Scientific Investigations Report 2020–5018 

U.S. Department of the Interior

U.S. Geological Survey

Prepared in cooperation with the Missouri Department of Transportation

Bathymetric and Velocimetric Surveys at Highway Bridges 

Crossing the Missouri River between Kansas City and 

St. Louis, Missouri, May 22–31, 2017

FLOW
Covers. Bathymetry and vertically averaged velocities of the Missouri River channel near 

structure G0069 on State Highway 240 at Glasgow, Missouri (front). Photograph showing the 

U.S. Geological Survey boat preparing for the bathymetric and velocimetric survey at structure 

A5910 on U.S. Highway 24 over the Missouri River at Waverly, Missouri, on May 23, 2017 (back).

All photographs by Richard Huizinga, U.S. Geological Survey.
Bathymetric and Velocimetric Surveys at 

Highway Bridges Crossing the Missouri 

River between Kansas City and St. Louis, 

Missouri, May 22–31, 2017

By Richard J. Huizinga

Prepared in cooperation with the Missouri Department of Transportation

Scientific Investigations Report 2020–5018

U.S. Department of the Interior

U.S. Geological Survey
U.S. Department of the Interior

DAVID BERNHARDT, Secretary

U.S. Geological Survey

James F. Reilly II, Director

U.S. Geological Survey, Reston, Virginia: 2020

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Although this information product, for the most part, is in the public domain, it also may contain copyrighted materials 

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Suggested citation:

Huizinga, R.J., 2020, Bathymetric and velocimetric surveys at highway bridges crossing the Missouri River between 

Kansas City and St. Louis, Missouri, May 22–31, 2017: U.S. Geological Survey Scientific Investigations Report 2020–

5018, 104 p., https://doi.org/10.3133/sir20205018.

Associated data for this publication:

Huizinga, R.J., 2020, Bathymetry and velocity data from surveys at highway bridges crossing the Missouri River in 

Kansas City, Missouri, March 2010 through May 2017: U.S. Geological Survey data release, https://doi.org/10.5066/

P9L6GW57.

Huizinga, R.J., 2020, Bathymetry and velocity data from surveys at highway bridges crossing the Missouri River 

between Kansas City and St. Louis, Missouri, January 2010 through May 2017: U.S. Geological Survey data release, 

https://doi.org/10.5066/P94M4US7.

ISSN 2328-0328 (online)
iii

Contents

Abstract...........................................................................................................................................................1

Introduction.....................................................................................................................................................1

Purpose and Scope ..............................................................................................................................2

Description of Study Area ...................................................................................................................2

Description of Flow Conditions...........................................................................................................2

Description of Equipment and Basic Processing............................................................................7

Basic Description of Methods............................................................................................................8

Surveying Methods .....................................................................................................................8

Survey Quality-Assurance/Quality-Control Measures..........................................................9

Beam Angle Check .............................................................................................................9

Patch Tests...........................................................................................................................9

Uncertainty Estimation..............................................................................................................10

Results of Bathymetric and Velocimetric Surveys.................................................................................12

Structure A8340 on U.S. Highway 69 ...............................................................................................15

Structure A5664 on Missouri State Highway 13 at Lexington, Missouri ...................................25

Structure A5910 on U.S. Highway 24 at Waverly, Missouri .........................................................32

Structure K0999 on Missouri State Highway 41 at Miami, Missouri..........................................39

Structure G0069 on Missouri State Highway 240 at Glasgow, Missouri ...................................46

Structure A4574 on Missouri State Highway 5 at Boonville, Missouri ......................................53

Structure L0962 on Interstate 70 near Rocheport, Missouri........................................................60

Structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri ..........................67

Structure A6288 on Missouri State Highway 19 at Hermann, Missouri ....................................80

General Findings and Implications ..................................................................................................87

Effects of Moderate Flooding Compared to Previous Surveys ..........................................87

Size and Shape of Scour Holes ...............................................................................................90

Summary and Conclusions.........................................................................................................................90

References Cited..........................................................................................................................................91

Appendix 1. Shaded Triangulated Irregular Network Images of the Channel and Side of

Pier for Each Surveyed Pier .........................................................................................................95
iv

Figures

1. Maps showing location of highway bridges crossing the Missouri and Mississippi

Rivers in and into Missouri, and bathymetric surveys of the Missouri River channel

from May 22 to May 31, 2017.......................................................................................................3

2. Graphs showing unit values of streamflow at selected streamflow-gaging 

stations in the study area on the Missouri River between Kansas City and 

St. Louis, Missouri, from May 17 through June 4, 2017; from March 1 through 

September 1, 2017.........................................................................................................................6

3. Photographs showing the Teledyne RESON SeaBat 7125–SV2 multibeam

echosounder..................................................................................................................................8

4. Illustration showing generalized effects on data from a multibeam echosounder.........11

5. Map showing total propagated uncertainty of bathymetric data from the Missouri

River channel near structure A6288 on Missouri State Highway 19 at Hermann,

Missouri........................................................................................................................................13

6. Map showing bathymetric survey of the Missouri River channel near structure

A8340 on U.S. Highway 69 in Kansas City, Missouri .............................................................17

7. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structure A8340 on U.S. Highway 69 in

Kansas City, Missouri, on May 22, 2017, compared to previous surveys..........................18

8. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure A8340 on U.S. Highway 69 crossing the Missouri

River in Kansas City, Missouri ..................................................................................................20

9. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A8340 on U.S. Highway 69 in Kansas City,

Missouri, on May 22, 2017, and July 16, 2011.........................................................................21

10. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A8340 on U.S. Highway 69 in Kansas City,

Missouri, on May 22, 2017, and March 15, 2010 ....................................................................23

11. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure A8340 on U.S. Highway 69 in Kansas City, Missouri...................24

12. Map showing bathymetric survey of the Missouri River channel near structure

A5664 on Missouri State Highway 13 at Lexington, Missouri .............................................26

13. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structure A5664 on Missouri State

Highway 13 at Lexington, Missouri, on May 23, 2017, compared to previous surveys ...27

14. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure A5664 on Missouri State Highway 13 crossing

the Missouri River at Lexington, Missouri..............................................................................28

15. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A5664 on Missouri State Highway 13 at

Lexington, Missouri, on May 23, 2017, and April 24, 2013 ....................................................29

16. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A5664 on Missouri State Highway 13 at

Lexington, Missouri, on May 23, 2017, and July 20, 2011 .....................................................30

17. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure A5664 on Missouri State Highway 13 at Lexington, Missouri ...31

18. Map showing bathymetric survey of the Missouri River channel near structure

A5910 on U.S. Highway 24 at Waverly, Missouri ...................................................................33
v

19. Graph showing frequency distribution of bed elevations for bathymetric survey-grid

cells on the Missouri River near structure A5910 on U.S. Highway 24 at Waverly,

Missouri, on May 23, 2017, compared to previous surveys.................................................34

20. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure A5910 on U.S. Highway 24 crossing the Missouri

River at Waverly, Missouri ........................................................................................................35

21. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A5910 on U.S. Highway 24 at Waverly,

Missouri, on May 23, 2017, and April 25, 2013........................................................................36

22. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A5910 on U.S. Highway 24 at Waverly,

Missouri, on May 23, 2017, and July 21, 2011.........................................................................37

23. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure A5910 on U.S. Highway 24 at Waverly, Missouri.........................38

24. Map showing bathymetric survey of the Missouri River channel near structure

K0999 on Missouri State Highway 41 at Miami, Missouri....................................................40

25. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structure K0999 on Missouri State

Highway 41 at Miami, Missouri, on May 24, 2017, compared to previous surveys .........41

26. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure K0999 on Missouri State Highway 41 crossing

the Missouri River at Miami, Missouri ....................................................................................42

27. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure K0999 on Missouri State Highway 41 at

Miami, Missouri, on May 24, 2017, and April 25, 2013...........................................................43

28. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure K0999 on Missouri State Highway 41 at

Miami, Missouri, on May 24, 2017, and July 21, 2011............................................................44

29. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure K0999 on Missouri State Highway 41 at Miami, Missouri..........45

30. Map showing bathymetric survey of the Missouri River channel near structure

G0069 on Missouri State Highway 240 at Glasgow, Missouri .............................................47

31. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structure G0069 on Missouri State

Highway 240 at Glasgow, Missouri, on May 24, 2017, compared to previous surveys...48

32. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure G0069 on Missouri State Highway 240 crossing

the Missouri River at Glasgow, Missouri................................................................................49

33. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure G0069 on Missouri State Highway 240 at

Glasgow, Missouri, on May 24, 2017, and April 26, 2013 ......................................................50

34. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure G0069 on Missouri State Highway 240 at

Glasgow, Missouri, on May 24, 2017, and July 22, 2011 .......................................................51

35. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure G0069 on Missouri State Highway 240 at Glasgow, Missouri...52

36. Map showing bathymetric survey of the Missouri River channel near structure

A4574 on Missouri State Highway 5 at Boonville, Missouri ................................................54
vi

37. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structure A4574 on Missouri State

Highway 5 at Boonville, Missouri, on May 25, 2017, compared to previous surveys......55

38. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure A4574 on Missouri State Highway 5 crossing the

Missouri River at Boonville, Missouri .....................................................................................56

39. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A4574 on Missouri State Highway 5 at

Boonville, Missouri, on May 25, 2017, and April 29, 2013 .....................................................57

40. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A4574 on Missouri State Highway 5 at

Boonville, Missouri, on May 25, 2017, and July 25, 2011 ......................................................58

41. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure A4574 on Missouri State Highway 5 at Boonville, Missouri......59

42. Map showing bathymetric survey of the Missouri River channel near structure

L0962 on Interstate 70 near Rocheport, Missouri..................................................................61

43. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structure L0962 on Interstate 70 near

Rocheport, Missouri, on May 25, 2017, compared to previous surveys ............................62

44. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure L0962 on Interstate 70 crossing the Missouri

River near Rocheport, Missouri ...............................................................................................63

45. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure L0962 on Interstate 70 near Rocheport,

Missouri, on May 25, 2017, and April 29, 2013........................................................................64

46. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure L0962 on Interstate 70 near Rocheport,

Missouri, on May 25, 2017, and July 26, 2011.........................................................................65

47. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure L0962 on Interstate 70 near Rocheport, Missouri .......................66

48. Map showing bathymetric survey of the Missouri River channel near structures

L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri ......................................68

49. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structures L0550 and A4497 on U.S.

Highway 54 at Jefferson City, Missouri, on May 31, 2017, compared to previous

surveys .........................................................................................................................................69

50. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure L0550 on U.S. Highway 54 crossing the Missouri

River at Jefferson City, Missouri ..............................................................................................70

51. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure A4497 on U.S. Highway 54 crossing the Missouri

River at Jefferson City, Missouri ..............................................................................................71

52. Maps showing bathymetric survey of the Missouri River channel near the main

channel piers of structures L0550 and A4497 on U.S. Highway 54 at Jefferson City,

Missouri, on September 22, 2015, before installation of scour countermeasures; 

on October 29, 2015, after installation of scour countermeasures.....................................72
vii

53. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near the main channel piers of structures L0550 and

A4497 on U.S. Highway 54 at Jefferson City, Missouri, on September 22 and

October 29, 2015, before and after installation of scour countermeasures......................74

54. Maps showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near the main channel piers of structures L0550 and

A4497 on U.S. Highway 54 at Jefferson City, Missouri, on May 31, 2017, and before

and after the installation of scour countermeasures, September 22, 2015, before

installation of scour countermeasures; October 29, 2015, after installation of scour

countermeasures........................................................................................................................75

55. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at

Jefferson City, Missouri, on May 31, 2017, and April 30, 2013.............................................76

56. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at

Jefferson City, Missouri, on May 31, 2017, and July 27, 2011..............................................77

57. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at

Jefferson City, Missouri, on May 31, 2017, and March 1, 2011............................................78

58. Map showing diifference between surfaces created from bathymetric surveys of

the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at

Jefferson City, Missouri, on May 31, 2017, and January 26, 2010.......................................79

59. Map showing bathymetric survey of the Missouri River channel near structure

A6288 on Missouri State Highway 19 at Hermann, Missouri ..............................................81

60. Graph showing frequency distribution of bed elevations for bathymetric

survey-grid cells on the Missouri River near structure A6288 on Missouri State

Highway 19 at Hermann, Missouri, on May 31, 2017, compared to previous surveys ....82

61. Profile showing key features, substructural and superstructural details, and

surveyed channel bed of structure A6288 on Missouri State Highway 19 crossing

the Missouri River at Hermann, Missouri...............................................................................83

62. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A6288 on Missouri State Highway 19 at

Hermann, Missouri, on May 31, 2017, and May 2, 2013........................................................84

63. Map showing difference between surfaces created from bathymetric surveys of

the Missouri River channel near structure A6288 on Missouri State Highway 19 at

Hermann, Missouri, on May 31, 2017, and July 28, 2011 ......................................................85

64. Map showing bathymetry and vertically averaged velocities of the Missouri River

channel near structure A6288 on Missouri State Highway 19 at Hermann, Missouri ....86

65. Graph showing average channel-bed and water-surface elevations near bridges

on the Missouri River between Kansas City and St. Louis, Missouri, from surveys in

2011, 2013, and 2017....................................................................................................................88

66. Graph showing comparison of frequency distribution and cumulative percentage of

bed elevations for bathymetric survey-grid cells from various surveys on the

Missouri River between Kansas City and St. Louis, Missouri.............................................89
viii

Appendix Figures

1.1. Shaded triangulated irregular network visualization of the channel bed and bents

of structure A8340 on U.S. Highway 69 crossing the Missouri River in Kansas City,

Missouri.....................................................................................................................................96

1.2. Shaded triangulated irregular network visualization of the channel bed and piers

of structure A5664 on Missouri State Highway 13 crossing the Missouri River at

Lexington, Missouri.................................................................................................................97

1.3. Shaded triangulated irregular network visualization of the channel bed and piers

of structures A5910 on U.S. Highway 24 crossing the Missouri River at Waverly,

Missouri.....................................................................................................................................98

1.4. Shaded triangulated irregular network visualization of the channel bed and piers

of structure K0999 on Missouri State Highway 41 crossing the Missouri River at

Miami, Missouri .......................................................................................................................99

1.5. Shaded triangulated irregular network visualization of the channel bed and piers

of structure G0069 on Missouri State Highway 240 crossing the Missouri River at

Glasgow, Missouri, and the upstream railroad bridge....................................................100

1.6. Shaded triangulated irregular network visualization of the channel bed and piers

of structure A4574 on Missouri State Highway 5 crossing the Missouri River at

Boonville, Missouri................................................................................................................101

1.7. Shaded triangulated irregular network visualization of the channel bed and piers

of structure L0962 on Interstate 70 crossing the Missouri River near Rocheport,

Missouri...................................................................................................................................102

1.8. Shaded triangulated irregular network visualization of the channel bed and piers

of structures L0550 and A4497 on U.S. Highway 54 crossing the Missouri River at

Jefferson City, Missouri........................................................................................................103

1.9. Shaded triangulated irregular network visualization of the channel bed and piers

of structure A6288 on Missouri State Highway 19 crossing the Missouri River at

Hermann, Missouri................................................................................................................104
ix

Tables

1. Highway bridges crossing the Missouri River in and into Missouri, in downstream

order................................................................................................................................................4

2. Results of a beam angle check from two check lines over a reference surface at

Clearwater Lake near Piedmont, Missouri, on May 3, 2017 ................................................10

3. Patch test results at Clearwater Lake near Piedmont, Missouri, on May 8, 2017, and

on the Missouri River at Waverly, Missouri, on May 23, 2017.............................................11

4. Total propagated uncertainty results for bathymetric data at a 1.64-feet grid

spacing from surveys on the Missouri River between Kansas City and St. Louis,

Missouri, from May 22 to May 31, 2017...................................................................................12

5. Bridge and survey information, and selected channel-bed elevations from surveys

on the Missouri River between Kansas City and St. Louis, Missouri, from May 22 to

May 31, 2017 ................................................................................................................................16

6. Results near piers and bents from surveys on the Missouri River between Kansas

City and St. Louis, Missouri, from May 22 to May 31, 2017 ..................................................19

7. Summary information and bathymetric surface difference statistics from surveys

on the Missouri River between Kansas City and St. Louis, Missouri, from May 22 to

May 31, 2017, and previous surveys ........................................................................................22

Conversion Factors

U.S. customary units to International System of Units

Multiply By To obtain

Length

foot (ft) 0.3048 meter (m)

mile (mi) 1.609 kilometer (km)

Volume

cubic yard (yd3

) 0.7646 cubic meter (m3)

Flow rate

foot per second (ft/s) 0.3048 meter per second (m/s)

cubic foot per second (ft3

/s) 0.02832 cubic meter per second (m3/s)
x

Datum

Vertical coordinate information is referenced to the North American Vertical Datum of 1988 

(NAVD 88).

Horizontal coordinate information is referenced to the North American Datum of 1983 (NAD 83).

Supplemental Information

In this report, the words “left” and “right” generally refer to directions that would be reported 

by an observer facing downstream.

Distance on the Missouri River is given in river miles (RM) upstream from the confluence with 

the Mississippi River at St. Louis, Missouri, at river mile 195.2 of the Upper Mississippi River.

Frequency is given in kilohertz (kHz).

Data were collected, processed, and output in the International System of Units and converted 

to U.S. customary units for presentation in the report at the request and for the convenience of 

the cooperator.

Abbreviations

ADCP acoustic Doppler current profiler

CUBE Combined Uncertainty and Bathymetry Estimator

GNSS Global Navigation Satellite System

IHO International Hydrographic Organization

IMU inertial measurement unit

INS inertial navigation system

MBES multibeam echosounder (the sonar system)

MBMS multibeam echosounder mapping system (the sonar, navigation, and data 

acquisition system)

MMS POSPac Mobile Mapping Suite (the navigation solution postprocessing software)

MoDOT Missouri Department of Transportation

POS MV Position Orientation Solution for Marine Vessels (the inertial navigation system)

RTK real-time kinematic (a type of differential correction for navigation with GNSS)

SBET smoothed best estimate of trajectory (a postprocessed navigation solution)

sonar sound navigation and ranging

TPU total propagated uncertainty

USGS U.S. Geological Survey
Bathymetric and Velocimetric Surveys at Highway Bridges 

Crossing the Missouri River between Kansas City and 

St. Louis, Missouri, May 22–31, 2017

By Richard J. Huizinga

Abstract

Bathymetric and velocimetric data were collected by 

the U.S. Geological Survey, in cooperation with the Missouri 

Department of Transportation, near 10 bridges at 9 highway 

crossings of the Missouri River between Kansas City and 

St. Louis, Missouri, from May 22 to 31, 2017. A multibeam 

echosounder mapping system was used to obtain channel-bed 

elevations for river reaches ranging from 1,550 to 1,840 feet 

longitudinally and generally extending laterally across the 

active channel from bank to bank during moderate flood flow 

conditions. These surveys indicate the channel conditions at 

the time of the surveys and provide characteristics of scour 

holes that may be useful in the development of predictive 

guidelines or equations for scour holes. These data also may 

be useful to the Missouri Department of Transportation as 

a low to moderate flood flow comparison to help assess the 

bridges for stability and integrity issues with respect to bridge 

scour during floods.

Bathymetric data were collected around every pier that 

was in water, except those at the edge of water, and scour 

holes were observed at most surveyed piers. Occasionally, the 

scour hole near a pier was difficult to discern from nearby bed 

features. The observed scour holes at the surveyed bridges 

were generally examined with respect to shape and depth.

Although exposure of parts of substructural support elements was observed at several piers, at most sites the exposure 

likely can be considered minimal compared to the overall 

substructure that remains buried in bed material at these piers. 

The notable exceptions are piers 4 and 5 at structure K0999 

on Missouri State Highway 41 at Miami, Mo.; piers 2 and 3 at 

structure G0069 on Missouri State Highway 240 at Glasgow, 

Mo.; and pier 5 at structure A4574 on Missouri State Highway 5 at Boonville, Mo. At these structures, the bed-material 

thickness between the bottom of the scour hole and bedrock 

was less than 6 feet.

Pier size, nose shape, and alignment to flow had a 

profound effect on the size of the scour hole observed for a 

given pier. Narrow piers having round or sharp noses that were 

aligned with flow often had scour holes that were difficult to 

discern from nearby bed features, whereas piers having wide 

or blunt noses resulted in larger, deeper scour holes. Several 

structures had piers that were skewed to primary approach 

flow, and scour holes near these piers generally indicated 

deposition on the leeward side of the pier and greater depth on 

the side of the pier with impinging flow. A riprap blanket constructed in 2015 around pier 4 of structures L0550 and A4497 

on U.S. Highway 54 at Jefferson City, Mo., effectively mitigates the scour observed near those piers in previous surveys.

Previous bathymetric surveys exist for all the sites 

examined in this study. Bathymetric surfaces from a nonflood 

survey in 2013 and a flood survey in July 2011 at most of the 

sites are compared to the 2017 survey surfaces. The average 

channel-bed elevation at structure A4574 was remarkably 

similar in all three surveys and higher than what might be 

implied by a trendline along the reach between Kansas City 

and St. Louis, which may indicate this site is at or near a local 

feature that controls sediment deposition and scour.

Introduction

Scour in alluvial channels is the removal of channel-bed 

and bank material by flowing water and is the leading cause 

of bridge failures in the United States (Richardson and Davis, 

2001). Scour at a bridge site is the result of short- and longterm geomorphic processes and the local effects caused by elements of the structure in or adjacent to the waterway (Richardson and Davis, 2001; Huizinga and Rydlund, 2004). Because 

the effects of scour can be severe and dangerous, bridges and 

other structures over waterways are routinely assessed and 

inspected. Scour processes can be exacerbated during highflow conditions because velocity and depth typically increase.

The Missouri Department of Transportation (MoDOT) 

is responsible for most of the transportation infrastructure 

in the State. A part of this responsibility is fulfilled through 

periodic inspections of highway structures, including bridges 

that span waterways. At most of these structures, all or most of 

the structure can be fully inspected from land or from personnel lift trucks deployed from the roadway of the structure; 
2 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

however, for structures over primary waterways, such as the 

Missouri and Mississippi Rivers, inspection of the part of the 

bridge that is underwater requires a different approach.

The U.S. Geological Survey (USGS), in cooperation 

with MoDOT, began assessing scour at waterway crossings 

throughout the State in 1991 (Huizinga and Rydlund, 2004). In 

2007, the USGS, in cooperation with MoDOT, began determining channel bathymetry and monitoring bridges for scour 

using single-beam echosounders and a multibeam echosounder 

mapping system (MBMS; Rydlund, 2009; Huizinga and others, 2010; Huizinga, 2010, 2011, 2012, 2013, 2014, 2015, 

2016, 2017a, b). The MBMS has proven to be a useful tool not 

only in determining channel bathymetry but also in providing a medium- to high-resolution representation of bridge 

structural elements below the water line. In 2010, the USGS, 

in cooperation with MoDOT, began collecting bathymetric 

data at various highway bridges across primary waterways in 

Missouri. In March 2010, 9 highway bridges at 7 crossings 

over the Missouri River near Kansas City, Missouri, were 

assessed using the MBMS (Huizinga, 2010); and in October 

2010, 12 highway bridges at 7 crossings over the Missouri 

and Mississippi Rivers near St. Louis, Mo., were assessed 

(Huizinga, 2011). During high-flow conditions in June–August 

2011, many of the highway bridges and several of the railroad 

bridges along the entirety of the Missouri River downstream 

from Montana were assessed (Densmore and others, 2013; 

Dietsch and others, 2014), including the 37 highway bridges 

(at 28 crossings) that span the Missouri River in and into Missouri (Huizinga, 2012). In April and May 2013, 10 highway 

bridges at 9 crossings over the Missouri River between Kansas 

City and St. Louis, Mo., were assessed as part of more routine 

nonflood surveys at bridge sites in and into Missouri (Huizinga, 2014). In June 2014, 8 highway bridges at 7 crossings 

over the Missouri and Mississippi Rivers on the periphery of 

Missouri also were assessed as part of the routine nonflood 

surveys at bridge sites (Huizinga, 2015).

