Geology topics

Richard J. Huizinga

Publications and source records attributed to Richard J. Huizinga.

44 records · Page 3Linked to original sources

USGS2009

Examination of Direct Discharge Measurement Data and Historic Daily Data for Selected Gages on the Middle Mississippi River, 1861-2008

An examination of data from two continuous stage and discharge streamgages and one continuous stage-only gage on the Middle Mississippi River was made to determine stage-discharge relation changes through time and to investigate cause-and-effect mechanisms through evaluation of hydraulic geometry, channel elevation and water-surface elevation data. Data from discrete, direct measurements at the streamgages at St. Louis, Missouri, and Chester, Illinois, during the period of operation by the U.S. Geological Survey from 1933 to 2008 were examined for changes with time. Daily stage values from the streamgages at St. Louis (1861-2008) and Chester (1891-2008) and the stage-only gage at Cape Girardeau, Missouri (1896-2008), throughout the historic period of record also were examined for changes with time. Stage and discharge from measurements and stage-discharge relations at the streamgages at St. Louis and Chester indicate that stage for a given discharge has changed with time at both locations. An apparent increase in stage for a given discharge at increased flows (greater than flood stage) likely is caused by the raising of levees on the flood plains, and a decrease in stage for a given discharge at low flows (less than one-half flood stage) likely is caused by a combination of dikes in the channel that deepen the channel thalweg at the end of the dikes, and reduced sediment flux into the Middle Mississippi River. Since the 1960s at St. Louis, Missouri, the stage-discharge relations indicated no change or a decrease in stage for a given discharge for all discharges, whereas at Chester, Illinois, the stage-discharge relations indicate increasing stage for a given discharge above bankfull because of sediment infilling of the overflow channel. Top width and average velocity from measurements at a given discharge for the streamgage at St. Louis, Missouri, were relatively constant through time, with the only substantial change in top width resulting from the change in measurement location from the Municipal/MacArthur Bridge to the Poplar Street Bridge in 1968. The average bed elevation appeared to be lowering with time at both measurement locations at St. Louis. Flow in the Horse Island Chute overflow channel for the streamgage at Chester, Illinois had an effect on top width and average velocity from measurements, and this effect changed with time as the inflow channel to Horse Island Chute filled with sediment. Top width from measurements at a given discharge was consistent through time at the Chester streamgage when adjusted to remove the part of the flow through Horse Island Chute. Average velocity from measurements at a given discharge appears to be increasing with time, possibly as a result of a series of dikes built or extended in the channel immediately upstream from the Chester streamgage; however, the average bed elevation for all discharges less than bankfull at the Chester streamgage fluctuate around an average value from 1948 to 2000, and the fluctuations appear to be related to the occurrence of moderate and large floods. Daily stage and discharge values available for the streamgage at St. Louis, Missouri, from 1861 to 1932 display distinct, fixed relations that change slightly with time before operation by the U.S. Geological Survey, indicating daily discharge was obtained from the daily stage value during this timeframe. A sudden and substantial reduction of about 24 percent at the upper end of the ratings for discharge at a given stage occurred between 1932 and 1933 when the U.S. Geological Survey began operating the streamgage. This change likely is the result of the change to Price AA current meters from other, less-accurate methods used for discharge measurements before 1933. Based on modeling results for the Middle Mississippi River by the U.S. Army Corps of Engineers and the findings of this study, the accuracy of the historic record before 1933 is questionable, and needs to be examined further. The differ

Scientific Investigations Report↗

USGS2008

Estimated Flood-Inundation Mapping for the Upper Blue River, Indian Creek, and Dyke Branch in Kansas City, Missouri, 2006-08

