping during such a flood. For the four modifications, maximum backwater on the west side of the flood plain ranges from 0.3 to 1.1 feet and on the east side from 0.3 to 0.7 foot. Results of the alternative-model simulations show that backwater is greater on the west side of the flood plain than on the east side, but upstream from Interstate Highway 10 backwater decreases more rapidly in the upstream direction on the west side of the flood plain than on the east side. Downstream from Interstate Highway 10, modeling of the four alternatives indicates that backwater and drawdown still occur on the east and west sides of the flood plain, respectively, but are less than the values computed for the April 1980 flood with Interstate Highway 10 in place. In addition to other highway-crossing modifications, alternatives 2 and 3 include simulation of a new 2,000-foot bridge opening, and ,alternative 4 includes simulation of a 1,000-foot bridge opening. The new bridge conveys 25, 23, and 21 percent of the total computed discharge in alternatives 2, 3, and 4, respectively. The average velocity through the new bridge is 2.0, 1.9, and 3.4 feet per second for alternatives 2, 3, and 4, respectively.
Water Supply Paper↗
A Two-dimensional finite-element model study of backwater and flow distribution at the I-10 crossing of the Pearl River near Slidell, Louisiana
A two-dimensional finite-element surface-water flow modeling system was used to study the effect of Interstate Highway 10 on water-surface elevations and flow distribution during the flood on the Pearl River on April 2, 1980, near Slidell, La. A finite-element network was designed to represent the topography and vegetative cover of the study reach. Hydrographic data collected for the 1980 flood were used to calibrate the flow model. The finite-element network was then modified to represent conditions prior to roadway construction, and the hydraulic impact of I-10 was determined by comparing ' before ' and ' after ' results. Upstream from the roadway, maximum backwater at the west edge of the flood plain (1.5 ft) is greater than maximum backwater at the east edge (1.1 ft). Backwater ranging from 0.6 to 0.2 ft. extends more than a mile downstream from the Pearl River bridge opening in I-10 at the east edge of the flood plain, and drawdown of 0.2 ft. or more occurs along approximately 2 miles of the west edge of the flood plain downstream from I-10. The capability of the modeling system to simulate the significant features of steady-state flow in a complicated multi-channel river-flood-plain system with variable topography and vegetative was successfully demonstrated in this study. (USGS)
Water-Resources Investigations Report↗