Starting in 2015, a second round of routine nonflood 

surveys at the highway bridges across the Missouri and Mississippi Rivers throughout Missouri commenced, beginning 

with the Kansas City area bridges in June 2015 (Huizinga, 

2016) and continuing with St. Louis in May 2016 (Huizinga, 

2017a, b). The study detailed in this report is the continuation 

of this second round of routine nonflood surveys at the highway bridges across the Missouri River between Kansas City 

and St. Louis, Mo. (fig. 1); however, this study also includes a 

survey at structure A8340 on U.S. Highway 69 in Kansas City, 

which was being replaced during the Kansas City area surveys 

in 2015 (Huizinga, 2016). Therefore, the study detailed in this 

report includes 10 bridges at 9 crossings (site numbers 7 and 

14–21, table 1).

Purpose and Scope

The purpose of this report is to document the results 

of bathymetric and velocimetric surveys completed in May 

22–31, 2017, of the Missouri River channel near 10 highway 

bridges at 9 crossings between Kansas City and St. Louis, Mo. 

(fig. 1; table 1), using an MBMS and an acoustic Doppler current profiler (ADCP). Equipment and methods used and results 

obtained are described. The results obtained from the bathymetric and velocimetric surveys of the channel document the 

channel-bed conditions and velocity distribution at the time 

of the surveys and provide characteristics of scour holes that 

may be useful in developing predictive guidelines or equations 

for scour holes. These data also may be used by MoDOT as 

a low to moderate flood flow comparison to help assess the 

bridges for stability and integrity issues with respect to bridge 

scour. A comparison of results to previous surveys at the sites 

(Huizinga and others, 2010; Huizinga, 2010, 2012, 2014) also 

is provided.

Description of Study Area

The study area for this report is 275 miles (mi) of the 

Missouri River between Kansas City and St. Louis, Mo., and 

includes a site in Kansas City (fig. 1A). From Kansas City, 

the Missouri River flows generally eastward to the greater 

St. Louis area, joining the Mississippi River north of downtown St. Louis, Mo. (fig. 1). All the highway crossings on the 

Missouri River between Lexington and Hermann, Mo. (sites 

14 through 21), and the new bridge at the U.S. Highway 69 

crossing in Kansas City (site 7), were examined as part of this 

study. The site numbering sequence used in previous studies 

on the Missouri and Mississippi Rivers (Huizinga, 2012, 2015) 

is used in this report for consistency and comparability.

Description of Flow Conditions

Data from the selected streamflow-gaging stations 

(hereinafter referred to as “streamgages”) on the Missouri 

River above Parkville (station 06821250), at Waverly (station 06895500), at Glasgow (station 06906500), at Boonville 

(station 06909000), at Jefferson City (station 06910450), and 

at Hermann, Mo. (station 06934500; U.S. Geological Survey, 

2019; fig. 1), indicate the Missouri River was on a minor flood 

rise when the sites on the Missouri River were surveyed on 

May 22–31, 2017 (fig. 2A); furthermore, this rise happened 

during generally higher late-spring flows (fig. 2B). The rise 

was the highest during March 1 through September 1, 2017, 

for the streamgage above Parkville (station 06821250) and is 

among the highest for the other stations as well (fig. 2B).

The measured streamflow on the Missouri River at 

the U.S. Highway 69 crossing in Kansas City (site 7) was 

140,000 cubic feet per second (ft3/s) during the survey. This 

streamflow has a daily exceedance probability of about 

4.9 percent (based on flow duration analysis; U.S. Geological 

Survey, 2003) at the streamgage on Interstate 435 upstream 

from Parkville and is between the 20-percent and 50-percent 

annual exceedance probability (5-year and 2-year recurrence interval) flood flows of 162,000 and 120,000 ft3

/s, 
Introduction 3

Ohio

River

Mississippi

River

Greater

Kansas City

area

Greater

St. Louis area

St. Joseph

06910450

Atchison

Boonville

Washington

Piedmont

Cairo

Chester

Cape Girardeau

Lexington

Hermann

Hannibal

Bayview/

Quincy Memorial

Louisiana

Glasgow Waverly

Brownville

Rocheport

Leavenworth

Rulo

IOWA

MISSOURI

ARKANSAS

KENTUCKY

TENNESSEE

KANSAS

OKLAHOMA

NEBRASKA

ILLINOIS

Missouri

River

1

2

3

4

5 14 15

16

17

18 19

20

21

31

32

36

37

Caruthersville

38

22

23 27

24

35

34

33

25

26

6

7

8 9

10

111213

Area “B”

shown below

Area “A”

shown below

06906500

 06909000

Jefferson City

06934500

Miami

06895500

5

6

7

8 9 10

11 12

13

KANSAS

MISSOURI

Greater

Kansas City area

A

Parkville

0 5 10 MILES

0 5 10 KILOMETERS

06821250 27

35

34

33

24

23

25

26

MISSOURI

ILLINOIS

Missouri

Missouri

River

River

Mississippi

River

Clark

Chain of Rocks

McKinley

Martin Luther King

Eads

B

Greater

St. Louis

area

0 5 10 MILES

0 5 10 KILOMETERS

95° 94° 93° 92° 91° 90° 89°

40°

39°

38°

37°

36°

0 20 40 60 80 100 MILES

0 20 40 60 80 100 KILOMETERS

Base from U.S. Geological Survey 1:100,000-scale digital data, 1993

Universal Transverse Mercator projection, Zone 15 North

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Missouri River

Basin

U.S. Army Corps of

Engineers reservoirs

Map area

IA

MT

MN

IL

WY

CO

MO

NE

KS

AR OK TN

KY

SD

ND

EXPLANATION

Highway bridge location—Numbering

on Missouri River from 2011 flood

study (Huizinga, 2012); numbering 

on Mississippi River based on 

sequencing of bridges maintained by 

Missouri Department of Transportation

Highway bridge location—Surveyed in

this study

U.S. Geological Survey streamflow-gaging 

station and identifier

06895500

1

7

Figure 1. Location of highway bridges crossing the Missouri and 

Mississippi Rivers in and into Missouri, and bathymetric surveys of 

the Missouri River channel from May 22 to May 31, 2017.
Table 1. Highway bridges crossing the Missouri River in and into Missouri, in downstream order. [MoDOT, Missouri Department of Transportation; Mo., Missouri; US, U.S. highway; --, not known/applicable; NDOR, Nebraska Department of Roads; Nebr., Nebraska; W, weKansas; KDOT, Kansas Department of Transportation; MO, Missouri State highway; K, Kansas State highway; IS, Interstate highway; S, southbound; N, northbound] Site number (fig. 1) Primary agency Structure number Local name County Route River milea Surveyed as part of this study Remark 

Upstream from Kansas City 1 MoDOT L0098 Brownville Atchison, Mo. US 136 535.3 No -- 

-- NDOR -- Rulo Richardson, Nebr. US 159 498.1 No -- 2 MoDOT A3664 W St. Joseph Buchanan, Mo. US 36 W 447.9 No Dual bridge crossing 

A3664 E St. Joseph Doniphan, Kans. US 36 E No Dual bridge crossing 

3 KDOT 59-3-16.38 (013) Atchison Atchison, Kans. US 59 422.5 No -- 4 KDOT 92-52-18.48 (026) Leavenworth Leavenworth, Kans. MO 92/K 92 397.5 No -- 

Greater Kansas City area 5 KDOT 435-105-11.97 (235) Parkville Platte, Mo. IS 435 S 383.4 No Dual bridge crossing with 435-105-11.98 (240) 

435-105-11.98 (240) Parkville Wyandotte, Kans. IS 435 N No Dual bridge crossing with 435-105-11.97 (235) 

6 MoDOT A1800 Riverside Platte, Mo. IS 635 374.1 No -- 7 MoDOT A8340 Fairfax Platte, Mo. US 69 372.6 Yes Replaced K0456/A0450 in 2016 8 MoDOT A4649 Broadway Avenue Clay, Mo. US 169 366.2 No -- 9 MoDOT A4060 Heart of America Clay, Mo. MO 9 365.5 No -- 10 MoDOT A7650 kcICON Clay, Mo. IS 35 364.7 No -- 11 MoDOT A5817 Chouteau Clay, Mo. MO 269 362.3 No -- 12 MoDOT A0767 Randolph Clay, Mo. IS 435 360.3 No -- 13 MoDOT A4757 Courtney Jackson, Mo. MO 291 S 352.7 No Dual bridge crossing with L0568 

L0568 Courtney Jackson, Mo. MO 291 N No Dual bridge crossing with A4757 

Between Kansas City and St. Louis 14 MoDOT A5664 Lexington Ray, Mo. MO 13 314.9 Yes -- 1

15 MoDOT A5910 Waverly Lafayette, Mo. US 24 293.2 Yes -- 116 MoDOT K0999 Miami Carroll, Mo. MO 41 262.6 Yes -- 1
Table 1. Highway bridges crossing the Missouri River in and into Missouri, in downstream order.—Continued[MoDOT, Missouri Department of Transportation; Mo., Missouri; US, U.S. highway; --, not known/applicable; NDOR, Nebraska Department of Roads; Nebr., Nebraska; W, weKansas; KDOT, Kansas Department of Transportation; MO, Missouri State highway; K, Kansas State highway; IS, Interstate highway; S, southbound; N, northbound]

Site 

number

(fig. 1)

Primary 

agency

Structure number Local name County Route River milea Surveyed as part of this study Remark 

Between Kansas City and St. Louis—Continued

17 MoDOT G0069 Glasgow Saline, Mo. MO 240 226.3 Yes -- 118 MoDOT A4574 Boonville Cooper, Mo. MO 5 196.6 Yes -- 119 MoDOT L0962 Rocheport Boone, Mo. IS 70 185.1 Yes -- 120 MoDOT L0550 Jefferson City Callaway, Mo. US 54 S 143.9 Yes Dual bridge crossing with 

A4497

1

A4497 Jefferson City Cole, Mo. US 54 N Yes Dual bridge crossing with 

L0550

21 MoDOT A6288 Hermann Montgomery, Mo. MO 19 97.9 Yes -- 22 MoDOT K0969 Washington Franklin, Mo. MO 47 67.6 No Replaced in 2018 

Greater St. Louis area

23 MoDOT A4017 Daniel Boone St. Charles, Mo. US 40 E 43.9 No Dual bridge crossing with 

J1000

J1000 Daniel Boone St. Louis, Mo. US 40 W No Dual bridge crossing with 

A4017

24 MoDOT A5585 E Page Avenue St. Charles, Mo. MO 364 E 32.7 No Dual bridge crossing 

A5585 W Page Avenue St. Louis, Mo. MO 364 W No Dual bridge crossing 

25 MoDOT A3292 Blanchette St. Charles, Mo. IS 70 E 29.6 No Dual bridge crossing with 

L0561

L0561 Blanchette St. Louis, Mo. IS 70 W No Dual bridge crossing with 

A3292

26 MoDOT A4557 E Discovery St. Charles, Mo. MO 370 E 27.0 No Dual bridge crossing 

A4557 W Discovery St. Louis, Mo. MO 370 W No Dual bridge crossing 

27 MoDOT A3047 Lewis and 

Clark

St. Charles, Mo. US 67 8.1 No -- 
6 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Date

3/1 3/16 4/1 4/16 5/1 5/16 6/1 6/16 7/1 7/16 8/1 8/16 9/1

Streamflow, in thousand cubic feet per second

100

90

80

70

60

50

40

30

200

300

400

500

600

100

200

300

90

80

70

60

50

40

30

5/17 5/19 5/21 5/23 5/25 5/27 5/29 5/31 6/2 6/4

A

B

Date range

shown in

A above

EXPLANATION

06895500 Waverly, Missouri

06821250 Parkville, Missouri

06906500 Glasgow, Missouri

06909000 Boonville, Missouri

06910450 Jefferson City, Missouri

06934500 Hermann, Missouri

Approximate time of survey at

indicated site number (fig. 1)

7

14 15

17 16

18 19

20

21

7

Figure 2. Unit values of streamflow (in 15-minute intervals) at selected streamflow-gaging stations in the study 

area on the Missouri River between Kansas City and St. Louis, Missouri. A, from May 17 through June 4, 2017; B, 

from March 1 through September 1, 2017 (U.S. Geological Survey, 2019).
Introduction 7

respectively, for that reach (U.S. Army Corps of Engineers, 

2003, plate E–20). Conversely, the measured streamflow at the 

Missouri State Highway 19 crossing at Hermann (site 21) was 

192,000 ft3/s during the survey. This streamflow has a daily 

exceedance probability range of about 7 percent (based on 

flow duration analysis; U.S. Geological Survey, 2003) at the 

streamgage at Hermann and is slightly less than the 50-percent 

annual exceedance probability (2-year recurrence interval) 

flood flow of 248,000 ft3/s (U.S. Army Corps of Engineers, 

2003, table E–20).

Streamflow conditions in this daily and annual exceedance range are in the moderate flood-flow regime. In an analysis of real-time scour monitoring data at Jefferson City, Mo., 

Huizinga (2014) noted that substantial pier scour begins soon 

after the onset of hydrograph rise (substantial rise of 8 feet [ft] 

or more), although the scour often does not reach maximum 

depth until the peak stage is reached or sometime thereafter 

(see fig. 35 in Huizinga, 2014). Although the flow conditions 

for these surveys may not have been at the peak flow for the 

spring, a series of moderate peaks had been observed at the 

streamgages on this reach, and flow was substantially higher 

than base flow based on the daily exceedance values during 

the surveys (fig. 2B). Although the scour scenario captured at 

the sites in this study likely does not represent the maximum 

scour potential, the cumulative information gathered at several 

sites during the course of multiple surveys in 2010, 2011, 

2013, and 2017 remains useful for determining scour for a 

variety of flow conditions, particularly when combined with, 

or compared to, a scour scenario captured at high flood flow 

conditions such as in 2011.

Description of Equipment and Basic Processing

The bathymetry of the Missouri River at each of the 

bridges was determined using a high-resolution MBMS. The 

various components of the MBMS used for this study are as 

described in reports about studies on the Missouri and Mississippi Rivers in Missouri (Huizinga and others, 2010; Huizinga, 

2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017a) and on the 

Missouri and Yellowstone Rivers in North Dakota (Densmore 

and others, 2013). The survey methods used to obtain the data 

were similar to these previous studies, as were the measures 

used to ensure data quality. A brief description of the equipment follows; a complete description of the various system 

components and methods used in this study is available in 

the previous reports by Huizinga (2010), Huizinga and others 

(2010), and Densmore and others (2013).

An MBMS is an integration of several individual components: the multibeam echosounder (MBES), an inertial navigation system (INS), and a data-collection and data-processing 

computer. The MBES that was used for the 2017 surveys is 

the Teledyne RESON SeaBat 7125–SV2 (fig. 3), operated at 

a frequency of 400 kilohertz (kHz). The INS that was used is 

the Applanix Position Orientation Solution for Marine Vessels 

(POS MV) WaveMaster system. The INS provides position in 

three-dimensional space and measures the heave, pitch, roll, 

and heading of the vessel (and, thereby, the MBES) to accurately position the data received by the MBES. Real-time kinematic (RTK) differential corrections for the INS came from 

cellular communication with the MoDOT Global Navigation 

Satellite System (GNSS) real-time network for the navigation 

and tide solution during the 2017 surveys.

As in previous surveys (Huizinga, 2010, 2011, 2012, 

2013, 2014, 2015, 2016, 2017a, b), the navigation information 

from the 2017 surveys was postprocessed using the POSPac 

Mobile Mapping Suite (MMS) software (Applanix Corporation, 2009) to mitigate the effects of degraded positional 

accuracy of the vessel while near or under a bridge. POSPac 

MMS provides tools to identify and compensate for sensor 

and environmental errors and computes an optimally blended 

navigation solution from the GNSS and inertial measurement 

unit (IMU) raw data. The blended navigation solution (called a 

“smoothed best estimate of trajectory” or “SBET” file) generated by postprocessing the navigation data was applied to the 

survey at a given bridge to minimize the effects of the GNSS 

outages while surveying under the bridges.

The data from the MBES and INS components were processed and integrated into a cohesive dataset for cleanup and 

visualization. A computer onboard the survey vessel ran the 

HYPACK/HYSWEEP data acquisition software (HYPACK, 

Inc., 2015) that was used to prepare for the bathymetric surveys and collect the survey data. After completing the surveys, 

the acquired depth data were further processed to remove 

data spikes and other spurious points in the multibeam swath 

trace, georeferenced using the navigation and position solution 

data from the SBET file from POSPac MMS, and visualized 

in HYPACK/HYSWEEP as a triangulated irregular network 

surface (also known as a “TIN” surface) or a point cloud. 

The georeferenced data were output to a comma-delimited 

file, either having no data reduction or filtered and reduced to 

a 1.64-ft data resolution. These comma-delimited data were 

compiled into a geographic information system database for 

each site using the ArcGIS package (Esri, 2013). Data generated during this study are available as USGS data releases 

(Huizinga, 2020a, b), along with legacy bathymetric data 

generated during previous studies at these sites.

Information about the velocity of the river at various 

points throughout each study reach was collected using an 

ADCP, similar to recent previous studies by Huizinga (2012, 

2013, 2014, 2015, 2016, 2017a, b). A Teledyne RD Instruments Rio Grande ADCP operating at 600 kHz was used to 

obtain velocities at 1.64-ft increments, or “bins,” throughout 

the water column. The Rio Grande 600 kHz ADCP operates 

in depths from 2.3 to 230 ft and determines the velocity of the 

water by measuring the Doppler shift of an acoustic signal 

reflected from various particles suspended in the water (Mueller and others, 2013). By measuring the Doppler shift in four 

beam directions, the velocity of the water in each bin can be 

determined in three dimensions.
8 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

A B

Piezoceramic

projector array

Piezoceramic

receiver

array

Sound

velocity

probe

(inside

shroud) Head tilt

bracket

Transducer

head

Stabilizer

struts

Figure 3. The Teledyne RESON SeaBat 7125–SV2 multibeam echosounder. A, viewed from the bottom. B, mounted on the 

port side of the U.S. Geological Survey boat.

Basic Description of Methods

The methods used to acquire and ensure the collection of 

quality data were the same as those used in previous studies 

using the MBES (methods are detailed in Huizinga and others, 

2010; Huizinga, 2010, 2012). A brief summary of—and differences from—these methods are highlighted below.

Surveying Methods

Generally, the surveyed area extended across the active 

channel from bank to bank, as had been done in the previous studies on the Missouri River between Kansas City and 

St. Louis (Huizinga, 2010, 2012, 2014). The surveyed reaches 

ranged from 1,550 to 1,840 ft long in the direction of flow, 

positioned so that the surveyed highway bridges were about 

one-third to one-half of the total length from the upstream 

boundary, generally using about the same upstream and 

downstream boundaries as were used in the 2011 flood study 

(Huizinga, 2012). The upstream and downstream boundaries 

of the surveyed areas were assumed to be beyond the substantial hydraulic effects (wake vortices and shear flow) of the 

bridge structures.

As in previous studies, bathymetric data were obtained 

along longitudinal transect lines, and each survey was 

designed so that there was overlap of the survey swaths to 

attempt to ensure complete coverage of the channel bed and 

minimize sonic “shadows” (Huizinga and others, 2010). 

Substantial overlap was achieved for many of the surveyed 

swaths, except in shallow areas near the channel banks or 

spur dikes and near inflow structures, debris rafts, or moored 

barges. The presence of debris rafts also made surveying 

difficult in some areas. Areas near the bridge piers and along 

the banks also were surveyed in an upstream direction with 

the MBES head tilted at either 30 degrees to port or starboard 

to increase the acquisition of bathymetric data in the shallow 

areas, and higher on the banks and the sides of the piers. To 

limit potential damage to the MBES head, most of the shallow 

areas (less than about 6 ft of water depth) were not surveyed.

After completing the bathymetric survey with the MBMS 

at a given site, the velocity data were obtained with the ADCP 

on seven lateral sections across the channel within the study 

area. The position and speed of the boat were determined 

using a differential GNSS receiver mounted on a pole directly 

above the ADCP. The bottom-track reference method for 

determining boat speed was anticipated to be unusable because 

of moving channel-bed material, so the boat velocity was 

determined using the GNSS essential fix data (the NMEA0183 GGA string [shorthand for the $GPGGA standard output 

format for GNSS essential fix data defined by the National 

Marine Electronics Association 0183 standard that includes 

information on the three-dimensional location and accuracy 

of the GNSS receiver; National Marine Electronics Association, 2002]) from the differential GNSS receiver. The distance 

between the velocity section lines generally was about 260 ft. 

Three sections were upstream and four sections were downstream from the bridge in question. Each section line was traversed in each direction across the river. The reported velocity 
Introduction 9

values are the average from the two traverses of a given section line, using averaging algorithms from the Velocity Mapping Toolbox (Parsons and others, 2013). Streamflow for a site 

was computed as the average of the streamflows from reciprocal pairs (two transects per section line) at the various sections 

in the reach. Generally, measured streamflow for an individual 

transect was within 5 percent of the average.

Survey Quality-Assurance/Quality-Control 

Measures

A quality-assurance plan has been established for 

streamflow measurements using ADCPs that include several 

instrument diagnostic checks and calibrations. These standard 

operating procedures were followed when acquiring the velocity profile data for these surveys, including a moving-bed test. 

For a detailed discussion of these procedures, see Mueller and 

others (2013).

For the MBMS, the principal quality-assurance measures 

were assessed in real time during the survey. The MBMS 

operator continuously assessed the quality of the collected 

data during the survey by making visual observations of 

across-track swaths (such as convex, concave, or skewed bed 

returns in flat, smooth bottoms), noting data-quality flags and 

alarms from the MBES and the INS and noting comparisons 

between adjacent overlapping swaths. In addition to the realtime quality-assurance assessments during the survey, beam 

angle checks and a suite of patch tests were executed to ensure 

quality data were acquired from the MBMS before the 2017 

surveys. These tests were completed at Clearwater Lake near 

Piedmont, Mo. (fig. 1). Additional patch tests were completed 

on the second day of the 2017 surveys after striking an object 

during the survey on the Missouri River at Waverly to document any changes to the mounting angles from the strike.

Beam Angle Check

A beam angle check is used to determine the accuracy of 

the depth readings obtained by the outer beams (greater than 

25 degrees from nadir [vertical]) of the MBES (U.S. Army 

Corps of Engineers, 2013), which may change with time as a 

result of inaccurate sound velocities, physical configuration 

changes, and overall depth being surveyed. The HYPACK/

HYSWEEP software has a utility that develops a statistical 

assessment of the quality of the outer beams compared to a 

reference surface (HYPACK, Inc., 2015). On May 3, 2017, a 

reference surface was surveyed for a part of Clearwater Lake 

near Piedmont (fig. 1, main map), and check lines were run 

across the reference surface. Included with the measurement 

was a sound-velocity profile cast to document and quantify 

any stratification in the water column near the reference 

surface. The results of this beam angle check (table 2) were 

within the recommended performance standards used by the 

U.S. Army Corps of Engineers for hydrographic surveys for 

all the representative angles below 55 degrees (U.S. Army 

Corps of Engineers, 2013), permitting the use of the central 

110 degrees of the sound navigation and ranging (sonar) swath 

with confidence.