In the interest of improved public safety during flooding, the U.S. Geological Survey, in cooperation with the city of Kansas City, Missouri, completed a flood-inundation study of the Blue River in Kansas City, Missouri, from the U.S. Geological Survey streamflow gage at Kenneth Road to 63rd Street, of Indian Creek from the Kansas-Missouri border to its mouth, and of Dyke Branch from the Kansas-Missouri border to its mouth, to determine the estimated extent of flood inundation at selected flood stages on the Blue River, Indian Creek, and Dyke Branch. The results of this study spatially interpolate information provided by U.S. Geological Survey gages, Kansas City Automated Local Evaluation in Real Time gages, and the National Weather Service flood-peak prediction service that comprise the Blue River flood-alert system and are a valuable tool for public officials and residents to minimize flood deaths and damage in Kansas City. To provide public access to the information presented in this report, a World Wide Web site (http://mo.water.usgs.gov/indep/kelly/blueriver) was created that displays the results of two-dimensional modeling between Hickman Mills Drive and 63rd Street, estimated flood-inundation maps for 13 flood stages, the latest gage heights, and National Weather Service stage forecasts for each forecast location within the study area. The results of a previous study of flood inundation on the Blue River from 63rd Street to the mouth also are available. In addition the full text of this report, all tables and maps are available for download (http://pubs.usgs.gov/sir/2008/5068). Thirteen flood-inundation maps were produced at 2-foot intervals for water-surface elevations from 763.8 to 787.8 feet referenced to the Blue River at the 63rd Street Automated Local Evaluation in Real Time stream gage operated by the city of Kansas City, Missouri. Each map is associated with gages at Kenneth Road, Blue Ridge Boulevard, Kansas City (at Bannister Road), U.S. Highway 71, and 63rd Street on the Blue River, and at 103rd Street on Indian Creek. The National Weather Service issues peak stage forecasts for Blue Ridge Boulevard, Kansas City (at Bannister Road), U.S. Highway 71, and 63rd Street during floods. A two-dimensional depth-averaged flow model simulated flooding within a hydraulically complex, 5.6-mile study reach of the Blue River between Hickman Mills Drive and 63rd Street. Hydraulic simulation of the study reach provided information for the estimated flood-inundation maps and water-velocity magnitude and direction maps. Flood profiles of the upper Blue River between the U.S. Geological Survey streamflow gage at Kenneth Road and Hickman Mills Drive were developed from water-surface elevations calculated using Federal Emergency Management Agency flood-frequency discharges and 2006 stage-discharge ratings at U.S. Geological Survey streamflow gages. Flood profiles between Hickman Mills Drive and 63rd Street were developed from two-dimensional hydraulic modeling conducted for this study. Flood profiles of Indian Creek between the Kansas-Missouri border and the mouth were developed from water-surface elevations calculated using current stage-discharge ratings at the U.S. Geological Survey streamflow gage at 103rd Street, and water-surface slopes derived from Federal Emergency Management Agency flood-frequency stage-discharge relations. Mapped flood water-surface elevations at the mouth of Dyke Branch were set equal to the flood water-surface elevations of Indian Creek at the Dyke Branch mouth for all Indian Creek water-surface elevations; water-surface elevation slopes were derived from Federal Emergency Management Agency flood-frequency stage-discharge relations.

Scientific Investigations Report↗

USGS2008

Hydrologic Analysis and Two-Dimensional Simulation of Flow at State Highway 17 crossing the Gasconade River near Waynesville, Missouri

In cooperation with the Missouri Department of Transportation, the U.S. Geological Survey determined hydrologic and hydraulic parameters for the Gasconade River at the site of a proposed bridge replacement and highway realignment of State Highway 17 near Waynesville, Missouri. Information from a discontinued streamflow-gaging station on the Gasconade River near Waynesville was used to determine streamflow statistics for analysis of the 25-, 50-, 100-, and 500-year floods at the site. Analysis of the streamflow-gaging stations on the Gasconade River upstream and downstream from Waynesville indicate that flood peaks attenuate between the upstream gaging station near Hazelgreen and the Waynesville gaging station, such that the peak discharge observed on the Gasconade River near Waynesville will be equal to or only slightly greater (7 percent or less) than that observed near Hazelgreen. A flood event occurred on the Gasconade River in March 2008, and a flood measurement was obtained near the peak at State Highway 17. The elevation of high-water marks from that event indicated it was the highest measured flood on record with a measured discharge of 95,400 cubic feet per second, and a water-surface elevation of 766.18 feet near the location of the Waynesville gaging station. The measurements obtained for the March flood resulted in a shift of the original stage-discharge relation for the Waynesville gaging station, and the streamflow statistics were modified based on the new data. A two-dimensional hydrodynamic flow model was used to simulate flow conditions on the Gasconade River in the vicinity of State Highway 17. A model was developed that represents existing (2008) conditions on State Highway 17 (the 'model of existing conditions'), and was calibrated to the floods of March 20, 2008, December 4, 1982, and April 14, 1945. Modifications were made to the model of existing conditions to create a model that represents conditions along the same reach of the Gasconade River with preliminary proposed replacement bridges and realignment of State Highway 17 (the 'model of proposed conditions'). The models of existing and proposed conditions were used to simulate the 25-, 50-, 100-, and 500-year recurrence floods, as well as the March 20, 2008 flood. Results from the model of proposed conditions show that the proposed replacement structures and realignment of State Highway 17 will result in additional backwater upstream from State Highway 17 ranging from approximately 0.18 foot for the 25-year flood to 0.32 foot for the 500-year flood. Velocity magnitudes in the proposed overflow structures were greater than in the existing structures [by as much as 4.9 feet per second in the left (west) overflow structure for the 500-year flood], and shallow, high-velocity flow occurs at the upstream edges of the abutments of the proposed overflow structures in the 100- and 500-year floods where flow overtops parts of the existing road embankment that will be left in place in the proposed scenario. Velocity magnitude in the main channel of the model of proposed conditions increased by a maximum of 1.2 feet per second over the model of existing conditions, with the maximum occurring approximately 1,500 feet downstream from existing main channel structure J-802.