Ideally, the average depth of the reference surface used 

in the beam angle check would be equal to or greater than the 

depth in the area being surveyed. The depth of the Missouri 

River in each study reach generally was impossible to estimate before each survey because of the dynamic nature of the 

channel-bed and flow conditions. However, the average depth 

of the reference surface (greater than 100 ft) was expected to 

be greater than the average depth observed in the 2017 surveys 

because the average depths observed during the flood surveys 

in 2011 generally were less than 40 ft (the average depth is the 

difference between the average water-surface elevation and 

average channel-bed elevation in Huizinga [2012, table 5]). 

As described earlier in the “Surveying Methods” section in 

this report, areas with depths greater than the average depths 

generally had substantial overlap of the surveyed swath with 

adjacent swaths. Data from the outer beams in these areas 

were able to be either verified or removed to mitigate any 

detrimental effects caused by beam angle inaccuracies.

Patch Tests

Patch tests are a series of dynamic calibration tests that 

are used to check for subtle variations in the orientation and 

timing of the MBES with respect to the INS and real-world 

coordinates. The patch tests are used to determine timing 

offsets caused by latency between the MBES and the INS and 

angular offsets to roll, pitch, and yaw caused by the alignment of the transducer head (fig. 4). These offsets have been 

observed to be virtually constant for a given survey, barring an 

event that causes the mount to change such as striking a floating or submerged object (Huizinga, 2010, 2011, 2012, 2014, 

2015, 2016, 2017a). The offsets determined in the patch test 

are applied when processing the data collected during a given 

survey.

Patch tests were completed before the 2017 surveys at 

Clearwater Lake near Piedmont, Mo. (fig. 1), and again on the 

second day of surveying, while at site 15 (structure A5910 on 

U.S. Highway 24; fig. 1) over the Missouri River at Waverly, 

after striking a substantial floating log at that site (table 3). 

Although the MBES had several other minor strikes of floating 

debris at various times during the 2017 surveys, there were no 

other apparent changes to the roll, pitch, or yaw angles from 

the beginning to the end of the surveys (table 3).

For this study, there was no measured timing offset 

(table 3; Δt=0, fig. 4), which is consistent with latency test 

results for this boat and a similar equipment configuration used 

in other surveys (Huizinga and others, 2010; Huizinga, 2010, 

2011, 2012, 2013, 2014, 2015, 2016, 2017a). At the beginning of the surveys, the measured angular offset for pitch was 

–1.00 degree for all head-tilt configurations, which changed 

to –1.50 degrees after the log strike at Waverly (table 3). At 

the beginning of the surveys, the measured angular offset for 

yaw was different for each head-tilt configuration; 0.00 degree 

for no head tilt, 1.00 degree for 30 degrees to starboard tilt, 
10 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Table 2. Results of a beam angle check from two check lines over a reference surface at Clearwater Lake near Piedmont, Missouri, on 

May 3, 2017.

[<, less than; --, no data]

Beam angle limit

(degrees)

Maximum outlier

(feet)

Mean difference

(feet)

Standard deviation

(feet)

95-percent confidence

(feet)

0 0.52 0.00 0.10 0.20

5 0.62 0.03 0.13 0.23

10 0.56 0.03 0.13 0.23

15 0.72 0.07 0.13 0.23

20 0.62 0.07 0.13 0.26

25 0.69 0.10 0.13 0.26

30 0.66 0.10 0.13 0.26

35 0.69 0.16 0.13 0.26

40 0.69 0.16 0.13 0.26

45 0.69 0.16 0.13 0.23

50 0.66 0.20 0.10 0.23

55 0.85 0.23 0.13 0.26

60 2.10 0.26 0.16 0.33

65 1.44 0.20 0.16 0.36

Performance standardsa

1.00 <0.30 -- <0.80

Met, angle <60 Met -- Met

a

Performance standard check values are from U.S. Army Corps of Engineers (2013, table 3–1) for soft sand/silt bottoms.

and –1.00 degree for 30 degrees to port tilt; these values 

changed to 1.50, 2.00, and 1.50 for the head-tilt configurations, respectively, after the log strike (table 3). The measured 

angular offset for roll changed from –2.40 degrees before to 

–2.75 degrees after the log strike for no tilt, –32.45 degrees 

before to –32.75 degrees after for 30 degrees to starboard tilt, 

and 27.95 degrees before to 27.50 degrees after for 30 degrees 

to port tilt. The measured offset angles for roll, pitch, and yaw 

from before the log strike at Waverly are similar to previous 

surveys with this equipment (see table 3, Huizinga, 2017a). 

It was noted in the earliest work with the MBMS in Missouri 

(Huizinga, 2010) that a sensitivity analysis of the four offsets 

implied that the ultimate position of surveyed points in threedimensional space was least sensitive to the angular offset for 

yaw, whereas it was most sensitive to the angular offset for 

roll.

The bathymetric data were processed to apply the offsets 

determined from the patch tests and to remove data spikes 

and other spurious points in the multibeam swaths through 

the use of automatic filters and manual editing. The bathymetric data were then projected to a three-dimensional grid 

at a resolution of 1.64 ft using the Combined Uncertainty and 

Bathymetry Estimator (CUBE) method (Calder and Mayer, 

2003), as implemented in the MB-MAX processing package 

of the HYPACK/HYSWEEP software (HYPACK, Inc., 2015), 

and used to generate a gridded raster surface of the channel 

bed near each bridge (hereinafter referred to as a “bathymetric 

surface”) using ArcGIS. The bathymetric surface for each site 

from the 2017 survey was compared to similar bathymetric 

surfaces created from previous surveys at a bridge by taking 

the difference between the 2017 raster surface and the previous survey raster surface. Statistics of the elevations for each 

bathymetric surface were determined, as were statistics of the 

differences between the surfaces. Sediment volumes for cut 

(scour) and fill (deposition) between the 2017 survey and previous surveys in 2010, 2011, and 2013 also were determined 

from differences in the raster surfaces using ArcGIS.

Uncertainty Estimation

Similar to the previous studies of bathymetry in Missouri (Huizinga, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 

2017a, b), uncertainty in the surveys was estimated by 

computing the total propagated uncertainty (TPU) for each 

survey-grid cell in the bathymetric surface of each survey 

area, using the CUBE method (Calder and Mayer, 2003) as 

implemented in the MB-MAX processing package of the 

HYPACK/HYSWEEP software (HYPACK, Inc., 2015). The 

CUBE method allows all random system component uncertainties and resolution effects to be combined and propagated 

through the data-processing steps, which provides a robust 

estimate of the spatial distribution of possible uncertainty 
Introduction 11

A. Latency B. Roll ∆t

∆t

α

α

α

β

β

β δ

δ

δ

 C. Pitch D. Yaw

Timing offset for latency between the multibeam echosounder and Global Navigation

Satellite System components of the inertial navigation system

Angular offset for roll of the transducer head along the longitudinal axis of the boat

Angular offset for pitch of the transducer head along the lateral axis of the boat

Angular offset for yaw of the transducer head about the vertical axis

Actual bottom Measured bottom

EXPLANATION

Figure 4. Generalized effects on data from a multibeam echosounder. A, timing offset for latency; B, angular offset for roll; 

C, angular offset for pitch; D, angular offset for yaw.

Table 3. Patch test results at Clearwater Lake near Piedmont, Missouri, on May 8, 2017, and on the Missouri River at Waverly, 

Missouri, on May 23, 2017.

Date of test Timing offset

(seconds)

Angular offset 

for roll

(degrees)

Angular offset 

for pitch

(degrees)

Angular offset 

for yaw

(degrees)

Head tilt

05/08/17 0 –2.40 –1.00 0.00 None.

05/23/17 0 –2.75 –1.50 1.50 None.

05/08/17 0 –32.45 –1.00 1.00 30 degrees starboard.

05/23/17 0 –32.75 –1.50 2.00 30 degrees starboard.

05/08/17 0 27.95 –1.00 –1.00 30 degrees port.

05/23/17 0 27.50 –1.50 1.50 30 degrees port.
12 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

within the survey area (Czuba and others, 2011). Thus, the 

TPU of a point is a measure of the accuracy to be expected 

for such a point when all relevant error sources are taken into 

account (Czuba and others, 2011). Statistics of TPU for each 

of the survey areas are shown in table 4, and an example of the 

spatial distribution of TPU typically observed in the survey 

data is shown in figure 5 for the bathymetric data at structure 

A6288 on State Highway 19 over the Missouri River.

The largest TPU in this group of surveys was 1.74 ft 

(table 4); however, as noted in previous studies, TPU values 

of this magnitude typically happened near high-relief features, 

such as the front or side of a pier footing (fig. 5). More than 

97 percent of the TPU values were less than 0.50 ft (table 4), 

which is within the specifications for a “Special Order” 

survey, the most stringent survey standard of the International 

Hydrographic Organization (IHO; International Hydrographic 

Organization, 2008). As has been noted in previous surveys 

with this equipment, the TPU values were larger near moderate-relief features (banks, spur dikes, rock riprap and outcrops, 

and scour holes near piers; fig. 5). Occasionally, the TPU values also were larger (1.00 ft or greater) in the outermost beam 

extents of the multibeam swath in the overlap with an adjacent 

swath, particularly when the MBES head was tilted for the 

survey lines along the banks or near the piers (fig. 5). Overlapping adjacent swaths in the channel thalweg (the line of 

maximum depth in the channel) also can indicate larger TPU 

values because substantial bed movement can happen between 

survey passes (fig. 5). More than 80 percent of the TPU values 

were 0.25 ft or less (table 4). The tops of bridge substructural 

elements (pier footings and seal courses) typically had TPU 

values of 0.25 ft or less.

The survey at structure A6288 on Missouri State Highway 19 had the highest average value of TPU, and generally 

the lowest percentage of bathymetry points that were less than 

the various TPU value cutoffs (table 4). There were a few 

impediments to surveying at this site in the form of lateral 

and longitudinal spur dikes along both banks, but otherwise, 

the survey was obtained with generally smooth longitudinal 

swathes (fig. 5), which was true at nearly all the sites surveyed 

in this study. The primary anomaly at this site was along the 

banks, where the sonar was used in a tilted head configuration 

to extend the potential coverage in these areas, resulting in 

substantial TPU values (fig. 5). Generally, the magnitude and 

distribution of TPU values observed at this site are representative of those observed at all the other surveyed sites.

Results of Bathymetric and 

Velocimetric Surveys

The site-specific results for each bridge are discussed in 

the following sections, starting with the upstream-most bridge 

site and progressing downstream, followed by a discussion of 

general findings that are not specific to a particular site. The 

range of bed elevations described as “the channel-bed elevations” for each survey was based on statistical analysis of the 

gridded raster surface of the bathymetry data at each site and 

covers the percentile range from 5 to 95 percent of the data. 

Because the surveys generally were limited to the active channel from bank to bank, excluding overbank areas, this percentile range generally covered the channel bed but excluded the 

banks and localized high or low spots, such as spur dikes or 

Table 4. Total propagated uncertainty results for bathymetric data at a 1.64-feet grid spacing from surveys on the Missouri River 

between Kansas City and St. Louis, Missouri, from May 22 to May 31, 2017.

[MoDOT, Missouri Department of Transportation]

Site 

number

(fig. 1)

MoDOT 

structure 

number

Maximum 

value of 

uncertainty

(feet)

Mean 

value of 

uncertainty

(feet)

Median 

value of 

uncertainty

(feet)

Standard 

deviation of 

uncertainty

(feet)

Percent of bathymetry points with 

uncertainty value less than

2.00 feet 1.00 foot 0.50 foot 0.25 foot

7 A8340 1.44 0.17 0.16 0.09 100.0 99.8 99.1 93.3

14 A5664 1.48 0.14 0.13 0.08 100.0 99.8 99.3 96.9

15 A5910 1.51 0.15 0.13 0.08 100.0 99.9 99.4 94.6

16 K0999 1.51 0.15 0.13 0.10 100.0 99.8 98.5 90.8

17 G0069 1.35 0.13 0.10 0.08 100.0 99.8 99.2 96.0

18 A4574 1.57 0.16 0.13 0.10 100.0 99.9 98.2 88.9

19 L0962 1.74 0.18 0.16 0.11 100.0 99.7 98.0 87.9

20 L0550/ 

A4497

1.48 0.19 0.16 0.10 100.0 99.8 98.7 85.0

21 A6288 1.57 0.21 0.20 0.12 100.0 99.7 97.1 80.3
91°26'30" 91°26'25" 91°26'20" 91°26'15" 91°26'10" 91°26'05" 

38°42'40"

38°42'35"

38°42'30"

FLOW

Base from National Agriculture Imagery Program, 2014Universal Transverse Mercator projection, Zone 15Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET0 25 50 75 METERS

May 3

192,000 cubic feet per s

501.1 feet above NA

Survey dateStreamflowAverage water-surface elev

Pier 4

Pier 5

Rock outcrop

Rock outcrop

Spur dike Spur dike

Longitudinal spur dike

Data collected in two passes with tilted head

Data along bank collected in two passes with tilted he

Longitudinal spur dike

Stone revetment

Pier 6

Figure 5. Total propagated uncertainty of bathymetric data from the Missouri River channel near structure A6288 on Missouri State Highway 19 at HMissouri.
The U.S. Geological Survey boat preparing 

for the bathymetric and velocimetric survey 

at structures L0550/A4497 on U.S. Highway 54 

over the Missouri River at Jefferson City, 

Missouri, on May 31, 2017.

scour holes near piers. All elevation data were referenced to 

the North American Vertical Datum of 1988 (NAVD 88).

For consistency with earlier studies, dune sizes are 

described in general terms for each of the bridge sites using 

the categories set by Huizinga (2012) for the discussion of 

bathymetry during the 2011 flood. In this report, small dunes 

and ripples are those that are less than 5 ft high from crest to 

trough, medium dunes are those that are 5 to 10 ft high, large 

dunes are those that are 10 to 15 ft high, and very large dunes 

are those that are 15 ft or more in height.

Previous bathymetric surveys have been completed at all 

the bridge sites in this study (Huizinga, 2010, 2012, 2014); 

furthermore, several of the sites had a Level 2 bridge scour 

assessment (Lagasse and others, 1991; Huizinga and Rydlund, 

2004). A map showing the difference in channel-bed elevation for the area common to each of the surveys is included 

for each site, and data from previous surveys are included in 

the cross-section plot for that bridge. The difference maps 

were created by taking the difference between the 2017 raster 

surface and a previous survey raster surface at a given bridge, 

and summary statistics (maximum, minimum, and average) 

of the difference rasters were determined. The surveys are 

broadly compared based on their timing and the streamflow at 

the time of the survey. If a site was subject to a Level 2 assessment, the cross section of the channel at the bridge (typically 

on the downstream side of the bridge) obtained during the 

Level 2 assessment is included on the cross-section plot for 

that bridge. Additionally, shaded TIN images of the channel 

and side of pier were prepared for each surveyed pier. These 

visualizations are shown in appendix figures 1.1 to 1.9.

Although the configuration of the channel bed and the 

underlying sediment transport conditions at a given site are 

associated with an instantaneous streamflow in the sections 

that follow, a given bathymetric surface actually is a reflection of more than those instantaneous transport conditions. A 

wide variety of factors affect the channel-bed configuration of 

a reach for a given streamflow (Gilbert and Murphy, 1914), 

including flow velocities and velocity distribution, the size and 

timing of previous flood rises, whether or not the stage currently is rising or falling, and other local hydraulic conditions. 

Furthermore, the channel-bed configuration at a site is affected 

by upstream and local sediment conditions and contributions, 

as well as water temperature and other seasonal variations. 

Because of the myriad number and interactions of factors 

affecting sediment transport conditions and the resultant bed 

configuration, it can be assumed that the configuration and 

size of bed forms observed during the current (2017) surveys 

between Kansas City and St. Louis depend on more than the 

instantaneous streamflow at a given site. Although it is beyond 

the scope of the current (2017) study to examine all the 

antecedent conditions that created the observed channel-bed 

configuration, the comparisons with previous surveys under 

different flow conditions nevertheless contribute to understanding the many complexities of sediment transport.

As in recent previous studies (Huizinga, 2012, 2013, 

2014, 2015, 2016, 2017a), when discussing the vertically 

averaged velocity values obtained during the surveys in the 

sections that follow, neighboring vectors having random 

variations in direction and magnitude were assumed to be an 

indication of nonuniform flow in the section resulting from 

shear and wake vortices. Conversely, neighboring vectors having gradual and systematic variations were assumed to be an 

indication of uniform flow in the section. The Missouri River 

is highly turbulent, even in the absence of structures that generate strong shear or wakes, but in the interest of conciseness, 

nonuniform flow is loosely described as “turbulent” in the following sections. The velocity data for each cross-section are 

an average of two velocity transects, spatially averaged to the 

section line using algorithms in the Velocity Mapping Toolbox 

(Parsons and others, 2013).

14 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis
Structure A8340 on U.S. Highway 69

Structure A8340 on U.S. Highway 69

Structure A8340 (site 7) is a single bridge on U.S. Highway 69, crossing the Missouri River at river mile (RM) 372.6, 

on the northwestern side of the Kansas City metropolitan area 

(fig. 1). This site was not included in the routine surveys of the 

Kansas City area bridges in 2015 (Huizinga, 2016) because 

the former bridges on U.S. Highway 69, structures K0456 and 

A0450, were in the process of being replaced at that time. The 

site was surveyed on May 22, 2017, and the average watersurface elevation near the bridge, determined by the RTK 

GNSS tide solution, was 736.9 ft (table 5). Streamflow on 

the Missouri River was about 140,000 ft3/s during the survey 

(table 5).

The survey area was about 1,550 ft long and about 900 ft 

wide, extending across the active channel from bank to bank 

(fig. 6). The upstream end of the survey area was about 680 ft 

upstream from the centerline of structure A8340 (fig. 6). The 

channel-bed elevations ranged from about 701 to 721 ft for 

most of the surveyed area (5th to 95th percentile range of the 

bathymetric data; table 5; fig. 7), except near the central main 

channel bent 4 of structure A8340 and downstream from the 

spur dikes on the left (north) bank (fig. 6). There was a defined 

thalweg along the toe of the right (south) bank, which was 

about 9 ft deeper than the channel bed in the middle of the 

channel (fig. 6). A series of medium dunes was present in the 

middle of the channel, and numerous other small dunes and 

ripples were present throughout the rest of the channel (fig. 6). 

As in previous surveys (Huizinga, 2010, 2012), stone revetment was present on the right (south) bank throughout the 

reach, and two spur dikes were present on the left (north) bank 

(fig. 6). Partial remnants of piers from old structures K0456 

and A0450 are evident to the right and downstream from 

bent 4 of structure A8340 (fig. 6).

A local scour hole near bent 4 had an approximate 

minimum channel-bed elevation of about 695 ft (table 6), 

about 10 ft above the approximate minimum channel-bed 

elevation of 685 ft (table 5), and about 5 ft below the average 

channel bed immediately upstream from the bent (the value 

of the “depth of scour hole from upstream channel bed” in 

table 6; fig. 6). A local scour hole near bent 5 had a minimum 

elevation of 710 ft, about 7 ft below the average channel bed 

immediately upstream from the pier (fig. 6; table 6). Bent 3 is 

surrounded by the rock revetment on the right (south) bank, 

but a very small depression of about 3 ft was present in the 

revetment near the upstream face of the upstream column 

(fig. 6; table 6). Information from bridge plans indicates that 

all the main channel bents of structure A8340 are shafts drilled 

23 to 28 ft into bedrock and have about 57 ft of bed material 

between the bottom of the scour hole and bedrock at bent 4 

(fig. 8; table 6); bent 5 and bent 3 have about 73 ft and 86 ft 

of bed material between the bottom of the scour hole and bedrock, respectively (fig. 8; table 6).

Results of Bathymetric and Velocimetric Surveys 15
16 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Table 5. Bridge and survey information, and selected channel-bed elevations from surveys on the Missouri River between Kansas City 

and St. Louis, Missouri, from May 22 to May 31, 2017.

[MoDOT, Missouri Department of Transportation; ADCP, acoustic Doppler current profiler; ft3/s, cubic foot per second; ft, foot; US, U.S. highway; MO, Missouri State highway; IS, Interstate highway; all elevations are in feet above the North American Vertical Datum of 1988]

Site 

number 

(fig. 1)

MoDOT 

structure 

number

Survey 

date Route River milea

Streamflow 

from ADCP 

measurementsb

(ft3/s)

Average 

water-surface 

elevation near 

the bridge

(ft)

Average 

channel-bed 

elevationc

(ft)

Approximate 

elevation of the 

indicated percentile of 

the bathymetric data

Approximate 

minimum 

channel 

elevationd

(ft)

5th 

percentile 

(ft)

95th 

percentile

(ft)

7 A8340 05/22/17 US 69 372.6 140,000 736.9 709.6 700.9 721.4 685

14 A5664 05/23/17 MO 13 314.9 160,000 687.8 661.2 654.1 673.5 641

15 A5910 05/23/17 US 24 293.2 160,000 668.8 643.4 632.4 654.9 619

16 K0999 05/24/17 MO 41 262.6 152,000 641.9 619.5 608.2 627.7 594

17 G0069 05/24/17 MO 240 226.3 167,000 610.8 583.3 574.4 595.7 559

18 A4574 05/25/17 MO 5 196.6 153,000 584.7 561.8 554.4 569.0 547

19 L0962 05/25/17 IS 70 185.1 155,000 574.7 547.3 537.7 562.0 513

20 L0550/ 

A4497

05/31/17 US 54 143.9 e125,000 537.0 512.0 503.9 524.8 500

21 A6288 05/31/17 MO 19 97.9 192,000 501.1 472.7 464.0 487.0 444

a

River mile is the distance upstream on the Lower Missouri River, starting at the confluence with the Mississippi River at St. Louis, Mo. (fig. 1), at river mile 

195.2 of the Upper Mississippi River.

b

The average streamflow obtained while making the various velocity transects. The reported value is the streamflow computed using Global Navigation Satellite System (GNSS) essential fix GGA data string as the reference, as described in the “Surveying Methods” section of the text.

c

The statistical average of the gridded raster surface of channel-bed elevations.

d

The minimum channel-bed elevation of the gridded raster surface, not necessarily in any scour holes near the bridge.

e

The reported streamflow is from a routine ADCP measurement made at this site at approximately the same time as the bathymetric survey. The data for the 

various velocity transects collected at this site were lost. The streamflow from the rating at this site was 133,000 ft3/s.

The difference between the survey on May 22, 2017, and 

the previous flood survey on July 16, 2011, indicates several 

areas of substantial bed variation between 2011 and 2016 

(fig. 9). There was an area of substantial deposition of more 

than 20 ft near the former location of the main channel bridge 

piers for structures K0456 and A0450, where a scour hole 

present in the 2011 survey (Huizinga, 2012) has subsequently 

been filled (fig. 9). Additional deposition was observed in 

the thalweg along the toe of the right (south) bank and in the 

troughs of several large dunes present in the middle of the 

channel in the 2011 survey (fig. 9). However, there was an 

area of substantial scour of more than 30 ft downstream from 

the spur dike on the left (north) bank upstream from the bridge 

(fig. 9) and an apparent widening of the channel to the north 

(figs. 8, 9). Minor scour indicated along the stone revetment 

on the right (south) bank may be the result of minor positional variations between the surveys. The average difference 

between the bathymetric surfaces (the statistical average value 

of the gridded raster surface [fig. 9] created from the difference between the 2017 and 2011 [previous] survey gridded 

raster bathymetric surfaces) was −0.33 ft (table 7), indicating minor overall channel degradation between the 2011 and 

2017 surveys. The net volume of cut in the reach from 2011 to 

2017 was about 91,800 cubic yards (yd3), and the net volume 

of fill was about 76,300 yd3, resulting in a net loss of about 

15,500 yd3 of sediment between 2011 and 2017.

The difference between the survey on May 22, 2017, and 

the previous nonflood survey on March 15, 2010, indicates 

more widespread deposition between 2010 and 2017, with 

substantial deposition of more than 20 ft again near the former 

location of the main channel bridge piers for structures K0456 

and A0450, where a scour hole present in the 2010 survey 

(Huizinga, 2010) has subsequently been filled (fig. 10). Additional deposition was observed throughout the middle of the 

channel and downstream from the spur dike on the left (north) 

bank upstream from the bridge (fig. 10). However, there was 

an area of substantial scour of more than 30 ft downstream 

from the spur dike on the left (north) bank downstream from 

the bridge and scour generally along the left (north) side of the 

channel near the bridge and downstream (fig. 10). Minor scour 
Results of Bathymetric and Velocimetric Surveys 17

94°37'35"

94°37'30"

94°37'25"

94°37'20"

94°37'15"

39°09'25"

39°09'20"

39°09'30"

FLOW

Base from National Agriculture Imagery Program, 2015

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 22, 2017

140,000 cubic feet per second

736.9 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

735

730

725

720

715

710

705

700

695

690

685

680

675

$

A

Stone revetment

Stone revetment

Spur dike

Spur dike

Bent 3

Bent 4

Bent 5

Remnants of

A0450, pier 9?

Cross section

shown in

figure 8 A'

Figure 6. Bathymetric survey of the Missouri River channel near structure A8340 on U.S. Highway 69 in Kansas City, Missouri.
18 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis Percentage of total survey-grid cells Cumulative percentage of survey-grid cells lower than indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988 

665 670 675 680 685 690 695 700 705 710 715 720 725 730 735 740

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 140,000 ft3

/s

2011 survey data; 213,000 ft3

/s

2010 survey data; 129,000 ft3

/s

Cumulative percentage

2017 survey data; 40,000 ft3

/s

2011 survey data; 213,000 ft3

/s

2010 survey data; 129,000 ft3

/s

Figure 7. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure A8340 on 

U.S. Highway 69 in Kansas City, Missouri, on May 22, 2017, compared to previous surveys.

indicated along the stone revetment on the right (south) bank, 

again, may be the result of minor positional variations between 

the surveys. The average difference between the bathymetric 

surfaces was 2.90 ft (table 7), indicating substantial overall 

channel aggradation between the 2010 and 2017 surveys for 

the area common to both surveys. The net volume of cut in the 

reach from 2010 to 2017 was about 28,700 yd3, and the net 

volume of fill was about 142,300 yd3, resulting in a net gain of 

about 113,600 yd3 of sediment.

The removal of the old bridges and change in column 

configuration of the new bridge resulted in a substantial 

change in the cross sections as well (fig. 8). The cross sections from the various surveys along the upstream face of the 

bridge are not substantially different from one another between 

bents 3 and 4, but the 2017 cross section is substantially different near the left bank, between bents 4 and 5, and near the 

former location of the main channel pier of structure K0456; 

the change of the stone revetment elevation near bent 3 also is 

apparent (fig. 8). Near the former upstream center of pier 7 of 

structure K0456, as much as 25.2 ft of deposition had occurred 

by 2017 (table 7; fig. 8). The frequency distribution of bed 

elevations was similar in shape in 2017 when compared to 

2011 and 2010, but the highest percentage of survey-grid cells 

occurred at a higher elevation, and in a substantially narrower 

range of elevations from 700 to 720 ft (fig. 7). The frequency 

distribution had a broader elevation range in 2011 (ranging 

from 693 to 722 ft), and in 2010, there was a higher percentage of survey-grid cells with elevations between 695 and 

705 ft (fig. 7). The cumulative percentages further demonstrate 

the shift to a narrower range of generally higher channel-bed 

elevations in 2017 (fig. 7).

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout the reach (fig. 11). A maximum 

velocity of about 10 feet per second (ft/s) was present in the 

upstream middle of the channel, and a minimum velocity of 

about 1 ft/s was present with flow reversal downstream from 

the various spur dikes in the reach (fig. 11). Minimal effect on 

the velocity was observed downstream from bent 4 (fig. 11), 

indicating the new pier design is appropriately hydrodynamic. 

Minor turbulence was present in all the sections (fig. 11).
Table 6. Results near piers and bents from surveys on the Missouri River between Kansas City and St. Louis, Missouri, from May 22 to May 31, 2017.[MoDOT, Missouri Department of Transportation; ft, foot; --, not known/applicable; all elevations are in feet above the North American Vertical Datum of 1988]

Site 

number 

(fig. 1)

MoDOT 

structure 

number

MoDOT 

pier/bent 

number

Foundation information Approximate 

minimum elevation 

in scour hole near 

pier/benta

(ft)

Approximate 

elevation of scour 

hole at upstream 

pier/bent face

(ft)

Approximate 

elevation of 

bedrock near 

pier/bent

(ft)

Approxim

distance be

bottom of sc

and bed

(ft)

Type Width (feet) Penetration into bedrock (ft) Bottom of seal course elevation (ft)

7 A8340 5 Drilled shaft 10.5 23 -- 710 710 638 73 

4 Drilled shaft 10.5 28 -- 695 695 638 57 3 Drilled shaft 10.5 23 -- 714 714 628 86 

14 A5664 21 Drilled shaft 49.2 28 631.55 651 654 604 47 

22 Drilled shaft 31.2 50 634.83 659 659 632 28 

15 A5910 10 Drilled shaft 32 30 628.00 646 646 605 41 

11 Drilled shaft 32 42 614.00 634 634 600 34 

16 K0999 6 Caisson 16.5 0 -- 609 609 574 36 

5 Caisson 16.5 0 -- 594 594 588 6 4 Footing 12 6 -- 625 625 620 5 

17 G0069 2 Footing 19.5 1 -- 574 579 579 b−5 

3 Caisson 19.5 1 -- 560 563 562 b−2 4 Caisson 19.5 1 -- 572 579 557 15 

18 A4574 8 Drilled shaft 32 26 527.00 547 547 506 41 

7 Drilled shaft 32 39 533.00 553 553 513 39 6 Footing 30 2 -- 560 560 551 9 5 Footing 29 2 -- c560 560 560 c0 

19 L0962 16 Footing 12 2 -- (d) (d) 536 (d) 

15 Caisson 18 3 -- c534 (d) 519 c15 

14 Caisson 24 1 -- 522 522 498 24 

20 L0550 4 Caisson 24 1 -- e508 e508 459 49 

A4497 4 Drilled shaft 29.9 11 493.50 e509 e509 459 50 

21 A6288 6 Drilled shaft 32 27 442.00 465 468 401 64 

5 Drilled shaft 32 26 444.50 465 467 413 51 4 Drilled shaft 32 25 451.50 463 463 443 20 

aThe point of lowest elevation in the scour hole near the bridge pier/bent, not necessarily at the upstream face.bScour hole at this pier/bent is substantially affected by upstream pier/bent.cScour hole is substantially affected by adjacent spur dike.dUnable to obtain data because pier was out of water or blocked by accumulated debris.eScour hole mitigated by riprap blanket around pier(s).
Bent 6

Bent 4

Bent 5

Piles

ColumnCap

Footing

Drilled shaft

Column

Cap

Drilled shaft

Column

Cap

Former location

of K0456, pier 7

600 650 700 750 800 850 900 950 1,000 1,050 1,100 1,150 1,200 1,250 1,300 1,350 1,400 1,450 1,500 

Distance from fill face of left (north) abutment, in feet

725750675650625

600

700800825775

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Approximate top of bedrock (from core logs)

Average water surface during 2011 survey (743.9 feet above NAVD 88)Average water surface during 2017 survey (736.9 feet above NAVD 88)Average water surface during 2010 survey (733.7 feet above NAVD 88)

Survey is along cross-section line shown in figure 6

A 

Channel bed from 2017 multibeam surveyChannel bed from 2011 multibeam surveyChannel bed from 2010 multibeam survey

Approximate ground line from 2014 bridge plans

Substructural and superstructura

 and top of be

(Missouri Department of Trans

Figure 8. Key features, substructural and superstructural details, and surveyed channel bed of structure A8340 on U.S. Highway 69 crossing the MiKansas City, Missouri.
Results of Bathymetric and Velocimetric Surveys 21

94°37'35"

94°37'30"

94°37'25"

94°37'20"

94°37'15"

39°09'25"

39°09'20"

39°09'30"

FLOW

Base from National Agriculture Imagery Program, 2015

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

45

30

20

15

10

7

5

3

1

Deposition Scour

A

Former location

of K0456, pier 7 Former location

of A0450, pier 9

Stone revetment

Stone revetment

Spur dike

Spur dike

Bent 3

Bent 4

Bent 5

A'

Cross section

shown in

figure 8

Figure 9. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A8340 on U.S. Highway 69 in Kansas City, Missouri, on May 22, 2017, and July 16, 2011.
Table 7. Summary information and bathymetric surface difference statistics from surveys on the Missouri River between Kansas City and St. Louis, May 31, 2017, and previous surveys. [MoDOT, Missouri Department of Transportation; ft3/s, cubic foot per second; ft2, square foot; ft, foot; A, Huizinga (2010); B, Huizinga (2012); C, Huizinga (2014); all elevatioAmerican Vertical Datum of 1988] Site number (fig. 1) MoDOT structure number Previous survey Difference between 2017 survey and previous survey Statistics of differences betwe

previous survey surfa

Source of data Date Streamflow (ft3/s) Surveyed area (×106 ft2) Average water- surface elevation (ft) Streamflow (ft3/s) Surveyed area (×106 ft2) Average water-surface elevation (ft) Minimuma,b (ft) Maximuma,b (ft) Avera

(ft

7 A8340 A 03/15/10 129,000 1.165 733.7 11,000 0.186 3.2 −30.5 39.7 2.

B 07/16/11 213,000 1.326 743.9 −73,000 0.024 −7.0 −27.2 35.0 −0.

14 A5664 B 07/20/11 211,000 1.630 693.9 −51,000 0.053 −6.1 −15.7 25.3 3.

C 04/24/13 41,100 1.263 675.4 118,900 0.420 12.4 −16.8 22.4 −0.

15 A5910 B 07/21/11 213,000 1.700 674.3 −53,000 0.054 −5.5 −29.3 25.4 0.

C 04/25/13 41,100 1.185 657.0 118,900 0.569 11.7 −14.5 21.0 −0.

16 K0999 B 07/21/11 213,000 1.890 648.3 −61,000 0.040 −6.4 −22.8 33.6 0.

C 04/25/13 44,600 1.131 630.3 107,400 0.799 11.6 −22.1 31.5 0.

17 G0069 B 07/22/11 214,000 1.570 615.7 −47,000 0.065 −4.9 −24.5 37.6 1.4

C 04/26/13 71,000 1.524 602.0 96,000 0.111 8.8 −31.2 26.5 0.4

18 A4574 B 07/25/11 219,000 2.034 590.9 −66,000 0.054 −6.2 −17.3 23.2 −0.

C 04/29/13 58,700 1.889 576.0 94,300 0.199 8.7 −15.7 25.5 −0.

19 L0962 B 07/26/11 219,000 1.851 580.9 −64,000 0.017 −6.2 −27.6 36.7 0.

C 04/29/13 63,400 1.527 566.5 91,600 0.341 8.2 −35.4 22.5 −0.

20 L0550/ A4497 B 01/26/10 155,000 1.526 540.1 −30,000 0.147 −3.1 −10.9 37.3 −0.

B 03/01/11 145,000 1.537 540.0 −20,000 0.136 −3.0 −9.9 41.9 0.B 07/27/11 219,000 1.651 544.7 −94,000 0.022 −7.7 −10.3 49.8 3.C 04/30/13 62,500 1.578 530.3 62,500 0.095 6.7 −12.4 46.3 0.4

21 A6288 B 07/28/11 215,000 2.475 504.2 −23,000 0.070 −3.1 −23.2 25.7 −0.

C 05/02/13 108,000 2.145 494.6 84,000 0.400 6.5 −22.8 22.7 −1.

aThe maximum or minimum value of change likely is near a vertical pier/bent face and affected by minor position variances. bA positive value represents deposition, a negative value represents scour. cThe maximum difference near the upstream pier/bent face was taken near the location of the “approximate elevation of scour hole at upstream pier/bent face” in table 6.dNear the location of a new pier/bent, compared at the location of the old pier in the previous survey.eScour hole in previous surveys mitigated by riprap blanket around pier(s).
Results of Bathymetric and Velocimetric Surveys 23

94°37'35"

94°37'30"

94°37'25"

94°37'20"

94°37'15"

39°09'25"

39°09'20"

39°09'30"

FLOW

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

45

30

20

15

10

7

5

3

1

Deposition Scour

A

A'

Former location

of K0456, pier 7 Former location

of A0450, pier 9

Stone revetment

Stone revetment

Spur dike

Spur dike

Bent 3

Bent 4

Bent 5

Cross section

shown in

figure 8

Base from National Agriculture Imagery Program, 2015

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

Figure 10. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A8340 on U.S. Highway 69 in Kansas City, Missouri, on May 22, 2017, and March 15, 2010.
24 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

94°37'35"

94°37'30"

94°37'25"

94°37'20"

94°37'15"

39°09'25"

39°09'20"

39°09'30"

FLOW

Base from National Agriculture Imagery Program, 2015

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 22, 2017

140,000 cubic feet per second

736.9 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

735

730

725

720

715

710

705

700

695

690

685

680

675

$

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

Vertically averaged velocity, 

 in feet per second

A

A'

Bent 3

Bent 4

Bent 5

Stone revetment

Stone revetment

Spur dike

Spur dike

Cross section

shown in

figure 8

Figure 11. Bathymetry and vertically averaged velocities of the Missouri River channel near structure A8340 on U.S. Highway 69 in Kansas City, Missouri.
Structure A5664 on Missouri State Highway 13

Structure A5664 on Missouri State Highway 13 

at Lexington, Missouri

Structure A5664 (site 14) on Missouri State Highway 13 crosses the Missouri River at RM 314.9 at Lexington, 

Mo., east of Kansas City, Mo. (fig. 1; table 1). The site was 

surveyed on May 23, 2017, and the average water-surface 

elevation near the bridge, determined by the RTK GNSS tide 

solution, was 687.8 ft (table 5). Streamflow on the Missouri 

River was about 160,000 ft3/s during the survey (table 5).

The survey area was about 1,640 ft long and about 

1,000 ft wide, extending from bank to bank in the main channel (fig. 12). The upstream end of the survey area was about 

670 ft upstream from the centerline of structure A5664, and 

piers 21 and 22 were in the water and away from the banks 

(fig. 12). The approximate channel-bed elevations ranged 

from about 654 to 674 ft for most of the surveyed area (5th to 

95th percentile range of the bathymetric data; table 5; fig. 13), 

except near the spur dikes on the right (south) bank (fig. 12; 

table 5). The channel bed between the left (north) bank and 

the spur dikes was filled with medium to large dune features, 

and small dunes and ripples were present in the area between 

the spur dikes on the right (south) side of the channel (fig. 12). 

Localized scour holes were present downstream from the spur 

dikes on the right (south) side (fig. 12).

The minor scour hole near main channel pier 21 was 

difficult to discern from nearby dunes and ripples (fig. 12); 

however, the top of the footing was evident on the left (north) 

side of the pier. Similarly, a minor scour hole was evident 

Results of Bathymetric and Velocimetric Surveys 25

near pier 22 near the right (south) bank (fig. 12). Information 

from bridge plans indicates that piers 21 and 22 are founded 

on shafts drilled 28 to 50 ft into bedrock, having about 47 ft 

of bed material between the channel bottom and bedrock at 

pier 21 and about 28 ft of material at pier 22 (fig. 14; table 6). 

The surveyed bed generally was similar to the previous 

multibeam survey on April 24, 2013, except on the left side of 

pier 21 (fig. 14).

The difference between the survey on May 23, 2017, 

and the previous nonflood survey on April 24, 2013 (fig. 15), 

indicates a generally uniform distribution of scour and deposition throughout the reach between 2013 and 2017, resulting 

in an average difference of –0.89 ft between the bathymetric 

surfaces (table 7). The net volume of cut in the reach from 

2013 to 2017 was about 82,500 yd3, and the net volume of 

fill was about 41,200 yd3, resulting in a net loss of about 

41,300 yd3 of sediment. The frequency distribution of channelbed elevations in 2017 was similar to 2013, with a higher 

percentage of survey-grid cells at elevations between 658 and 

668 ft compared to 2017. However, the peak of the data was 

lower and wider than in 2013, resulting in a slightly different 

cumulative percentage curve shape at higher percentages than 

2013. Data also were captured higher along the banks in 2017 

than in 2013, as indicated by the frequency distribution and 

cumulative percentage curves (fig. 13).

The difference between the survey on May 23, 2017, and 

the previous flood survey on July 20, 2011, indicates substantial deposition of more than 15 ft throughout most of the 

reach between 2011 and 2017, except downstream from the 
26 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

93°51'40"

93°51'35"

93°52'00"

93°51'55"

93°51'50"

93°51'45"

39°12'35"

39°12'30"

93°51'55"

93°52'00"

39°12'40"

39°12'45"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 23, 2017

160,000 cubic feet per second

687.8 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

685

680

675

670

665

660

655

650

645

640

635

$

Cross section

shown in figure 14

A

A'

Pier 22

Scour

hole

Scour

hole

Pier 21

Stone revetment

Stone revetment

Spur dike

Spur dike (upstream from survey area)

Figure 12. Bathymetric survey of the Missouri River channel near structure A5664 on Missouri State Highway 13 at Lexington, Missouri.
Results of Bathymetric and Velocimetric Surveys 27

Percentage of total survey-grid cells

Cumulative percentage of survey-grid cells lower than

indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

630 635 640 645 650 655 660 665 670 675 680 685 690

0

10

20

30

40

50

60

70

80

90

100

0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 160,000 ft3

/s

2013 survey data; 41,100 ft3

/s

2011 survey data; 211,000 ft3

/s

Cumulative percentage

2017 survey data; 160,000 ft3

/s

2013 survey data; 41,100 ft3

/s

2011 survey data; 211,000 ft3

/s

Figure 13. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure A5664 

on Missouri State Highway 13 at Lexington, Missouri, on May 23, 2017, compared to previous surveys.

spur dikes on the right (south) side of the channel (fig. 16). 

The average difference between the bathymetric surfaces 

was 3.33 ft (table 7), indicating substantial overall channel 

aggradation between the 2011 and 2017 surveys for the area 

common to both surveys. The net volume of cut in the reach 

from 2011 to 2017 was about 21,200 yd3, and the net volume of fill was about 220,300 yd3

, resulting in a net gain of 

about 199,100 yd3 of sediment. The frequency distribution of 

channel-bed elevations in 2017 was similar to 2011, with a 

higher percentage of survey-grid cells at elevations between 

658 and 668 ft. Data were captured higher along the banks in 

2017 than in 2011, as indicated by the frequency distribution 

and cumulative percentage curves (fig. 13).

Although the stone revetment on the left (north) bank 

indicated no signs of substantial change between the 2013 

and 2017 surveys (fig. 15), substantial deposition of as much 

as 10 ft was evident along the left (north) bank between 2011 

and 2017 (fig. 16). The cross sections also indicate this change 

(fig. 14), which may indicate material was added along this 

bank after the 2011 flood. This increase was noted in the previous survey at this site (Huizinga, 2014), but the lower flow 

conditions during the 2013 survey resulted in a more limited 

vertical extent of the bathymetry data and precluded inferences 

as to the cause of the observed change.

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout the reach (fig. 17). A maximum 

velocity of about 10 ft/s was present in the downstream middle 

of the channel, and a minimum velocity of about 1 ft/s was 

present with flow reversal downstream from the various spur 

dikes in the reach (fig. 17). Minimal to moderate turbulence 

was observed at several transects (fig. 17), likely as a result 

of localized flow disturbances caused by the spur dikes and 

bedforms. The bridge piers were aligned with flow, with only 

moderate effects on the velocity and no evident turbulence 

downstream from either pier (fig. 17).
Pier 22

Pier 20

Pier 21

Drilled shafts

Column

Cap

Footing

Seal course

Drilled shafts

ColumnCap

Footing

Seal course

Drilled s

ColumnCap

Footing

Seal co

2,400 2,500 2,600 2,700 2,800 2,900 3,000 3,100 3,200 3,300 3,400 

Distance from fill face of left (north) abutment, in feet

675700625600575

550

650750725775

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Channel bed from 2017 multibeam surveyChannel bed from 2013 multibeam surveyChannel bed from 2011 multibeam survey

Approximate ground line from 1999 bridge plans

Average water surface during 2011 survey (693.9 feet above NAVD 88)Average water surface during 2017 survey (687.8 feet above NAVD 88)Average water surface during 2013 survey (675.4 feet above NAVD 88)

Approximate top of bedrock (from core logs)

Survey is along cross-section line shown in figure 12

A 

Substructural and sup

 ground line, and top of be

 (Missouri Department of Transp

Figure 14. Key features, substructural and superstructural details, and surveyed channel bed of structure A5664 on Missouri State Highway 13 crosMissouri River at Lexington, Missouri.
Results of Bathymetric and Velocimetric Surveys 29

93°51'40"

93°51'35"

93°52'00"

93°51'55"

93°51'50"

93°51'45"

39°12'35"

39°12'30"

93°51'55"

93°52'00"

39°12'40"

39°12'45"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

No data

$

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Deposition Scour

A

A'

Pier 22

Pier 21

Stone revetment

Stone revetment

Spur dike

Spur dike (upstream from survey area)

Cross section

shown in figure 14

Figure 15. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A5664 on Missouri State Highway 13 at Lexington, Missouri, on May 23, 2017, and April 24, 2013.
30 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

93°51'40"

93°51'35"

93°51'55"

93°51'50"

93°51'45"

39°12'35"

39°12'30"

93°51'55"

93°52'00"

93°52'00"

39°12'40"

39°12'45"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

No data

$

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Deposition Scour

A

A'

Pier 22

Pier 21

Stone revetment

Stone revetment

Spur dike

Spur dike (upstream from survey area)

Cross section

shown in figure 14

Figure 16. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A5664 on Missouri State Highway 13 at Lexington, Missouri, on May 23, 2017, and July 20, 2011.
Results of Bathymetric and Velocimetric Surveys 31

93°51'40"

93°51'35"

93°51'55"

93°51'50"

93°51'45"

39°12'35"

39°12'30"

93°51'55"

39°12'40"

39°12'45"

93°52'00"

93°52'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 23, 2017

160,000 cubic feet per second

687.8 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

685

680

675

670

665

660

655

650

645

640

635

$

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

Vertically averaged velocity, 

 in feet per second

A

A'

Pier 22

Scour

hole

Scour

hole

Pier 21

Stone revetment

Stone revetment

Spur dike

Spur dike (upstream from survey area)

Cross section

shown in figure 14

Figure 17. Bathymetry and vertically averaged velocities of the Missouri River channel near structure A5664 on Missouri State Highway 13 at Lexington, Missouri.
Structure A5910 on U.S. Highway 24

32 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Structure A5910 on U.S. Highway 24 at Waverly, 

Missouri

Structure A5910 (site 15) on U.S. Highway 24 crosses the 

Missouri River at RM 293.2 at Waverly, Mo., east of Lexington 

and Kansas City, Mo. (fig. 1; table 1). The site was surveyed 

on May 23, 2017, and the average water-surface elevation near 

the bridge, determined by the RTK GNSS tide solution, was 

668.8 ft (table 5). Streamflow on the Missouri River was about 

160,000 ft3/s during the survey (table 5).