Scientific Investigations Report↗

USGS2007

Two-Dimensional Hydrodynamic Modeling and Analysis of the Proposed Channel Modifications and Grade Control Structure on the Blue River near Byram's Ford Industrial Park, Kansas City, Missouri

The Blue River Channel Modification project being implemented by the U.S. Army Corps of Engineers (USACE) is intended to provide flood protection within the Blue River valley in the Kansas City, Mo., metropolitan area. In the latest phase of the project, concerns have arisen about preserving the Civil War historic area of Byram's Ford and the associated Big Blue Battlefield while providing flood protection for the Byram's Ford Industrial Park. In 1996, the USACE used a physical model built at the Waterways Experiment Station (WES) in Vicksburg, Miss., to examine the feasibility of a proposed grade control structure (GCS) that would be placed downstream from the historic river crossing of Byram's Ford to provide a subtle transition of flow from the natural channel to the modified channel. The U.S. Geological Survey (USGS), in cooperation with the USACE, modified an existing two-dimensional finite element surface-water model of the river between 63d Street and Blue Parkway (the 'original model'), used the modified model to simulate the existing (as of 2006) unimproved channel and the proposed channel modifications and GCS, and analyzed the results from the simulations and those from the WES physical model. Modifications were made to the original model to create a model that represents existing (2006) conditions between the north end of Swope Park immediately upstream from 63d Street and the upstream limit of channel improvement on the Blue River (the 'model of existing conditions'). The model of existing conditions was calibrated to two measured floods. The model of existing conditions also was modified to create a model that represents conditions along the same reach of the Blue River with proposed channel modifications and the proposed GCS (the 'model of proposed conditions'). The models of existing conditions and proposed conditions were used to simulate the 30-, 50-, and 100-year recurrence floods. The discharge from the calibration flood of May 15, 1990, also was simulated in the models of existing and proposed conditions to provide results for that flood with the current downstream channel modifications and with the proposed channel modifications and GCS. Results from the model of existing conditions show that the downstream channel modifications as they exist (2006) may already be affecting flows in the unmodified upstream channel. The 30-year flood does not inundate most of the Byram's Ford Industrial Park near the upstream end of the study area. Analysis of the 1990 flood (with the historical 1990 channel conditions) and the 1990 flood simulated with the existing (2006) conditions indicates a substantial increase in velocity throughout the study area and a substantial decrease in inundated area from 1990 to 2006. Results from the model of proposed conditions show that the proposed channel modifications will contain the 30-year flood and that the spoil berm designed to provide additional flood protection for the Byram's Ford Industrial Park for the 30-year flood prevents inundation of the industrial park. In the vicinity of Byram's Ford for the 30-year flood, the maximum depth increased from 39.7 feet (ft) in the model of existing conditions to 43.5 ft in the model of proposed conditions, with a resulting decrease in velocity from 6.61 to 4.55 feet per second (ft/s). For the 50-year flood, the maximum depth increased from 42.3 to 45.8 ft, with a decrease in velocity from 6.12 to 4.16 ft/s from existing to proposed conditions. For the 100-year flood, the maximum depth increased from 44.0 to 46.6 ft, with a decrease in velocity from 5.64 to 4.12 ft/s from existing to proposed conditions. When the May 15, 1990, discharge is simulated in the model of existing conditions (with the existing (2006) modified channel downstream of the study area), the maximum depth increases from 38.4 to 42.0 ft, with a decrease in velocity from 6.54 to 4.84 ft/s from existing (2006) to proposed conditions. Analysis of the results fro

Scientific Investigations Report↗

USGS2007

Two-Dimensional Simulation of Flow and Evaluation of Bridge Scour at Structure A-1700 on Interstate 155 over the Mississippi River near Caruthersville, Missouri