The survey area was about 1,640 ft long and about 

1,090 ft wide, extending from bank to bank in the main channel (fig. 18). The upstream end of the survey area was about 

650 ft upstream from the centerline of structure A5910, and 

piers 10 and 11 were in the water and away from the banks 

(fig. 18). The approximate channel-bed elevations ranged 

from about 632 to 655 ft for most of the surveyed area (5th to 

95th percentile range of the bathymetric data; table 5; fig. 19), 

except downstream from the spur dikes on the left (north) bank 

and in the channel thalweg along the toe of the right (south) 

bank (fig. 18). The thalweg was about 15 to 19 ft deeper than 

the channel bed in the middle of the channel (fig. 18). A line of 

medium to large dune features was observed in the middle of 

the channel through the survey reach, and numerous smaller 

dunes and ripples were present throughout the channel reach 

(fig. 18). A localized deep scour hole downstream from the 

upstream spur dike on the left bank had a minimum channelbed elevation of about 619 ft (fig. 18). As in previous surveys 

(Huizinga, 2012, 2014), a rock outcrop was evident on the right 

(south) bank and the upstream end of the reach, and the stone 

revetment and a longitudinal spur dike also were present on the 

right bank throughout the reach (fig. 18).

The minor scour holes near piers 10 and 11 were difficult to discern from nearby dunes and ripples (figs. 18, 20). 

Information from bridge plans indicates that piers 10 and 11 

are founded on shafts drilled 30 to 42 ft into bedrock, having 

about 34 ft of bed material between the bottom of the scour 

hole and bedrock at pier 11 (fig. 20; table 6). The surveyed bed 

generally was similar to a previous multibeam survey on July 

21, 2011, but with 5 to 10 ft of deposition between piers 10 

and 11 (fig. 20).

The difference between the survey on May 23, 2017, 

and the previous nonflood survey on April 25, 2013 (fig. 21), 

indicates a relative balance of deposition and scour throughout 

the reach between 2013 and 2017, resulting in an average difference of –0.96 ft between the bathymetric surfaces (table 7). 

The net volume of cut in the reach from 2013 to 2017 was 

about 91,400 yd3, and the net volume of fill was about 

49,400 yd3

, resulting in a net loss of about 42,000 yd3 of sediment. There was substantial deposition of more than 15 ft in 

the scour hole downstream from the upstream spur dike in the 

2013 survey (Huizinga, 2014) and moderate deposition in the 

middle of the channel throughout the reach (fig. 21). However, 

moderate localized scour was observed in the channel thalweg 

along the toe of the right (south) bank and along the right 

side of the channel throughout the reach (fig. 21). The cross 

sections from the two surveys indicate the changes between 

the surveys (figs. 20, 21). The frequency distribution of bed 

elevations was substantially wider in 2017 than in 2013, and 

more survey-grid cells were at a lower elevation in 2017 than 

2013 (fig. 19). The minor localized scour observed on the 

stone revetment on the right (south) bank likely is a function 

of positional variations between the surveys.
Results of Bathymetric and Velocimetric Surveys 33

93°30'55"

93°30'50"

93°30'45"

93°30'40"

93°30'35"

93°30'30"

39°13'00"

39°12'55"

39°12'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 23, 2017

160,000 cubic feet per second

668.8 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

665

660

655

650

645

640

635

630

625

620

615

$

No data

Cross section

shown in figure 20

A

A'

Pier 11

Longitudinal spur dike

Pier 10

Spur dike

Spur dike

Stone revetment Stone revetment

Rock outcrop

Figure 18. Bathymetric survey of the Missouri River channel near structure A5910 on U.S. Highway 24 at Waverly, Missouri.
34 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis Percentage of total survey-grid cells Cumulative percentage of survey-grid cells lower than indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

610 615 620 625 630 635 640 645 650 655 660 665

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 160,000 ft3

/s

2013 survey data; 41,100 ft3

/s

2011 survey data; 213,000 ft3

/s

Cumulative percentage

2017 survey data; 160,000 ft3

/s

2013 survey data; 41,100 ft3

/s

2011 survey data; 213,000 ft3

/s

Figure 19. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure A5910 

on U.S. Highway 24 at Waverly, Missouri, on May 23, 2017, compared to previous surveys.

The difference between the survey on May 23, 2017, and 

the previous flood survey on July 21, 2011 (fig. 22), indicates 

a relative balance of deposition and scour throughout the reach 

between 2011 and 2017, resulting in an average difference 

of +0.64 ft between the bathymetric surfaces (table 7). The 

net volume of cut in the reach from 2011 to 2017 was about 

77,800 yd3, and the net volume of fill was about 118,000 yd3, 

resulting in a net gain of about 40,200 yd3 of sediment. There 

was substantial deposition of more than 15 ft in the troughs of 

the large dunes observed in the middle of the channel in the 

2011 survey, but a substantial scour hole was present downstream from the downstream spur dike in the 2017 survey that 

was not present in the 2011 survey (fig. 22; Huizinga, 2012). 

The cross-section data from the 2017 survey demonstrate the 

pattern of deposition in the middle of the channel between 

piers 10 and 11 compared to the 2011 survey (figs. 20, 22). 

The frequency distribution of bed elevations was similar in 

2017 and 2011; however, more survey-grid cells were present 

at lower elevations than in 2011, as evident in the cumulative 

percentage curves (fig. 19). Minor deposition or scour of the 

stone revetment on the right (south) bank likely is the result of 

minor positional variations between the surveys (figs. 20, 22).

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout the reach (fig. 23). A maximum 

velocity of about 9 ft/s was present in the downstream middle 

of the channel, and a minimum velocity of about 1 ft/s was 

present with flow reversal downstream from the various spur 

dikes in the reach (fig. 23). Minimal to moderate turbulence 

was observed at several transects (fig. 23), likely as a result 

of localized flow disturbances caused by the spur dikes and 

bedforms as at other sites in this study. The bridge piers were 

aligned with flow, with only moderate effects on the velocity and no evident turbulence downstream from either pier 

(fig. 23). Data for the downstream-most velocity transect were 

incomplete, although there was no indication of any problems 

during the survey.
Pier 11

Pier 9

Pier 10

Piles

ColumnCap

Footing

Seal course

Drilled shafts

Column

Pedestal

Cap

Footing

Seal course

Drilled shafts

Column

Pedestal

Cap

Footing

Seal course

900 1,000 1,100 1,200 1,300 1,400 1,500 1,600 1,700 1,800 1,900 

Distance from fill face of left (north) abutment, in feet

675700625600575

550

650750725

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Approximate top of bedrock (from core logs)

Average water surface during 2011 survey (674.3 feet above NAVD 88)Average water surface during 2017 survey (668.8 feet above NAVD 88)Average water surface during 2013 survey (657.0 feet above NAVD 88)

Survey is along cross-section line shown in fi

A 

Channel bed from 2017 multibeam surveyChannel bed from 2013 multibeam surveyChannel bed from 2011 multibeam survey Approximate ground line from

1999 bridge plans

Substructural and superstr

 and top 

(Missouri Department of 

Figure 20. Key features, substructural and superstructural details, and surveyed channel bed of structure A5910 on U.S. Highway 24 crossing tat Waverly, Missouri.
36 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

93°30'55"

93°30'50"

93°30'45"

93°30'40"

93°30'35"

93°30'30"

39°13'00"

39°12'55"

39°12'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Scour Deposition

A

A'

Pier 11

Longitudinal spur dike

Pier 10

Spur dike

Spur dike

Stone revetment Stone revetment

Cross section

shown in figure 20

Figure 21. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A5910 on U.S. Highway 24 at Waverly, Missouri, on May 23, 2017, and April 25, 2013.
Results of Bathymetric and Velocimetric Surveys 37

93°30'55"

93°30'50"

93°30'45"

93°30'40"

93°30'35"

93°30'30"

39°13'00"

39°12'55"

39°12'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Scour Deposition

A

A'

Pier 11

Longitudinal spur dike

Pier 10

Spur dike

Spur dike

Stone revetment Stone revetment

Cross section

shown in figure 20

Figure 22. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A5910 on U.S. Highway 24 at Waverly, Missouri, on May 23, 2017, and July 21, 2011.
38 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

93°30'55"

93°30'50"

93°30'45"

93°30'40"

93°30'35"

93°30'30"

39°13'00"

39°12'55"

39°12'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 23, 2017

160,000 cubic feet per second

668.8 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

665

660

655

650

645

640

635

630

625

620

615

$

No data

Vertically averaged velocity, 

 in feet per second

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

Cross section

shown in figure 20

A

A'

Pier 11

Longitudinal spur dike

Pier 10

Spur dike

Spur dike

Stone revetment Stone revetment

Rock outcrop

Figure 23. Bathymetry and vertically averaged velocities of the Missouri River channel near structure A5910 on U.S. Highway 24 at Waverly, Missouri.
Structure K0999 on Missouri State Highway 41

Structure K0999 on Missouri State Highway 41 

at Miami, Missouri

Structure K0999 (site 16) on Missouri State Highway 41 

crosses the Missouri River at RM 262.6 at Miami, Mo., east of 

Waverly and Kansas City, Mo. (fig. 1). The site was surveyed 

on May 24, 2017, and the average water-surface elevation near 

the bridge, determined by the RTK GNSS tide solution, was 

641.9 ft (table 5). Streamflow on the Missouri River was about 

152,000 ft3/s during the survey (table 5).

The survey area was about 1,640 ft long and varied from 

about 1,380 ft wide at the upstream end to about 1,050 ft wide 

near the downstream end, extending from bank to bank in 

the main channel (fig. 24). The upstream end of the survey 

area was about 625 ft upstream from the centerline of structure K0999; piers 5 and 6 were in the water and away from 

the banks, and pier 4 was surrounded by rock revetment on 

the right (south) bank (fig. 24). The approximate channel-bed 

elevations ranged from about 608 to 628 ft for most of the 

surveyed area (5th to 95th percentile range of the bathymetric 

data; table 5; fig. 25), except near pier 5, in the scour hole 

downstream from the spur dike on the left (north) bank, and in 

the troughs of the large dune features in the thalweg along the 

toe of the rock outcrop along the right (south) side of the channel (fig. 24). The approximate minimum channel-bed elevation 

of 594 ft was at the bottom of the scour hole at pier 5 (fig. 24; 

tables 5, 6). In addition to the large dune features observed in 

the channel thalweg, numerous small dunes and ripples were 

detected throughout most of the rest of the channel (fig. 24).

As indicated above, a substantial scour hole was observed 

near pier 5 (figs. 24, 26; table 6). Information from bridge 

plans indicates that piers 5 and 6 are caissons founded on bedrock, with about 36 ft of bed material between the bottom of 

the scour hole and bedrock at pier 6 but only about 6 ft of bed 

material between the bottom of the scour hole and bedrock at 

pier 5 (fig. 26; table 6). Pier 4 is founded on a footing on bedrock according to bridge plans (fig. 26; table 6), and no scour 

hole was observed near the pier (fig. 24). The surveyed bed 

along the cross section generally was similar to the multibeam 

survey in 2011 (fig. 26). The approximate top-of-bedrock line 

from bridge plans confirms that the fluvial material near the 

right bank has washed away, exposing the bedrock along the 

thalweg, as in previous surveys (fig. 26). In modern construction, bridge substructural elements usually are pinned or 

socketed to bedrock (Brown and others, 2010; American Association of State Highway Transportation Officials, 2012), but 

full exposure of usually buried substructural elements warrants 

special consideration and observation.

The difference between the survey on May 24, 2017, 

and the previous nonflood survey on April 25, 2013 (fig. 27), 

indicates only minor deposition between 2013 and 2017, as 

indicated by an average difference of +0.95 ft between the 

bathymetric surfaces (table 7). The net volume of cut in the 

reach from 2013 to 2017 was about 26,000 yd3, and the net 

volume of fill was about 65,800 yd3, resulting in a net gain 

of about 39,800 yd3 of sediment. There was an area of scour 

around pier 5, and some additional scour in the middle of 

the channel downstream from the bridge; however, minor 

Results of Bathymetric and Velocimetric Surveys 39
40 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

93°13'25"

93°13'15"

93°13'45"

93°13'40"

93°13'35"

93°13'30"

39°19'45"

39°19'40"

39°19'35"

93°13'40"

93°13'45"

39°19'50"

39°19'55"

39°20'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 24, 2017

152,000 cubic feet per second

641.9 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

640

635

630

625

620

615

610

605

600

595

590

$

Cross section

shown in figure 26

A

A'

Pier 5

Pier 6

Pier 4

Bedrock outcrop Bedrock outcrop

Bedrock outcrop

Longitudinal spur dike Longitudinal spur dike

Spur dike

Figure 24. Bathymetric survey of the Missouri River channel near structure K0999 on Missouri State Highway 41 at Miami, Missouri.
Results of Bathymetric and Velocimetric Surveys 41

Percentage of total survey-grid cells

Cumulative percentage of survey-grid cells lower than

indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

590 595 600 605 610 615 620 625 630 635 640 645

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 152,000 ft3

/s

2013 survey data; 44,600 ft3

/s

2011 survey data; 213,000 ft3

/s

Cumulative percentage

2017 survey data; 152,000 ft3

/s

2013 survey data; 44,600 ft3

/s

2011 survey data; 213,000 ft3

/s

Figure 25. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure K0999 

on Missouri State Highway 41 at Miami, Missouri, on May 24, 2017, compared to previous surveys.

deposition was present throughout the rest of the reach, with 

moderate deposition in the thalweg downstream from the 

bridge (fig. 27). The cross sections from these two surveys 

generally were similar to one another except near pier 5 

(figs. 26, 27). The general shape of the frequency distribution 

of bed elevations was similar in all three of the surveys to date 

at this site (fig. 25), but the 2017 survey has a substantially 

higher percentage of survey-grid cells from 620 to 627 ft. The 

rock outcrop on the right (south) bank indicated no signs of 

substantial change except for minor localized scour, likely of 

previously deposited sediment (fig. 27). As with all difference 

maps in this report, substantial deposition or scour apparent at 

the faces of the piers results from minor horizontal positional 

variances between the surveys (see the “Uncertainty Estimation” section).

The difference between the survey on May 24, 2017, and 

the previous survey on July 21, 2011 (fig. 28), also indicates 

minor deposition between 2011 and 2017, as indicated by an 

average difference of +0.68 ft between the bathymetric surfaces (table 7). The net volume of cut in the reach from 2011 

to 2017 was about 58,400 yd3, and the net volume of fill was 

about 105,700 yd3, resulting in a net gain of about 47,300 yd3

of sediment between 2011 and 2017. Near the spur dike on 

the upstream left (north) bank, there was an area of moderate 

scour upstream and an area of substantial scour of more than 

20 ft immediately downstream, with a commensurate area 

of deposition continuing downstream along the left (north) 

bank (fig. 28). Areas of alternating scour and deposition were 

present along the channel thalweg (fig. 28). The cross sections from these two surveys also were similar to one another 

except in the channel thalweg and near the toe of the left 

(north) bank (fig. 26). The rock outcrop on the right (south) 

bank indicated no signs of substantial change except for minor 

localized scour, likely of previously deposited sediment, and 

some deposition behind the downstream longitudinal spur 

dikes (fig. 28). As with all difference maps in this report, substantial deposition or scour apparent at the faces of the piers 

results from minor horizontal positional variances between the 

surveys (see the “Uncertainty Estimation” section).

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout most of the reach, ranging from 

about 2 to 9 ft/s (fig. 29). Exceptions to uniform conditions 

include substantial variation in velocities on the left (north) 

bank downstream from the spur dike, and moderate turbulence 

observed in the downstream transects near the longitudinal 

spur dikes (fig. 29). All the piers were aligned with flow, as 

indicated by little to no turbulence observed downstream that 

can be directly attributed to the piers (fig. 29).
Pier 5

Pier 6

Caisson

Column

Pedestal

Cap

Caisson

Column

Pedestal

Cap

700 800 900 1,000 1,100 1,200 1,300 1,400 1,500 1,600 1,700 1,80

Distance from fill face of left (north) abutment, in feet

675700625600575

550

650750725

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Survey is along cross-section line shown in figu

A 

Approximate ground line fro scour survey on 11/07/2002

Approximate ground line from 1938 bridge plans

Average water surface during 2011 survey (648.3 feet above NAVD 88)Average water surface during 2017 survey (641.9 feet above NAVD 88)Average water surface during 2013 survey (630.3 feet above NAVD 88)

Approximate top of bedrock (from core logs)

Channel bed from 2017 multibeam surveyChannel bed from 2013 multibeam surveyChannel bed from 2011 multibeam survey

Substructural and superstru

 and top 

(Missouri Department of Transp

Figure 26. Key features, substructural and superstructural details, and surveyed channel bed of structure K0999 on Missouri State Highway 41 cMissouri River at Miami, Missouri.
Results of Bathymetric and Velocimetric Surveys 43

93°13'25"

93°13'15"

93°13'45"

93°13'40"

93°13'35"

93°13'30"

39°19'45"

39°19'40"

39°19'35"

93°13'40"

93°13'45"

39°19'50"

39°19'55"

39°20'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

45

30

20

15

10

7

5

3

1

Scour Deposition

A

A'

Pier 5

Pier 6

Pier 4

Bedrock outcrop Bedrock outcrop

Bedrock outcrop

Longitudinal spur dike

Longitudinal spur dike

Spur dike (location from 2017 survey)

Cross section

shown in figure 26

Figure 27. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure K0999 on Missouri State Highway 41 at Miami, Missouri, on May 24, 2017, and April 25, 2013.
44 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

93°13'25"

93°13'15"

93°13'45"

93°13'40"

93°13'35"

93°13'30"

39°19'45"

39°19'40"

39°19'35"

93°13'40"

93°13'45"

39°19'50"

39°19'55"

39°20'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−5

−20

−30

−45

45

30

20

15

10

7

5

3

1

Scour Deposition

A

A'

Pier 5

Pier 6

Pier 4

Bedrock outcrop Bedrock outcrop

Bedrock outcrop

Longitudinal spur dike Longitudinal spur dike

Spur dike

Cross section

shown in figure 26

Figure 28. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure K0999 on Missouri State Highway 41 at Miami, Missouri, on May 24, 2017, and July 21, 2011.
Results of Bathymetric and Velocimetric Surveys 45

93°13'25"

93°13'15"

93°13'45"

93°13'40"

93°13'35"

93°13'30"

39°19'45"

39°19'40"

39°19'35"

93°13'40"

93°13'45"

39°19'50"

39°19'55"

39°20'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 24, 2017

152,000 cubic feet per second

641.9 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

640

635

630

625

620

615

610

605

600

595

590

$

Vertically averaged velocity, 

 in feet per second

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

A

A'

Pier 5

Pier 6

Pier 4

Bedrock outcrop Bedrock outcrop

Bedrock outcrop

Longitudinal spur dike

Longitudinal spur dike

Spur dike

Cross section

shown in figure 26

Figure 29. Bathymetry and vertically averaged velocities of the Missouri River channel near structure K0999 on Missouri State Highway 41 at Miami, Missouri.
Structure G0069 on Missouri State Highway 240

Structure G0069 on Missouri State Highway 240 

at Glasgow, Missouri

Structure G0069 (site 17) on Missouri State Highway 240 

crosses the Missouri River at RM 226.3 at Glasgow, Mo., 

southeast of Miami and about halfway between Kansas City 

and St. Louis, Mo. (fig. 1). The site was surveyed on May 

24, 2017, and the average water-surface elevation near the 

bridge, determined by the RTK GNSS tide solution, was 

610.8 ft (table 5). Streamflow on the Missouri River was about 

167,000 ft3/s during the survey (table 5).

The survey area was about 1,640 ft long and varied from 

about 940 ft wide at the upstream end to about 1,160 ft wide 

near the downstream end, extending from bank to bank in the 

main channel (fig. 30). The upstream end of the survey area 

was about 590 ft upstream from the centerline of structure 

G0069, and piers 2, 3, and 4 were in the water and away from 

the banks (fig. 30). The approximate channel-bed elevations 

ranged from about 574 to 596 ft for most of the surveyed area 

(5th to 95th percentile range of the bathymetric data; table 5; 

fig. 31), except near the piers and downstream from the spur 

dike on the downstream right (west) bank (fig. 30). A poorly 

defined thalweg was present along the left (east) bank and 

deepened in the downstream reach (fig. 30). The thalweg was 

about 13 to 15 ft deeper than the channel bed in the middle of 

the downstream reach (fig. 30). Two spur dikes, and a sunken 

barge observed during the previous surveys, were present on 

the right (west) bank (fig. 30). Two large dune features were 

present in the upstream reach, and numerous medium and 

small dunes and ripples were present along the left and right 

sides throughout the channel (fig. 30). The bed was generally 

smooth in the middle of the channel downstream from the 

bridge, except for small features likely caused by wake vortices downstream from pier 3 (fig. 30).

A small scour hole was observed near pier 2 (fig. 30), 

which is founded on a footing on bedrock according to bridge 

plans (fig. 32; table 6). The ground line from the bathymetric 

survey indicated that the right side of the footing seemed to 

be undermined in previous surveys but was partially buried 

in bed sediments in the 2017 survey (fig. 32). The details of 

the footing of pier 2 in the bridge plans for structure G0069 

are not sufficient to tell if it was entrenched in the bedrock in 

any way, particularly if the top of the bedrock was not level, 

as indicated by previous surveys (Huizinga, 2014; fig. 32). 

In modern construction, bridge substructural elements usually are pinned or socketed to bedrock (Brown and others, 

2010; American Association of State Highway Transportation 

Officials, 2012), but full exposure of usually buried substructural elements warrants special consideration and observation, 

particularly at an older bridge such as structure G0069 (built 

in 1922).

A substantial scour hole was observed near main channel 

pier 3, and a smaller scour hole was observed near pier 4. Near 

pier 3 (fig. 30), the scour hole had a minimum channel-bed 

elevation of about 560 ft (table 6), which is about 20 ft below 

the average channel bed immediately upstream from the pier 

(figs. 30, 32; table 6). The scour hole was substantially larger 

in 2017 than in the previous surveys. Near pier 4, the scour 

hole had a minimum channel-bed elevation of about 572 ft 

(figs. 30, 32; table 6). Information from bridge plans indicates that piers 3 and 4 are caissons founded on bedrock; the 

bedrock is exposed at pier 3, and there is about 15 ft of bed 

material between the bottom of the scour hole and bedrock at 

pier 4 (fig. 32; table 6). The scour observed near all the highway bridge piers was substantially affected by the upstream 

railroad bridge piers (fig. 30). The surveyed bed was similar 

to the previous multibeam surveys between the left bank and 

pier 2, alternated from 5 to 10 ft above to 5 to 15 ft below the 

46 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis
Results of Bathymetric and Velocimetric Surveys 47

92°50'55"

92°51'

92°51'05"

39°13'25"

39°13'20"

39°13'15"

39°13'10"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 24, 2017

167,000 cubic feet per second

610.8 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

605

600

595

590

585

580

575

570

$

565

560

555

Cross section

shown in figure 32

A

A'

Pier 2

Pier 1

Pier 3

Pier 4

Railroad

bridge pier

Bedrock outcrop

Thalweg

Bedrock outcrop Boat ramp

Stone revetment

Railroad

bridge pier

Railroad

bridge pier Sunken barge

Sunken

barge?

Spur dike

Spur dike

Base of old

railroad

bridge pier

Base of old

railroad

bridge pier

Bedrock outcrop

Figure 30. Bathymetric survey of the Missouri River channel near structure G0069 on Missouri State Highway 240 at Glasgow, Missouri.
48 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis Percentage of total survey-grid cells Cumulative percentage of survey-grid cells lower than indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

555 560 565 570 575 580 585 590 595 600 605 610 615

0

10

20

30

40

50

60

70

80

90

100

0.00

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

Percentage of total survey-grid cells

Cumulative percentage of survey-grid cells lower than

indicated elevation

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 167,000 ft3

/s

2013 survey data; 71,000 ft3

/s

2011 survey data; 214,000 ft3

/s

Cumulative percentage

2017 survey data; 167,000 ft3

/s

2013 survey data; 71,000 ft3

/s

2011 survey data; 214,000 ft3

/s

Figure 31. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure G0069 

on Missouri State Highway 240 at Glasgow, Missouri, on May 24, 2017, compared to previous surveys.

previous multibeam surveys between piers 2 and 3, and was 

similar to the 2011 survey between piers 3 and 4 except near 

pier 3 (fig. 32). The approximate top of bedrock confirmed in 

the previous multibeam surveys seems to have a thin layer of 

fluvial material near the left bank in the 2017 survey (fig. 32), 

with further evidence from small dunes and ripples in that area 

(fig. 30). The base of an old railroad bridge pier was clearly 

evident in the scour hole near pier 3 (fig. 30). A differential 

bed at the upstream face of the scour hole near pier 3 may 

indicate the presence of a sunken barge but also may result 

from bed-material movement between the parts of the survey 

obtained with the untilted and tilted sonar head at this site 

(fig. 30).

The difference between the survey on May 24, 2017, 

and the previous nonflood survey on April 26, 2013 (fig. 33), 

indicates minor deposition (an average difference of +0.43 ft 

between the bathymetric surfaces) throughout the reach 

between 2013 and 2017 (table 7). The net volume of cut in 

the reach from 2013 to 2017 was about 65,500 yd3, and the 

net volume of fill was about 89,500 yd3, resulting in a net gain 

of about 24,000 yd3 of sediment. Scour was observed in the 

upstream right and downstream left sides of the channel, and 

near pier 3 and downstream from the downstream spur dike 

(fig. 33). Deposition was observed on the bedrock outcrop on 

the upstream left side of the channel, around pier 2, and in the 

downstream middle of the channel (fig. 33). The frequency 

distribution of bed elevations was of a similar shape but at a 

higher elevation in 2017 than in 2013; a greater percentage of 

survey-grid cells was at elevations above 575 ft (fig. 31).

The difference between the survey on May 24, 2017, and 

the previous flood survey on July 22, 2011 (fig. 34), indicates moderate deposition (an average difference of +1.41 ft 

between the bathymetric surfaces) throughout the reach 

between 2011 and 2017 (table 7). The net volume of cut in the 

reach from 2011 to 2017 was about 55,200 yd3, and the net 

volume of fill was about 136,600 yd3, resulting in a net gain of 

about 81,400 yd3 of sediment. There was an area of moderate 

to substantial scour of more than 15 ft in the upstream middle 

of the channel, near pier 3, and downstream from the spur 

dike on the downstream right (west) bank (fig. 34). However, 

there was substantial deposition of more than 15 ft on the left 

(east) side of the channel throughout the reach and moderate 

deposition on the right side of the channel downstream from 

the bridge. The frequency distribution of bed elevations in 

2017 had higher peak percentages and a narrower shape than 

in 2011, but the cumulative percentage curves for 2017 and 

2011 are remarkably similar (fig. 31).

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout the reach, ranging from about 2 to 

10 ft/s (fig. 35). Exceptions to uniform flow include angled 

flows near the constriction at the bridges, minor turbulence 

downstream from the downstream spur dike and the piers, 

and flow reversal and recirculation downstream from the boat 

ramp on the downstream left bank (fig. 35).
Pier 3

Pier 1

Pier 4 Ca

Footing

Column

Cap

Pier C

Footing

Piles

Column

Lower column

Cap Pier 2

Footing

Column

Cap

Caisson

Column

C

Co

Cap

200 300 400 500 600 700 800 900 1,000 1,100 1,200 

Distance from fill face of left (east) abutment, in feet

650675600575550

525

625700

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Survey is along cross-section line shown in figu

A 

Approximate ground line from 1922 bridge plans

Approximate top of bedrock (from core logs)

Approximate ground line from Level 2

scour survey on 11/07/2002

Average water surface

During 2017 survey (610.8 feet above NAVD 88)During 2013 survey (602.0 feet above NAVD 88)During 2011 survey (615.7 feet above NAVD 88)

Channel bed from 2017 multibeam surveyChannel bed from 2013 multibeam surveyChannel bed from 2011 multibeam survey

Substructural and superstruc

 and top o

(Missouri Department of Transp

Figure 32. Key features, substructural and superstructural details, and surveyed channel bed of structure G0069 on Missouri State Highway 240 Missouri River at Glasgow, Missouri.
50 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°50'55"

92°51'00"

92°51'05"

39°13'25"

39°13'20"

39°13'15"

39°13'10"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

45

30

20

15

10

7

5

3

1

Scour Deposition

A

A'

Pier 2

Pier 3

Pier 4

Railroad

bridge pier

Bedrock outcrop

Bedrock outcrop Boat ramp

Sunken

boat dock Stone revetment

Railroad

bridge pier

Railroad

bridge pier Sunken barge Spur dike

Spur dike

Base of old

railroad

bridge pier

Bedrock outcrop

Pier 1

Cross section

shown in figure 32

Figure 33. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure G0069 on Missouri State Highway 240 at Glasgow, Missouri, on May 24, 2017, and April 26, 2013.
Results of Bathymetric and Velocimetric Surveys 51

92°50'55"

92°51'05"

39°13'25"

39°13'20"

39°13'15"

39°13'10"

92°51'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

45

30

20

15

10

7

5

3

1

Deposition Scour

A

A'

Pier 2

Pier 3

Pier 4

Railroad

bridge pier

Bedrock outcrop

Bedrock outcrop Boat ramp

Sunken

boat dock Stone revetment

Railroad

bridge pier

Railroad

bridge pier Sunken barge Spur dike

Spur dike

Base of old

railroad

bridge pier

Bedrock outcrop

Pier 1

Cross section

shown in figure 32

Figure 34. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure G0069 on Missouri State Highway 240 at Glasgow, Missouri, on May 24, 2017, and July 22, 2011.
52 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°50'55"

92°51'05"

39°13'25"

39°13'20"

39°13'15"

39°13'10"

92°51'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 24, 2017

167,000 cubic feet per second

610.8 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

605

600

595

590

585

580

575

570

$

565

560

555

Vertically averaged velocity, 

 in feet per second

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

A

A'

Pier 2

Pier 3

Pier 4

Railroad

bridge pier

Bedrock outcrop

Thalweg

Bedrock outcrop Boat ramp

Stone revetment

Railroad

bridge pier

Railroad

bridge pier Sunken barge

Sunken

barge?

Spur dike

Spur dike

Base of old

railroad

bridge pier

Base of old

railroad

bridge pier

Bedrock outcrop

Pier 1

Cross section

shown in figure 32

Figure 35. Bathymetry and vertically averaged velocities of the Missouri River channel near structure G0069 on Missouri State Highway 240 at Glasgow, Missouri.
Results of Bathymetric and Velocimetric Surveys 53

Structure A4574 on Missouri State Highway 5

Structure A4574 on Missouri State Highway 5 at 

Boonville, Missouri

Structure A4574 (site 18) on Missouri State Highway 5 

crosses the Missouri River at RM 196.6 at Boonville, Mo., 

south of Glasgow and about halfway between Kansas City 

and St. Louis, Mo. (fig. 1). The site was surveyed on May 25, 

2017, and the average water-surface elevation near the bridge, 

determined by the RTK GNSS tide solution, was 584.7 ft 

(table 5). Streamflow on the Mississippi River was about 

153,000 ft3/s during the survey (table 5).

The survey area was about 1,640 ft long and about 

1,300 ft wide, extending from bank to bank in the main 

channel (fig. 36). The upstream end of the survey area was 

about 620 ft upstream from the centerline of structure A4574 

(fig. 36), and piers 5 through 8 were in the water, although 

piers 5 and 8 were on the extreme edges of the surveyed area 

(fig. 36). The approximate channel-bed elevations ranged 

from about 554 to 569 ft for most of the surveyed area (5th to 

95th percentile range of the bathymetric data; table 5; fig. 37), 

reaching a minimum elevation of 547 ft in the channel thalweg 

along the toe of the left (north) bank (table 5, fig. 36). The 

well-defined thalweg was present along the left (north) bank 

throughout the surveyed area and was about 8 to 12 ft deeper 

than the channel bed in the middle of the channel. Medium 

dune features with superimposed small dunes and ripples were 

present in the left (north) side of the channel, and numerous 

other small dunes and ripples were detected throughout the 

channel (fig. 36).

Minor scour holes were observed near central main channel piers 6 and 7. Near main channel pier 7 (fig. 36), the scour 

hole had a minimum channel-bed elevation of about 553 ft 

(table 6), about 20 ft above the elevation of the bottom of the 

pier seal course of 533.00 ft (fig. 38; table 6). The minor scour 

hole near pier 6 (fig. 36) had a minimum channel-bed elevation of about 560 ft (table 6). Both scour holes were difficult to 

discern from nearby dunes and ripples, but the upstream edges 

of the footing of pier 7 were visible during the survey (figs. 36, 

38). Information from bridge plans indicates that pier 7 is 

founded on shafts drilled 39 ft into bedrock, having about 

39 ft of bed material between the bottom of the scour hole and 

bedrock (fig. 38; table 6). Pier 6 is founded on a footing on 

bedrock, having about 9 ft of bed material between the bottom 

of the scour hole and bedrock (fig. 38; table 6). The surveyed 

bed was similar to the two previous multibeam surveys in 

2011 and 2013, with the 2017 bed oscillating between the bed 

in the previous surveys except near pier 7 where the bed was 5 

to 7 ft lower in 2017 than in either previous survey (fig. 38).

Main channel piers 5 and 8 were along the edges of 

the surveyed area. Pier 8 is immediately downstream from 

a longitudinal spur dike and seems to be embedded in the 

stone revetment along the left bank (fig. 36). A scour hole 

near the upstream toe of the revetment near the pier reached 

a minimum channel-bed elevation of about 547 ft (table 6), 

the minimum of the survey, which is about 20 ft above the 

elevation of the bottom of the pier seal course of 527.00 ft 

(fig. 38; table 6). The minimum elevation surveyed near pier 5 

was about 560 ft (figs. 36, 38), which is equal to the elevation 

of bedrock near the pier; pier 5 is founded on a footing on 

bedrock according to bridge plans (fig. 38; table 6). In modern 

construction, bridge substructural elements usually are pinned 

or socketed to bedrock (Brown and others, 2010; American 

Association of State Highway Transportation Officials, 2012), 
54 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°44'30"

92°44'25"

92°45'00"

92°44'55"

92°44'50"

92°44'45"

92°44'40"

92°44'35"

38°58'50"

38°58'45"

92°45'00"

38°58'55"

38°59'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 25, 2017

153,000 cubic feet per second

584.7 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

585

580

575

570

565

560

555

550

545

540

$

Cross section

shown in figure 38

A

A'

Pier 5

Pier 6

Pier 7

Pier 8 Longitudinal spur dike Stone revetment

Stone revetment

Spur dike (upstream from survey area)

Figure 36. Bathymetric survey of the Missouri River channel near structure A4574 on Missouri State Highway 5 at Boonville, Missouri.
Results of Bathymetric and Velocimetric Surveys 55

Percentage of total survey-grid cells

Cumulative percentage of survey-grid cells lower than

indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

545 550 555 560 565 570 575 580 585 590

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 153,000 ft3

/s

2013 survey data; 58,700 ft3

/s

2011 survey data; 219,000 ft3

/s

Cumulative percentage

2017 survey data; 153,000 ft3

/s

2013 survey data; 58,700 ft3

/s

2011 survey data; 219,000 ft3

/s

Figure 37. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure 

A4574 on Missouri State Highway 5 at Boonville, Missouri, on May 25, 2017, compared to previous surveys.

but full exposure of usually buried substructural elements warrants special consideration and observation.

The difference between the survey on May 25, 2017, and 

the previous nonflood survey on April 29, 2013 (fig. 39), indicates an approximate balance between scour and deposition 

throughout the reach between 2013 and 2017 (table 7). The 

net volume of cut in the reach from 2013 to 2017 was about 

67,100 yd3, and the net volume of fill was about 54,800 yd3, 

resulting in a net loss of only about 12,300 yd3 of sediment. 

Minor to moderate scour of as much as 10 ft is balanced with 

deposition in the area downstream from the spur dike on the 

right (south) bank just upstream from the surveyed reach 

(fig. 39). Scour balanced with deposition is present throughout 

the left (north) side of the channel as well (fig. 39). The average difference between the April 2013 and May 2017 bathymetric surfaces (–0.18 ft; table 7) indicates essentially zero 

net change overall, as evident in the difference map (fig. 39). 

The frequency distributions and cumulative percentage curves 

were remarkably similar between the various surveys at this 

site (fig. 37).

The difference between the survey on May 25, 2017, and 

the previous flood survey on July 25, 2011 (fig. 40), also indicates an approximate balance between scour and deposition 

throughout the reach between 2011 and 2017 (table 7). The 

net volume of cut in the reach from 2011 to 2017 was about 

79,200 yd3, and the net volume of fill was about 76,500 yd3, 

resulting in a net loss of only about 2,700 yd3 of sediment. 

Moderate to major scour of as much as 20 ft along the 

upstream thalweg and in the area downstream from the spur 

dike on the upstream right (south) bank is balanced with deposition of as much as 15 ft farther downstream (fig. 40). Large 

dune features present in the thalweg in the 2011 survey were 

replaced with medium dunes, resulting in an alternating scour/

deposition pattern in the thalweg (fig. 40); however, the average difference between the July 2011 and May 2017 bathymetric surfaces was –0.04 ft (table 7), which indicates essentially 

zero net change overall.

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout the reach, ranging from about 2 to 

8 ft/s (fig. 41). Exceptions to uniform flow include moderate 

turbulence and flow reversal downstream from the upstream 

right spur dike and the longitudinal dikes on the left bank 

(fig. 41). All the piers were aligned with flow, as indicated 

by little to no turbulence observed downstream that can be 

directly attributed to the piers (fig. 41).
Pier 8

Seal course

Footing

Drilled shafts

Column

Pedestal

Cap Pier 7

Seal course

Footing

Drilled shafts

Column

Pedestal

Cap

Pier 6

Footing

Column

Pedestal

Cap

700 800 900 1,000 1,100 1,200 1,300 1,400 1,500 1,600 1,700 1,800 1,900 

Distance from fill face of left (north) abutment, in feet

575600525500475

450

550650625675

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Survey is along cross-section line shown in figu

A 

Approximate top of bedrock (from core logs)

Channel bed from 2017 multibeam surveyChannel bed from 2013 multibeam surveyChannel bed from 2011 multibeam survey

Approximate ground line from

1998 bridge plans

Average water surface

During 2017 survey (584.7 feet above NAVD 88)During 2013 survey (576.0 feet above NAVD 88)During 2011 survey (590.9 feet above NAVD 88)

Substructural and superstru

 and top 

(Missouri Department of T

Figure 38. Key features, substructural and superstructural details, and surveyed channel bed of structure A4574 on Missouri State Highway 5 crMissouri River at Boonville, Missouri.
Results of Bathymetric and Velocimetric Surveys 57

92°44'30"

92°44'25"

92°45'00"

92°44'55"

92°44'50"

92°44'45"

92°44'40"

92°44'35"

38°58'50"

38°58'45"

92°45'00"

38°58'55"

38°59'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Scour Deposition

A

A'

Pier 5

Pier 6

Pier 7

Pier 8 Longitudinal spur dike Stone revetment

Stone revetment

Spur dike (upstream from survey area)

Cross section

shown in

figure 38

Figure 39. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A4574 on Missouri State Highway 5 at Boonville, Missouri, on May 25, 2017, and April 29, 2013.
58 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°44'30"

92°44'25"

92°45'00"

92°44'55"

92°44'50"

92°44'45"

92°44'40"

92°44'35"

38°58'50"

38°58'45"

92°45'00"

38°58'55"

38°59'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Scour Deposition

Cross section

shown in

figure 38

Pier 5

Pier 6

Pier 7

Longitudinal spur dike Pier 8 Stone revetment

Stone revetment

Spur dike (upstream from survey area)

A

A'

Figure 40. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A4574 on Missouri State Highway 5 at Boonville, Missouri, on May 25, 2017, and July 25, 2011.
Results of Bathymetric and Velocimetric Surveys 59

92°44'30"

92°44'25"

92°44'55"

92°44'50"

92°44'45"

92°44'40"

92°44'35"

38°58'50"

38°58'45"

92°45'00"

92°45'00"

38°58'55"

38°59'00"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 25, 2017

153,000 cubic feet per second

584.7 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

585

580

575

570

565

560

555

550

545

540

$

Vertically averaged velocity, 

 in feet per second

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

A

A'

Pier 5

Pier 6

Pier 7

Pier 8 Longitudinal spur dike Stone revetment

Stone revetment

Cross section

shown in

figure 38

Spur dike (upstream from survey area)

Figure 41. Bathymetry and vertically averaged velocities of the Missouri River channel near structure A4574 on Missouri State Highway 5 at Boonville, Missouri.
60 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Structure L0962 on Interstate 70

Structure L0962 on Interstate 70 near Rocheport, 

Missouri

Structure L0962 (site 19) on Interstate 70 crosses the 

Missouri River at RM 185.1 near Rocheport, Mo., east of 

Boonville and west of St. Louis, Mo. (fig. 1). The site was 

surveyed on May 25, 2017, and the average water-surface 

elevation of the river in the survey area, determined by the 

RTK GNSS tide solution, was 574.7 ft (table 5). Streamflow 

on the Missouri River was about 155,000 ft3/s during the 

survey (table 5).

The survey area was about 1,640 ft long and about 

1,200 ft wide, generally extending from bank to bank in 

the main channel (fig. 42). The upstream end of the survey 

area was about 580 ft upstream from the centerline of structure L0962 (fig. 42), and piers 14 and 15 were in the water; 

bent 16 was embedded in a debris raft island near the left 

(northeast) bank. The channel-bed elevations ranged from 

about 538 to 562 ft for most of the surveyed area (5th to 

95th percentile range of the bathymetric data; table 5; fig. 43). 

A poorly defined thalweg was present along the left bank, 

and a nearly planar bed in the middle of the channel at the 

upstream end of the reach became progressively more broken 

with small dunes and ripples as one progressed downstream 

(fig. 42). The water depth during the 2017 survey was sufficiently high to permit surveying behind and over the longitudinal spur dikes on the left (northeast) bank (fig. 42). The 

minimum channel-bed elevation of 513 ft (table 5) occurred 

downstream from the longitudinal spur dike on the downstream left (northeast) side (fig. 42).

A substantial scour hole near main channel pier 14 

(fig. 42) had a minimum channel-bed elevation of about 522 ft 

(table 6), which is about 23 ft below the average channel 

elevation upstream from the bridge (fig. 44; table 6). Information from bridge plans indicates that pier 14 is founded 

on a caisson on bedrock, having about 24 ft of bed material 

between the bottom of the scour hole and bedrock (fig. 44; 

table 6). Pier 15 is embedded in the longitudinal spur dike, 

and the minimum channel elevation at the toe of the dike near 

the pier was about 534 ft (figs. 42, 44; table 6). Pier 15 also 

is founded on a caisson on bedrock, having about 15 ft of 

material between the minimum channel elevation and bedrock (fig. 44; table 6); however, the rock of the spur dike will 

limit or prevent a local scour hole near pier 15. Bent 16 was 

completely surrounded by an island, resulting from a persistent debris raft between pier 15 and bent 16 downstream from 

the lateral part of the spur dike near those piers/bents (fig. 42). 

The surveyed bed generally was higher than the previous 

multibeam survey in 2011, with 15 to 20 ft of deposition in 

the middle, between piers 14 and 15, and about 5 to 10 ft of 

deposition between pier 14 and the right bank (fig. 44).

The difference between the survey on May 25, 2017, 

and the previous nonflood survey on April 29, 2013 (fig. 45), 

indicates an approximate balance of scour and deposition 

throughout the reach between 2013 and 2017; however, the 

average difference of –0.56 ft between the bathymetric surfaces indicates minor scour between the surveys (table 7). The 

net volume of cut in the reach from 2013 to 2017 was about 

72,500 yd3, and the net volume of fill was about 40,700 yd3, 

resulting in a net loss of about 31,800 yd3 of sediment between 

2013 and 2017. There was minor to moderate deposition of 

as much as 10 ft in the upstream left part of the channel and 

downstream from the spur dike on the right (southwest) part 

of the channel downstream from the bridge (fig. 45); however, 

moderate to substantial scour of as much as 15 ft was observed 

near pier 14 and along the toe of the longitudinal spur dikes 

along the left (northeast) side of the channel (fig. 45). The 
Results of Bathymetric and Velocimetric Surveys 61

92°32'40"

92°32'35"

92°32'30"

92°32'25"

38°57'40"

38°57'35"

38°57'45"

92°32'45"

92°32'50"

92°32'55"

38°57'30"

38°57'25"

38°57'20"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 25, 2017

155,000 cubic feet per second

574.7 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

580

575

570

565

560

555

550

545

540

535

530

525

520

515

510

$

Cross section shown

in figure 44

A

A'

Pier 14

Pier 15

Longitudinal spur dike Longitudinal spur dike

Spur dike

Longitudinal spur dike

Bent 16

Spur dike

Spur dike

Figure 42. Bathymetric survey of the Missouri River channel near structure L0962 on Interstate 70 near Rocheport, Missouri.
62 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis Percentage of total survey-grid cells Cumulative percentage of survey-grid cells lower than indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

510 515 520 525 530 535 540 545 550 555 560 565 570 575 580

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

2.25

2.50

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 155,000 ft3

/s

2013 survey data; 63,400 ft3

/s

2011 survey data; 219,000 ft3

/s

Cumulative percentage

2017 survey data; 155,000 ft3

/s

2013 survey data; 63,400 ft3

/s

2011 survey data; 219,000 ft3

/s

Figure 43. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure L0962 

on Interstate 70 near Rocheport, Missouri, on May 25, 2017, compared to previous surveys.

cross section from the 2017 survey is generally similar to the 

2013 survey, except near pier 14 where the 2017 survey section is below the 2011 survey (fig. 44). The frequency distribution of bed elevations in 2017 was similar to but wider than in 

2013, with a higher percentage of survey-grid cells at higher 

elevations than in 2013 because of the higher water-surface 

elevation (fig. 44). Minor scour indicated along the longitudinal spur dikes on the left (northeast) bank may be the result of 

minor positional variations between the surveys (figs. 44, 45). 