The evaluation of scour at bridges throughout the State of Missouri has been ongoing since 1991, and most of these evaluations have used one-dimensional hydraulic analysis and application of conventional scour depth prediction equations. Occasionally, the complex conditions of a site dictate a more thorough assessment of the stream hydraulics beyond a one-dimensional model. This was the case for structure A-1700, the Interstate 155 bridge crossing the Mississippi River near Caruthersville, Missouri. To assess the complex hydraulics at this site, a two-dimensional hydrodynamic flow model was used to simulate flow conditions on the Mississippi River in the vicinity of the Interstate 155 structure A-1700. The model was used to simulate flow conditions for three discharges: a flood that occurred on April 4, 1975 (the calibration flood), which had a discharge of 1,658,000 cubic feet per second; the 100-year flood, which has a discharge of 1,960,000 cubic feet per second; and the project design flood, which has a discharge of 1,974,000 cubic feet per second. The project design flood was essentially equivalent to the flood that would cause impending overtopping of the mainline levees along the Mississippi River in the vicinity of structure A-1700. Discharge and river-stage readings from the flood of April 4, 1975, were used to calibrate the flow model. The model was then used to simulate the 100-year and project design floods. Hydraulic flow parameters obtained from the three flow simulations were applied to scour depth prediction equations to determine contraction, local pier, and abutment scour depths at structure A-1700. Contraction scour and local pier scour depths computed for the project design discharge generally were the greatest, whereas the depths computed for the calibration flood were the least. The maximum predicted total scour depth (contraction and local pier scour) for the calibration flood was 66.1 feet; for the 100-year flood, the maximum predicted total scour depth was 74.6 feet; for the project design flood, the maximum predicted total scour depth was 93.0 feet. If scour protection did not exist, bent 14 and piers 15 through 21 would be substantially exposed or undermined by the predicted total scour depths in all of the flood simulations. However, piers 18 through 21 have a riprap blanket around the base of each, and the riprap blanket observed on the right bank around bent 14 is thought to extend around the base of pier 15, which would limit the amount of scour that would occur at these piers. Furthermore, the footings and caissons that are not exposed by computed contraction scour may arrest local pier scour, which will limit local pier scour at several bents and piers. Nevertheless, main-channel piers 16 and 17 and all of the bents on the left (as viewed facing downstream) overbank are moderately to substantially exposed by the predicted scour depths from the three flood simulations, and there is no known scour protection at these piers or bents. Abutment scour depths were computed for structure A-1700, but abutment scour is expected to be mitigated by the presence of guidebanks upstream from the bridge abutments, as well as riprap revetment on the abutment and guidebank faces.

Scientific Investigations Report↗

USGS2004

Potential-scour assessments and estimates of scour depth using different techniques at selected bridge sites in Missouri

The evaluation of scour at bridges throughout the state of Missouri has been ongoing since 1991 in a cooperative effort by the U.S. Geological Survey and Missouri Department of Transportation. A variety of assessment methods have been used to identify bridges susceptible to scour and to estimate scour depths. A potential-scour assessment (Level 1) was used at 3,082 bridges to identify bridges that might be susceptible to scour. A rapid estimation method (Level 1+) was used to estimate contraction, pier, and abutment scour depths at 1,396 bridge sites to identify bridges that might be scour critical. A detailed hydraulic assessment (Level 2) was used to compute contraction, pier, and abutment scour depths at 398 bridges to determine which bridges are scour critical and would require further monitoring or application of scour countermeasures. The rapid estimation method (Level 1+) was designed to be a conservative estimator of scour depths compared to depths computed by a detailed hydraulic assessment (Level 2). Detailed hydraulic assessments were performed at 316 bridges that also had received a rapid estimation assessment, providing a broad data base to compare the two scour assessment methods. The scour depths computed by each of the two methods were compared for bridges that had similar discharges. For Missouri, the rapid estimation method (Level 1+) did not provide a reasonable conservative estimate of the detailed hydraulic assessment (Level 2) scour depths for contraction scour, but the discrepancy was the result of using different values for variables that were common to both of the assessment methods. The rapid estimation method (Level 1+) was a reasonable conservative estimator of the detailed hydraulic assessment (Level 2) scour depths for pier scour if the pier width is used for piers without footing exposure and the footing width is used for piers with footing exposure. Detailed hydraulic assessment (Level 2) scour depths were conservatively estimated by the rapid estimation method (Level 1+) for abutment scour, but there was substantial variability in the estimates and several substantial underestimations.

Scientific Investigations Report↗

USGS2001

Simulation of flow and evaluation of bridge scour at Horse Island Chute Bridge near Chester, Illinois

Water-Resources Investigations Report↗

USGS1994

Methodology for the assessment of scour at bridge sites in Missouri

A field inspection methodology, a scour- susceptibility ranking procedure, and a data base management system were developed for the Missouri Highway and Transportation Department to use for scour inspection and assessment at bridges throughout the State. Because scour can cause bridge failure, federal statute mandates that the approximately 4,700 state-owned bridges over water be assessed for scour-related problems. The Missouri Scour Assessment Field Form was developed so that bridge inspectors from the Missouri Highway and Transportation Department could collect data at a bridge site quickly and thoroughly. The arrangement of the form allows inspectors to collect specific quantitative data at each area with a minimum of wasted steps. The Missouri Bridge Scour data base was developed to store and manipulate scour data collected during field inspections. Scour data in the data base can be updated, printed, and tabulated with other records using several criteria. A potential scour index and an observed scour index are calculated within the data base for each bridge site. The data base also may have multiple entries for a single site, providing versatility whereby recent inspections may be compared with earlier inspections to document long-term trends and changes.

Open-File Report↗