As with all difference maps presented in this report, substantial 

deposition or scour apparent at the faces of the piers results 

from minor horizontal positional variances between the surveys (see the “Uncertainty Estimation” section).

The difference between the survey on May 25, 2017, 

and the previous flood survey on July 26, 2011 (fig. 46), also 

indicated an approximate balance of scour and deposition 

throughout the reach between 2011 and 2017. The net volume 

of cut in the reach from 2011 to 2017 was about 108,400 yd3, 

and the net volume of fill was about 122,900 yd3, resulting in 

a net gain of only about 14,500 yd3 of sediment. However, the 

apparent balance of scour and deposition (an average difference of +0.22 ft between the bathymetric surfaces; table 7) 

was the result of moderate to substantial scour of as much 

as 45 ft balanced with moderate to substantial deposition of 

as much as 45 ft in various locations throughout the reach 

(fig. 46). The cross section from the 2017 survey is generally similar to the 2011 survey between pier 14 and the right 

(southwest) bank, but the cross sections alternate as to which 

is at a higher elevation between piers 14 and 15 (fig. 44). The 

frequency distribution of bed elevations in 2011 was different 

from both 2013 and 2017, with a substantially higher percentage of survey-grid cells at elevations between 545 and 555 ft 

(fig. 44). Minor scour was again indicated along the longitudinal spur dikes on the left (northeast) bank (figs. 44, 46) 

but may be the result of minor positional variations between 

the surveys. As with all difference maps presented in this 

report, substantial deposition or scour apparent at the faces 

of the piers results from minor horizontal positional variances between the surveys (see the “Uncertainty Estimation” 

section).

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout the reach, ranging from about 1 to 

10 ft/s (fig. 47), with locally lower velocities and flow reversal 

along the banks, particularly downstream from the various 

spur dikes in the reach (fig. 47). Pier 14 was mostly aligned 

with flow, causing minimal turbulence downstream (fig. 47); 

however, flow approached pier 14 from the left side, causing 

an asymmetric scour hole that is longer and slightly deeper 

on the left side, similar to observations from previous surveys 

(fig. 47).
Bent 17

Footing

Column

Cap

Bent 16

Footing

Column

Cap

Pier 15

Caisson

Column

Pedestal

Cap

Pier 14

Caisson

Column

Pedestal

Cap

100 200 300 400 500 600 700 800 900 1,000 1,100 1,200 1,300 

Distance from fill face of left (northeast) abutment, in feet

600625550525500

475

575650

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Survey is along cross-section line shown in figu

A

Approximate ground line from 1957 bridge plans

Approximate ground line from Level 2

scour survey on 11/07/2002

Channel bed from 2017 multibeam surveyChannel bed from 2013 multibeam surveyChannel bed from 2011 multibeam survey

Approximate top of bedrock (from core logs)

Average water surface during 2011 survey (580.9 feet above NAVD 88)Average water surface during 2017 survey (574.7 feet above NAVD 88)

Average water surface during 2013 survey (566.5 feet above NAVD 88)

Substructural and superstru

 and top 

(Missouri Department of T

Figure 44. Key features, substructural and superstructural details, and surveyed channel bed of structure L0962 on Interstate 70 crossing the Mnear Rocheport, Missouri.
64 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°32'40"

92°32'35"

92°32'30"

92°32'25"

38°57'40"

38°57'35"

38°57'45"

92°32'45"

92°32'50"

92°32'55"

38°57'30"

38°57'25"

38°57'20"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

45

30

20

15

10

7

5

3

1

Scour Deposition

Cross section shown

in figure 44

A

A'

Pier 14

Pier 15

Longitudinal spur dike Longitudinal spur dike

Spur dike

Longitudinal spur dike

Bent 16

Spur dike

Spur dike

Figure 45. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure L0962 on Interstate 70 near Rocheport, Missouri, on May 25, 2017, and April 29, 2013.
Results of Bathymetric and Velocimetric Surveys 65

92°32'40"

92°32'35"

92°32'30"

92°32'25"

38°57'40"

38°57'35"

38°57'45"

92°32'45"

92°32'50"

92°32'55"

38°57'30"

38°57'25"

38°57'20"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

45

30

20

15

10

7

5

3

1

Scour Deposition

Cross section shown

in figure 44

A

A'

Pier 14

Pier 15

Longitudinal spur dike Longitudinal spur dike

Spur dike

Longitudinal spur dike

Bent 16

Spur dike

Spur dike

Figure 46. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure L0962 on Interstate 70 near Rocheport, Missouri, on May 25, 2017, and July 26, 2011.
66 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°32'40"

92°32'35"

92°32'30"

92°32'25"

38°57'40"

38°57'35"

38°57'45"

92°32'45"

92°32'50"

92°32'55"

38°57'30"

38°57'25"

38°57'20"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 25, 2017

155,000 cubic feet per second

574.7 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

580

575

570

565

560

555

550

545

540

535

530

525

520

515

510

$

Vertically averaged velocity, 

 in feet per second

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

Cross section shown

in figure 44

A

A'

Pier 14

Pier 15

Longitudinal spur dike Longitudinal spur dike

Spur dike

Longitudinal spur dike

Bent 16

Spur dike

Spur dike

Figure 47. Bathymetry and vertically averaged velocities of the Missouri River channel near structure L0962 on Interstate 70 near Rocheport, Missouri.
Results of Bathymetric and Velocimetric Surveys 67

Structures L0550 and A4497 on U.S. Highway 54 

Structures L0550 and A4497 on U.S. Highway 54 

at Jefferson City, Missouri

Structures L0550 and A4497 (site 20) are dual bridges 

on U.S. Highway 54 crossing the Missouri River at RM 143.9 

at Jefferson City, Mo., southeast of Rocheport and west of St. 

Louis, Mo. (fig. 1). The site was surveyed on May 31, 2017, 

and the average water-surface elevation of the river in the 

survey area, determined by the RTK GNSS tide solution, was 

537.0 ft (table 5). Streamflow on the Missouri River was about 

125,000 ft3/s during the survey (table 5). This site has been the 

subject of several multibeam surveys (Huizinga, 2014) that 

provide bathymetry at a variety of flow conditions for comparison. Furthermore, scour countermeasures in the form of a 

riprap blanket were placed around pier 4 of structures L0550 

and A4497 in 2015, and the site near the piers was surveyed 

before and after the installation of these countermeasures.

The survey area in 2017 was about 1,640 ft long and 

about 970 ft wide from bank to bank in the main channel 

(fig. 48). The upstream end of the survey area was about 630 ft 

upstream from the centerline between structures L0550 and 

A4497, and piers 3 and 4 of both structures were in the water, 

although pier 3 was on the extreme edges of the surveyed area 

on the right (south) bank (fig. 48). The channel-bed elevations 

ranged from about 504 to 525 ft for most of the surveyed area 

(5th to 95th percentile range of the bathymetric data; table 5; 

fig. 49), except along the toe of the right (south) bank, on the 

upper banks, and near the spur dikes on the left and right sides 

of the channel (fig. 48). A shallow thalweg was present along 

the right (south) bank throughout the reach and was about 5 to 

7 ft deeper than the channel bed in the middle of the channel 

(fig. 48). Small dunes and ripples were present throughout the 

survey reach (fig. 48). As in previous surveys (Huizinga, 2012; 

2014), stone revetment was present on the right (south) bank 

throughout the reach (fig. 48).

The scour holes that historically have been observed 

near pier 4 of both structures (see fig. 31 in Huizinga, 2014) 

were conspicuously absent in the 2017 survey, having been 

effectively mitigated by the scour countermeasures installed 

around the piers (figs. 48, 50–52). The top of the riprap blanket countermeasure was evident around both piers in 2017, 

except along the upstream edge of the blanket where migrating 

medium dune features have deposited material and covered 

the riprap (fig. 48). As would be expected, the change from 

before to after the installation of countermeasures indicates as 

much as 30 ft of deposition near the upstream face of pier 4 

of upstream structure L0550 (fig. 53); other minimal changes 

occurred between the before and after surveys. Information 

from bridge plans indicates that pier 4 of upstream structure L0550 is founded on a caisson on bedrock, having about 

49 ft of bed material between the channel bed near the pier and 

bedrock (fig. 50; table 6). Pier 4 of structure A4497 is founded 

on shafts drilled 11 ft into bedrock, having about 50 ft of bed 

material between the channel bed near the pier and bedrock 

(fig. 51; table 6). Away from the piers, the surveyed bed generally was similar to the various other multibeam surveys, but 

most similar to the July 2011 survey, and lower than the January 2010 survey (figs. 50, 51).

As with the other sites in this (2017) study, this site was 

surveyed with the other July–August 2011 flood surveys and 

the previous surveys of the mid-Missouri sites in 2013, as 

detailed in Huizinga (2012) and Huizinga (2014). Furthermore, real-time monitoring of the scour hole at pier 4 happened at this site from 2010 to 2013 using fixed, single-beam 

acoustic transducers attached to the upstream nose of pier 4 

of both structures, and several bathymetric surveys of the area 

were completed as part of that study, also detailed in previous reports for this site (Huizinga, 2012, 2014). Finally, as 

mentioned previously, partial surveys of the channel bed near 

pier 4 of structures L0550 and A4497 were surveyed before 

and after installation of the scour countermeasures near those 

piers (fig. 52). As in the preceding discussions at each site 

between Kansas City and St. Louis, the differences between 

the current (2017) survey at this site and all the previous surveys will be examined and discussed in reverse chronological 

order from most recent to earliest.
68 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°10'45"

92°10'40"

92°10'35"

92°10'30"

92°10'25"

38°35'15"

38°35'10"

38°35'05"

92°10'55"

38°35'20"

92°10'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 31, 2017

125,000 cubic feet per second

537.0 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

540

535

530

525

520

515

510

505

500

495

490

485

480

475

470

465

460

$

Cross section shown

in figure 50

A

A'

Cross section shown

in figure 51

B

B'

L0550

Pier 4

Stone revetment

Stone revetment

Longitudinal spur dike

Spur dike

Boat ramp

A4497

Pier 4

L0550

Pier 3 A4497

Pier 3

Approximate

apparent

boundary

of riprap

blanket

Figure 48. Bathymetric survey of the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri.
Results of Bathymetric and Velocimetric Surveys 69

Percentage of total survey-grid cells

Cumulative percentage of survey-grid cells lower than

indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

460 465 470 475 480 485 490 495 500 505 510 515 520 525 530 535 540

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

2.25

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 125,000 ft3

/s

2013 survey data; 65,200 ft3

/s

July 2011 survey data; 219,000 ft3

/s

March 2011 survey data; 145,000 ft3

/s

2010 survey data; 155,000 ft3

/s

Cumulative percentage

2017 survey data; 125,000 ft3

/s

2013 survey data; 65,200 ft3

/s

July 2011 survey data; 219,000 ft3

/s

March 2011 survey data; 145,000 ft3

/s

2010 survey data; 155,000 ft3

/s

Figure 49. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structures L0550 

and A4497 on U.S. Highway 54 at Jefferson City, Missouri, on May 31, 2017, compared to previous surveys.

The difference between the survey on May 31, 2017, and 

the partial surveys on September 22 and October 29, 2015, 

clearly indicate the changes resulting from the installation of 

the riprap blanket countermeasures around pier 4 (fig. 54). The 

scour hole near pier 4 of both structures before the installation 

experienced deposition of as much as 20 ft (fig. 54A). Minor 

scour of 7 to 10 ft was observed throughout the partial reach in 

the areas away from the riprap blanket (fig. 54). Additionally, 

settling of the riprap blanket seems to have occurred along 

the upstream edge and along both sides of the blanket, with 

as much as 10 ft of scour indicated in those areas (fig. 54B), 

particularly near pier 4 of structure L0550. The cross sections 

from the 2017 survey compared to the postinstallation survey 

indicate the pattern of settling of the blanket along the edges 

(figs. 50, 51). Cut and fill volumes were not computed for the 

partial reaches of the before- and after-installation surveys.

The difference between the survey on May 31, 2017, and 

the previous nonflood survey on April 30, 2013 (fig. 55), indicates an approximate balance of scour and deposition (an average difference of +0.47 ft between the bathymetric surfaces) 

throughout the reach between 2013 and 2017 (table 7). The 

net volume of cut in the reach from 2013 to 2017 was about 

46,500 yd3, and the net volume of fill was about 73,900 yd3, 

resulting in a net gain of about 27,400 yd3 of sediment. There 

was substantial deposition of as much as 45 ft in the scour 

holes upstream from pier 4 of both structures with the installation of the countermeasures, and moderate deposition of as 

much as 10 ft in the wake zone on either side and downstream 

from the piers (fig. 55). Elsewhere throughout the reach, scour 

of as much as 15 ft was balanced by deposition of as much as 

10 ft (fig. 55). The frequency distribution of bed elevations 

was of a similar shape in 2017 compared to 2013, albeit with a 

lower peak percentage of survey-grid cells in 2017 than 2013 

(fig. 49). The resulting cumulative percentage curve is shifted 

to the left in 2013 compared to the 2017 curve (fig. 49). The 

rock outcrops on the right (south) bank seem to have experienced localized scour (fig. 55), but it is uncertain how much of 

this apparent difference is a function of positional variations 

between the surveys. As with all difference maps presented in 

this report, substantial deposition or scour apparent at the faces 

of the piers likely results from minor horizontal positional 

variances between the surveys (see the “Uncertainty Estimation” section).

The difference between the survey on May 31, 2017, and 

the previous flood survey on July 27, 2011 (fig. 56), indicates 

widespread deposition throughout the reach between July 

2011 and 2017, with an average difference of +3.88 ft between 

the bathymetric surfaces (table 7). The net volume of cut 

in the reach from July 2011 to 2017 was about 14,300 yd3, 

and the net volume of fill was about 249,000 yd3, resulting 

in a net gain of about 234,700 yd3 of sediment. There was 

substantial deposition of as much as 60 ft in the scour holes 

upstream from pier 4 of both structures with the installation of 

the countermeasures, and moderate deposition of as much as 
Pier 5

Caisson

Ice breaker

Column

Pier 4

Caisson

Ice breaker

Column

1,800 1,900 2,000 2,100 2,200 2,300 2,400 2,500 2,600 2,700 2,800 

Distance from fill face of left (northeastern) abutment, in feet

500525450425475625575550600

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Survey is along cross-section line shown in fig

A 

Approximate ground line from 1971 bridge plans Approximate ground line from Level 2

scour survey on 11/18/2002

Approximate top of bedrock (from core logs)

Average water surface during May 2017 survey (537.0 feet above NAVD 88)

Average water surface during October 2015 survey (527.5 feet above NAVD 88)

Average water surface during September 2015 survey (529.0 feet above NAVD 88)

Average water surface during April 2013 survey (530.3 feet above NAVD 88)

Average water surface during July 2011 survey (544.7 feet above NAVD 88)

Average water surface during March 2011 survey (540.0 feet above NAVD 88)

Average water surface during January 2010 survey (540.1 feet above NAVD 88)

Substructural and superstru

 and top 

(Missouri Department of T

Channel bed from MChannel bed from OChannel bed from SChannel bed from AChannel bed from JChannel bed from MChannel bed from J

EXP

Figure 50. Key features, substructural and superstructural details, and surveyed channel bed of structure L0550 on U.S. Highway 54 crossing the Jefferson City, Missouri.
Pier 4

Pier 5

Footing

Seal course

Ice breaker

Column

Drilled shafts

Drilled shafts

Footing

Seal course

Column

1,800 1,900 2,000 2,100 2,200 2,300 2,400 2,500 2,600 2,700 2,800 

Distance from fill face of left (northeastern) abutment, in feet

500525450425475625575550600

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Survey is along cross-section line shown in figu

B 

Approximate ground line from Level 2

scour survey on 11/18/2002

Approximate top of bedrock (from core logs)

Approximate ground line from 1987 bridge plans

Substructural and superstru

 and top 

(Missouri Department of T

Average water surface during May 2017 survey (537.0 feet above NAVD 88)

Average water surface during October 2015 survey (527.5 feet above NAVD 88)

Average water surface during September 2015 survey (529.0 feet above NAVD 88)

Average water surface during April 2013 survey (530.3 feet above NAVD 88)

Average water surface during July 2011 survey (544.7 feet above NAVD 88)

Average water surface during March 2011 survey (540.0 feet above NAVD 88)

Average water surface during January 2010 survey (540.1 feet above NAVD 88)

Channel bed from MChannel bed from OChannel bed from SChannel bed from AChannel bed from JChannel bed from MChannel bed from J

EXP

Figure 51. Key features, substructural and superstructural details, and surveyed channel bed of structure A4497 on U.S. Highway 54 crossing the Jefferson City, Missouri.
72 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°10'40"

92°10'42.5"

92°10'42.5"

92°10'47.5"

92°10'47.5"

92°10'45"

92°10'45"

38°35'15"

38°35'17.5"

38°35'12.5"

92°10'40"

92°10'42.5"

92°10'47.5"

92°10'47.5"

92°10'45"

38°35'15"

38°35'17.5"

38°35'12.5"

FLOWFLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 25 50 75 100 125 FEET

0 5 10 15 20 25 30 35 METERS

$

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

540

535

530

525

520

515

510

505

500

495

490

485

480

475

470

465

460

Cross section shown

in figure 50

A

A'

Cross section shown

in figure 51

B

B'

L0550

Pier 4

A4497

Pier 4

Cross section shown

in figure 50

A

A'

Cross section shown

in figure 51

B

B'

L0550

Pier 4

Approximate

apparent

boundary

of riprap

blanket

A4497

Pier 4

A B

Figure 52. Bathymetric survey of the Missouri River channel near the main channel piers of structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri. A, on September 22, 2015, before installation of scour countermeasures; B, on October 29, 2015, after 

installation of scour countermeasures.
Results of Bathymetric and Velocimetric Surveys 73

15 ft in the wake zone on either side from the piers (fig. 56). 

Elsewhere throughout the reach, deposition of as much as 10 ft 

was balanced by localized scour of as much as 15 ft along the 

left (north) bank (fig. 56). The frequency distribution of bed 

elevations was unique in July 2011, with a substantial percentage of survey-grid cells at elevations below 500 ft compared 

to 2017 (fig. 49). The cumulative percentage curve is substantially shifted to the left in July 2011 compared to the 2017 

curve (fig. 49). Again, the rock outcrops on the right (south) 

bank seem to have experienced localized scour (fig. 56), but it 

is uncertain how much of this apparent difference is a function of positional variations between the surveys. As with all 

difference maps presented in this report, substantial deposition 

or scour apparent at the faces of the piers likely results from 

minor horizontal positional variances between the surveys (see 

the “Uncertainty Estimation” section).

The difference between the survey on May 31, 2017, and 

a previous survey on March 1, 2011 (fig. 57), indicates moderate deposition (an average difference of +0.76 ft between the 

bathymetric surfaces) throughout the reach between March 

2011 and 2017 (table 7). The net volume of cut in the reach 

from March 2011 to 2017 was about 43,000 yd3, and the net 

volume of fill was about 81,200 yd3, resulting in a net gain of 

about 38,200 yd3 of sediment. Once again, there was substantial deposition of as much as 45 ft in the scour holes upstream 

from pier 4 of both structures with the installation of the countermeasures, and moderate deposition of as much as 15 ft in 

the wake zone on either side and downstream from the piers, 

balanced with scour of as much as 15 ft elsewhere throughout 

the reach (fig. 57). The frequency distribution of bed elevations was similar in March 2011 and 2017, albeit with a lower 

peak percentage of survey-grid cells in 2017 compared to 

March 2011 and with a larger percentage of survey-grid cells 

at higher elevations in 2017 (fig. 49). The cumulative percentage curves in March 2011 and 2017 are similar, except where 

greater than 90 percent because of the higher percentage of 

survey-grid cells at a higher elevation than in March 2011 

(fig. 49). Again, the rock outcrops on the right (south) bank 

seem to have experienced localized scour (fig. 57), but it is 

uncertain how much of this apparent difference is a function 

of positional variations between the surveys. As with all difference maps presented in this report, substantial deposition 

or scour apparent at the faces of the piers likely results from 

minor horizontal positional variances between the surveys (see 

the “Uncertainty Estimation” section).

The difference between the survey on May 31, 2017, 

and the first survey at this site on January 26, 2010 (fig. 58), 

indicates moderate scour (an average difference of –0.63 ft 

between the bathymetric surfaces) throughout the reach 

between 2010 and 2017 (table 7). The net volume of cut in the 

reach from 2010 to 2017 was about 83,900 yd3, and the net 

volume of fill was about 51,700 yd3, resulting in a net loss of 

about 32,200 yd3 of sediment between 2010 and 2017. Once 

again, there was substantial deposition of as much as 45 ft in 

the scour holes upstream from pier 4 of both structures with 

the installation of the countermeasures, and moderate deposition of as much as 15 ft in the wake zone on either side and 

downstream from the piers; however, moderate scour of as 

much as 15 ft was present elsewhere throughout most of the 

reach (fig. 58). The frequency distribution of bed elevations in 

2010 was similar to March 2011 and 2017, albeit with a lower 

percentage of survey-grid cells in 2017 than either March 2011 

or 2010 and with a larger percentage of survey-grid cells at 

higher elevations in 2017 (fig. 49). The cumulative percentage 

curves in 2010 and 2017 are similar, except where greater than 

90 percent because of the higher percentage of survey-grid 

cells at a higher elevation, as in March 2011 (fig. 49). Again, 

the rock outcrops on the right (south) bank seem to have experienced localized scour (fig. 58), but it is uncertain how much 

of this apparent difference is a function of positional variations 

between the surveys. Position information for surveys before 

mid-2010 were not processed through POSPac MMS and, 

therefore, have more questionable positional accuracy, particularly near the bridges where the GNSS signal might be lost. As 

with all difference maps presented in this report, substantial 

deposition or scour apparent at the faces of the piers likely 

results from minor horizontal positional variances between the 

surveys (see the “Uncertainty Estimation” section).

Although velocity transects were obtained during the 

survey on May 31, 2017, the data from those transects were 

somehow lost. Streamflow of the Missouri River at the site 

was available from a set of four transects measured upstream 

from the bridge by another USGS crew at approximately the 

same time as the bathymetric survey; however, velocity vector 

information is not available for the 2017 survey.
74 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°10'40"

92°10'42.5"

92°10'47.5"

92°10'47.5"

92°10'45"

38°35'15"

38°35'17.5"

38°35'12.5"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 25 50 75 100 125 FEET

0 5 10 15 20 25 30 35 METERS

$

EXPLANATION

Change in 

 channel-bed 

 elevation, 

 in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

60

45

30

20

15

10

7

5

3

1

Scour Deposition

Cross section shown

in figure 50

A

A'

Cross section shown

in figure 51

B

B'

L0550

Pier 4

A4497

Pier 4

Approximate

apparent

boundary

of riprap

blanket

Figure 53. Difference between surfaces created from bathymetric surveys of the Missouri River channel near the main channel 

piers of structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri, on September 22 and October 29, 2015, before 

and after installation of scour countermeasures.
Results of Bathymetric and Velocimetric Surveys 75

92°10'40"

92°10'42.5"

92°10'42.5"

92°10'47.5"

92°10'47.5"

92°10'45"

92°10'45"

38°35'15"

38°35'17.5"

38°35'12.5"

92°10'40"

92°10'42.5"

92°10'47.5"

92°10'47.5"

92°10'45"

38°35'15"

38°35'17.5"

38°35'12.5"

FLOWFLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 25 50 75 100 125 FEET

0 5 10 15 20 25 30 35 METERS

$

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

60

45

30

20

15

10

7

5

3

1

Scour Deposition

Cross section shown

in figure 50

A

A'

Cross section shown

in figure 51

B

B'

L0550

Pier 4

A4497

Pier 4

Cross section shown

in figure 50

A

A'

Cross section shown

in figure 51

B

B'

L0550

Pier 4

A4497

Pier 4

Approximate

apparent

boundary

of riprap

blanket

A B

Figure 54. Difference between surfaces created from bathymetric surveys of the Missouri River channel near the main channel piers of structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri, on May 31, 2017, and before and after 

the installation of scour countermeasures. A, September 22, 2015, before installation of scour countermeasures; B, October 29, 2015, after installation of scour countermeasures.
76 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°10'45"

92°10'40"

92°10'35"

92°10'30"

92°10'25"

38°35'15"

38°35'10"

38°35'05"

92°10'55"

38°35'20"

92°10'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

60

45

30

20

15

10

7

5

3

1

Scour Deposition

Cross section shown

in figure 50

A

A'

Cross section shown

in figure 51

B

B'

L0550

Pier 4

Stone revetment

Stone revetment

Longitudinal spur dike

Spur dike

Boat ramp

A4497

Pier 4

L0550

Pier 3

A4497

Pier 3

Figure 55. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri, on May 31, 2017, and April 30, 2013.
Results of Bathymetric and Velocimetric Surveys 77

92°10'45"

92°10'40"

92°10'35"

92°10'30"

92°10'25"

38°35'15"

38°35'10"

38°35'05"

92°10'55"

38°35'20"

92°10'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

60

45

30

20

15

10

7

5

3

1

Deposition Scour

A

A'

B

B'

L0550

Pier 4

Stone revetment

Stone revetment

Longitudinal spur dike

Boat ramp

A4497

Pier 4

L0550

Pier 3

A4497

Pier 3

Spur dike

Cross section shown

in figure 50 Cross section shown

in figure 51

Figure 56. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri, on May 31, 2017, and July 27, 2011.
78 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

92°10'45"

92°10'40"

92°10'35"

92°10'30"

92°10'25"

38°35'15"

38°35'10"

38°35'05"

92°10'55"

38°35'20"

92°10'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

60

45

30

20

15

10

7

5

3

1

Deposition Scour

A

A'

B

B'

L0550

Pier 4

Stone revetment

Longitudinal spur dike Stone revetment

Boat ramp

A4497

Pier 4

L0550

Pier 3

A4497

Pier 3

Spur dike

Cross section shown

in figure 50

Cross section shown

in figure 51

Figure 57. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri, on May 31, 2017, and March 1, 2011.
Results of Bathymetric and Velocimetric Surveys 79

92°10'45"

92°10'40"

92°10'35"

92°10'30"

92°10'25"

38°35'15"

38°35'10"

38°35'05"

92°10'55"

38°35'20"

92°10'50"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

60

45

30

20

15

10

7

5

3

1

Deposition Scour

A

A'

Cross section shown

in figure 50 Cross section shown

in figure 51

B

B'

L0550

Pier 4

Stone revetment

Stone revetment

Longitudinal dike

Spur dike

Boat ramp

A4497

Pier 4

L0550

Pier 3

A4497

Pier 3

Figure 58. Diifference between surfaces created from bathymetric surveys of the Missouri River channel near structures L0550 and A4497 on U.S. Highway 54 at Jefferson City, Missouri, on May 31, 2017, and January 26, 2010.
80 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Structure A6288 on Missouri State Highway 19

Structure A6288 on Missouri State Highway 19 

at Hermann, Missouri

Structure A6288 (site 21) on Missouri State Highway 19 

crosses the Missouri River at RM 97.9 at Hermann, Mo., east 

of Jefferson City and west of St. Louis, Mo. (fig. 1). The site 

was surveyed on May 31, 2017, and the average water-surface 

elevation of the river in the survey area, determined by the 

RTK GNSS tide solution, was 501.1 ft (table 5). Streamflow 

on the Missouri River was about 192,000 ft3/s during the 

survey (table 5).

The survey area was about 1,840 ft long and about 

1,450 ft wide, generally extending from bank to bank in 

the main channel (fig. 59). The upstream end of the survey 

area was about 690 ft upstream from the centerline of structure A6288 at pier 5 (fig. 59), and piers 4 through 6 were in 

the water; pier 3 was on the edge of water at the right (south) 

bank. The channel-bed elevations ranged from about 464 to 

487 ft for most of the surveyed area (5th to 95th percentile 

range of the bathymetric data; table 5, fig. 60), except inside 

the upstream left (north) longitudinal spur dike where a local 

minimum channel-bed elevation of 444 ft was observed 

(fig. 59; table 5). A poorly defined thalweg was present along 

the toe of the left longitudinal spur dikes that deepened as one 

progressed downstream, and numerous small to medium dunes 

and ripples were present throughout the channel (fig. 59).

Minor scour holes were observed near both of the piers in 

the main channel, and near pier 6 behind the longitudinal spur 

dike on the left (north) side (fig. 59). The minor scour hole 

near pier 6 had a minimum channel-bed elevation of about 

465 ft (table 6), which is about 23 ft above the elevation of the 

bottom of the pier seal course of 442.00 ft (fig. 61; table 6). 

The minor scour hole near pier 5 had a minimum channel-bed 

elevation of about 465 ft (table 6), which is about 21 ft above 

the elevation of the bottom of the pier seal course of 444.50 ft 

(fig. 61; table 6). The minor scour hole near pier 4 had a 

minimum channel-bed elevation of about 463 ft (table 6), 

which is about 12 ft above the elevation of the bottom of the 

pier seal course of 451.50 ft (fig. 61; table 6). Both scour 

holes near main channel piers 4 and 5 were difficult to discern 

from nearby dunes and ripples, but the upstream edges of the 

footing of pier 4 were visible during the survey (figs. 59, 61). 

Information from bridge plans indicates that piers 4, 5, and 6 

are founded on shafts drilled as much as 27 ft into bedrock, 

having about 64 ft of bed material between the bottom of the 

scour hole and bedrock at pier 6, about 51 ft of material at 

pier 5, and about 20 ft of material at pier 4 (fig. 61; table 6). 

The surveyed bed in 2017 generally was similar to both previous multibeam surveys in 2011 and 2013, which in turn, were 

similar to the original ground line in 2001 from bridge plans, 

except between pier 4 and the right (south) bank and to the left 

of the spur dike on the left (north) side (fig. 61).

The difference between the survey on May 31, 2017, 

and the previous nonflood survey on May 2, 2013 (fig. 62), 

indicates minor to moderate scour has occurred throughout 

the reach between 2013 and 2017, with an average difference 

between the May 2013 and May 2017 bathymetric surfaces 

of –1.95 ft (table 7). The net volume of cut in the reach from 

2013 to 2017 was about 176,900 yd3, and the net volume 

of fill was about 23,000 yd3, resulting in a net loss of about 

153,900 yd3 of sediment between 2013 and 2017. Minor to 

moderate scour of as much as 10 ft throughout most of the 

reach is partially balanced with deposition in the area downstream from the spur dike on the left (north) bank and across 

the upstream center of the reach (fig. 62). The frequency 

distributions and cumulative percentage curves were remarkably similar in shape between the various surveys at this site 

(fig. 60), with a slightly higher percentage of survey-grid cells 

at a slightly lower elevation than in 2011.
Results of Bathymetric and Velocimetric Surveys 81

91°26'30"

91°26'25"

91°26'20"

91°26'15"

91°26'10"

91°26'05"

91°26'00"

38°42'40"

38°42'35"

38°42'30"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 31, 2017

192,000 cubic feet per second

501.1 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

495

490

485

480

475

470

465

460

455

450

445

440

$

Cross section shown

in figure 61

A

A'

Pier 4

Pier 3

Pier 5

Rock outcrop

Rock outcrop

Spur dike

Spur dike

Boat ramp

Longitudinal spur dike Longitudinal spur dike

Stone revetment

Pier 6

Figure 59. Bathymetric survey of the Missouri River channel near structure A6288 on Missouri State Highway 19 at Hermann, Missouri. 
82 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis Percentage of total survey-grid cells Cumulative percentage of survey-grid cells lower than indicated elevation

Elevation, in feet above the North American Vertical Datum of 1988

0

10

20

30

40

50

60

70

80

90

100

0

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

440 445 450 455 460 465 470 475 480 485 490 495 500 505

Frequency distribution

EXPLANATION

[ft3/s, cubic foot per second]

2017 survey data; 192,000 ft3

/s

2013 survey data; 108,000 ft3

/s

2011 survey data; 215,000 ft3

/s

Cumulative percentage

2017 survey data; 192,000 ft3

/s

2013 survey data; 108,000 ft3

/s

2011 survey data; 215,000 ft3

/s

Figure 60. Frequency distribution of bed elevations for bathymetric survey-grid cells on the Missouri River near structure A6288 

on Missouri State Highway 19 at Hermann, Missouri, on May 31, 2017, compared to previous surveys.

The difference between the survey on May 31, 2017, 

and the previous flood survey on July 28, 2011 (fig. 63), indicates an approximate balance between scour and deposition 

throughout the reach between 2011 and 2017, with a tendency towards minor scour (the average difference between 

the July 2011 and May 2017 bathymetric surfaces was 

–0.73 ft; table 7). The net volume of cut in the reach from 

2011 to 2017 was about 133,200 yd3, and the net volume 

of fill was about 66,700 yd3, resulting in a net loss of about 

66,500 yd3 of sediment between 2011 and 2017. Moderate 

scour of as much as 15 ft in the center part of the channel, 

and moderate to major scour of as much as 20 ft inside the 

longitudinal spur dike on the left (north) side near the bridge 

is balanced with localized deposition of as much as 30 ft 

in other areas of the channel (fig. 63). Large dune features 

present in the middle of the channel in the 2011 survey were 

replaced with medium to small dunes, resulting in an alternating scour/deposition pattern in that area (fig. 63).

The vertically averaged velocity vectors indicate mostly 

uniform flow throughout the reach, ranging from about 1 to 

8 ft/s (fig. 64). Exceptions to uniform flow include moderate 

turbulence and flow reversal downstream from the upstream 

right spur dike and the longitudinal dikes on the left bank 

(fig. 64). The bridge piers were skewed to flow but caused 

only minor turbulence downstream (fig. 64).
Pier 6

Seal course

Footing

Drilled shafts

Column

Pedestal

Column

Pedestal

Cap

Pier 5

Seal course

Footing

Drilled shafts

Column

Pedestal

Seal course

Footing

Drilled shafts

Cap Pier 4 Cap

500 600 700 800 900 1,000 1,100 1,200 1,300 1,400 1,500 1,600 1,700 1,800 

Distance from fill face of left (north) abutment, in feet

475500425400375

350

450550525575600

Elevation,infeet above the North American Vertical Datum of 1988 (NAVD 88)

Part of bridge shown above

Survey is along cross-section line shown in figu

A 

Approximate top of bedrock (from core logs)

Channel bed from 2017 multibeam surveyChannel bed from 2013 multibeam surveyChannel bed from 2011 multibeam survey

Approximate groufrom 2001 bridge p

Average water surface

During 2017 survey (501.1 feet above NAVD 88)During 2013 survey (494.6 feet above NAVD 88)During 2011 survey (504.2 feet above NAVD 88)

Substructural and superstru

 and top 

(Missouri Department of T

Figure 61. Key features, substructural and superstructural details, and surveyed channel bed of structure A6288 on Missouri State Highway 19 cMissouri River at Hermann, Missouri.
84 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

91°26'30"

91°26'25"

91°26'20"

91°26'15"

91°26'10"

91°26'05"

91°26'00"

38°42'40"

38°42'35"

38°42'30"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Deposition Scour

Cross section shown

in figure 61

A

A'

Pier 4

Pier 3

Pier 5

Rock outcrop

Rock outcrop

Spur dike

Spur dike

Boat ramp

Longitudinal spur dike Longitudinal spur dike

Stone revetment

Pier 6

Figure 62. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A6288 on Missouri State Highway 19 at Hermann, Missouri, on May 31, 2017, and May 2, 2013.
Results of Bathymetric and Velocimetric Surveys 85

91°26'30"

91°26'25"

91°26'20"

91°26'15"

91°26'10"

91°26'05"

91°26'00"

38°42'40"

38°42'35"

38°42'30"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

$

No data

EXPLANATION

Change in channel-bed 

 elevation, in feet 

−1

−3

−5

−7

−10

−15

−20

−30

−45

20

15

10

7

5

3

1

30

Deposition Scour

Cross section shown

in figure 61

A

A'

Pier 4

Pier 3

Pier 5

Rock outcrop

Rock outcrop

Spur dike

Spur dike

Boat ramp

Longitudinal spur dike Longitudinal spur dike

Stone revetment

Pier 6

Figure 63. Difference between surfaces created from bathymetric surveys of the Missouri River channel near structure A6288 on Missouri State Highway 19 at Hermann, Missouri, on May 31, 2017, and July 28, 2011.
86 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

91°26'30"

91°26'25"

91°26'20"

91°26'15"

91°26'10"

91°26'05"

91°26'00"

38°42'40"

38°42'35"

38°42'30"

FLOW

Base from National Agriculture Imagery Program, 2014

Universal Transverse Mercator projection, Zone 15

Horizontal coordinate information referenced to the North American Datum of 1983 (NAD 83)

Vertical coordinate information referenced to the North American Vertical Datum of 1988 (NAVD 88)

0 50 100 150 200 250 FEET

0 25 50 75 METERS

May 31, 2017

192,000 cubic feet per second

501.1 feet above NAVD 88

Survey date

Streamflow

Average water-surface elevation

Channel-bed elevation,

 in feet above NAVD 88

EXPLANATION

No data

500

495

490

485

480

475

470

465

460

455

450

445

$

Vertically averaged velocity, 

 in feet per second

0 to 1

>1 to 2

>2 to 3

>3 to 4

>4 to 5

>5 to 6

>6 to 7

>7 to 8

>8 to 9

>9 to 10

>10 to 11

>11 to 12

Cross section shown

in figure 61

A

A'

Pier 4

Pier 5

Rock outcrop

Rock outcrop

Spur dike

Spur dike

Boat ramp

Longitudinal spur dike Longitudinal spur dike

Stone revetment

Pier 6

Pier 3

Figure 64. Bathymetry and vertically averaged velocities of the Missouri River channel near structure A6288 on Missouri State Highway 19 at Hermann, Missouri.
Results of Bathymetric and Velocimetric Surveys 87

General Findings and Implications

Several of the findings at each surveyed bridge were 

common to all the bridges. Some findings were evident only 

when results of the surveys were examined as a set. These 

general findings are of benefit in the assessment of scour at 

the surveyed bridges and other bridges close by or in similar 

settings.

Effects of Moderate Flooding Compared to 

Previous Surveys

Richardson and Davis (2001) separate long-term aggradation and degradation of a channel from the contraction 

and local scour that happens at a bridge site during floods. 

Contraction scour is the general change in the channel-bed 

elevation across a bridge opening resulting from the passage 

of a flood through a constriction, where more material is in 

suspension and transport. Local scour is the localized erosion 

of material caused by flow vortex action that forms near bridge 

piers and abutments. Although all the scour processes (long 

term, contraction, and local scour) continually are at work, 

contraction and local scour generally are cyclic for the livebed scour typically observed in alluvial channels and generally 

result in a decrease and subsequent increase of the channelbed elevation during a flood.

Because of the myriad number and interactions of factors affecting sediment transport conditions and the resultant 

bed configuration, it is simplistic to assume that the configuration and size of bed forms observed during the current 

(2017) surveys between Kansas City and St. Louis (fig. 1) are 

dependent only upon the instantaneous streamflow at a given 

site. Although it is beyond the scope of the current (2017) 

study to examine all the antecedent conditions that created the 

observed channel-bed configuration, the following discussion 

attempts to draw conclusions based on the conditions observed 

at each site during the current (2017) and previous surveys.

A comparison of the dune sizes at the various sites is 

indicative of the slightly different flow regimes between 2011 

and 2017 at the surveyed sites. Several of the surveys in 2011 

had large to very large dune features, whereas the 2017 surveys were filled throughout with mostly medium to large dune 

features and ripples. However, in both sets of surveys (2011 

and 2017), the largest dune features were observed at the 

upstream-most sites (figs. 6, 12, 18, 24, 30), and they diminished as one progressed downstream (figs. 36, 42, 48, 59). In 

2017, the streamflow generally was decreasing from an earlier 

crest as one progressed downstream (fig. 2), and a similar 

kind of flow condition existed in 2011 (see fig. 2 in Huizinga, 

2012). Nonetheless, streamflows in 2011 were higher than in 

2017 (table 7), and the smaller size and amplitude of the dune 

features in 2017 compared to 2011 indicate less bed-material 

and bedload transport because of the lower streamflows 

(Simons and others, 1965). Dune sizes at the surveyed sites in 

2013 were predominantly small to medium dunes and ripples, 

indicative of the substantially lower flow regime in 2013 

(table 7).

Streamflows at the sites during the 2017 surveys ranged 

from about 1.8 to 3.9 times greater than the 2013 streamflows, 

and water-surface elevations were 6.5 to 12.4 ft higher in 2017 

than in 2013 (table 7). The average difference between the 

bathymetric surfaces varied from 1.9 ft lower to 1.0 ft higher 

in 2017 than 2013 and is generally negative, indicating scour 

(table 7). Alternatively, streamflows at the Missouri River sites 

during the 2017 surveys ranged from about 60 to 90 percent 

of the 2011 streamflows, with water-surface elevations about 

3 to 8 ft lower in 2017 than in 2011 (table 7), and the average difference between the bathymetric surfaces varied from 

about 0.7 ft lower to about 3.9 ft higher in 2017 than 2011, 

tending towards positive values, which indicates deposition 

(table 7). Some of the smaller average differences between 

surveys might be considered equivocal, based on the uncertainty associated with points as indicated by the TPU values 

recorded for the surveys (table 4). Nevertheless, these patterns 

are generally in keeping with what might be expected for 

scour and deposition based purely on streamflow. However, 

when the average channel-bed elevation is examined looking downstream with time (fig. 65), there generally seems to 

be only small variation in the average channel-bed elevations 

at a given site, and the average channel-bed elevation of the 

2017 surveys was higher than the two previous surveys at all 

but structure A6288 (site 21; fig. 65; see also table 2 in the 

2013 survey report [Huizinga, 2014] and table 5 in the 2011 

flood survey report [Huizinga, 2012]). The average channelbed elevation is affected by the area of the channel that was 

surveyed; therefore, the 2013 average channel-bed elevations may have been skewed low because less area could be 

surveyed at several sites during those lower flow conditions. 

Nonetheless, this configuration of average channel-bed elevations and average differences indicates that greater streamflow 

alone does not necessarily result in more scour at a site (as 

might be evidenced by lower average channel-bed elevations 

with increased streamflow).

The average channel-bed elevation at structure A4574 

(site 18) was remarkably similar in all three surveys (0.5-ft 

overall variation in all three surveys) and higher than what 

might be implied by a trendline along the reach between 

Kansas City and St. Louis (fig. 65). This lack of variability 

may indicate this site is at or near a local feature that controls 

sediment deposition and scour. The Missouri River flood plain 

is somewhat narrower downstream, and the transition in physiographic province from the Central Lowlands to the Ozark 

Plateau occurs near this area (Missouri Department of Natural 

Resources, 2002).

For the earliest surveys at structures L0550/A4997 

(site 20), the streamflows were both greater than the 2017 

streamflow (by 24 and 16 percent, respectively; table 7), and 

the water-surface elevation was about 3 ft higher in both 

surveys (table 7). However, the average difference between the 

bathymetric surfaces was about 0.6 ft lower and 0.8 ft higher 

in 2017 than in 2010 and March 2011, respectively (table 7). 
88 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis Elevation, in feet above the North American Vertical Datum of 1988

River mile

350 300 250 200 150 100 50

400

450

500

550

600

650

700

A5664, site 14A5910, site 15

K0999, site 16

G0069, site 17A4574, site 18

L0962, site 19

L0550/A4497, site 20

A6288, site 21

K0969, site 22

Average water-surface elevation

EXPLANATION

2017 survey data

2013 (nonflood) survey data

2011 (flood) survey data

Average channel-bed elevation

2017 survey data

2013 (nonflood) survey data

2011 (flood) survey data

Figure 65. Average channel-bed and water-surface elevations near bridges on the Missouri River between Kansas City 

and St. Louis, Missouri, from surveys in 2011, 2013, and 2017.

Most of the surveys at this site had a positive average difference, likely affected by the placement of the scour countermeasures around pier 4 of both structures. However, the 

negative average difference between the surfaces from 2010 to 

2017 may have been the result of the timing of the first survey 

in January 2010. Although the streamflow was higher in 2010 

than 2017, colder water temperatures during the winter months 

and generally lower streamflows before the 2010 survey might 

have allowed sediment to deposit in the reach just before the 

2010 survey. On the other hand, the March 2011 survey was 

after a previous rise in February 2011 and sustained higher 

flow, which might have removed sediment until the March 

2011 survey.

An examination of the frequency distributions of bed elevations in the 2017 surveys compared to the previous surveys 

reveals additional differences (fig. 66). The frequency distributions generally were narrower in the 2013 and 2017 surveys 

than in the 2011 survey at each site, with a higher percentage 

of survey-grid cells in a particular elevation range (fig. 66A). 

The narrower distribution curves result in generally steeper 

cumulative percentage curves in 2013 and 2017 than in 2011 

(fig. 66B). A notable exception is the 2011 cumulative percentage curve at structure A5664, site 14 (fig. 66B); however, 

this site was somewhat unique in all three surveys, having 

much higher percentages of survey-grid cells in a particular 

elevation range than all the other sites (fig. 66A). Cumulative percentage curves that are steep indicate a channel bed 

with a narrower range of elevations (more level throughout 

the reach), whereas those that are less steep indicate a wider 

variation of elevations. Cumulative percentage curves with 

“steps” indicate a channel with distinct groups of elevations, 

such as thalweg on one side and a shallow area on the opposite 

side of the channel (such as structure A5910, site 15; figs. 18, 

19); however, all the surveys in 2017 had steps in the cumulative percentage curves at the upper end and are the result of 

collecting more information higher on the banks with the tilted 

MBES head than was done in the prior surveys.
Results of Bathymetric and Velocimetric Surveys 89

0.0

0.5

1.0

1.5

2.0

2.5

3.0

Elevation, in feet above the North American Vertical Datum of 1988

0

10

20

30

40

50

60

70

80

90

100

Cumulative percentage of survey-grid cells lower than indicated elevation

Percentage of total survey-grid cells

0.0

0.5

1.0

1.5

2.0

2.5

440 460 480 500 520 540 560 580 600 620 640 660 680 700 720 740 440 460 480 500 520 540 560 580 600 620 640 660 680 700 720 740

0

10

20

30

40

50

60

70

80

90

4.0 100

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

0

10

20

30

40

50

60

70

80

90

100

EXPLANATION

A. Frequency distribution B. Cumulative percentage

2010 or 2013 nonflood survey 2010 or 2013 nonflood survey

2011 flood survey 2011 flood survey

2017 survey 2017 survey

Structure A8340, site 07

Structure A5664, site 14

Structure A5910, site 15

Structure K0999, site 16

Structure G0069, site 17

Structure A4574, site 18

Structure L0962, site 19

Structures L0550/A4497, site 20

Structure A6288, site 21

Structure A8340, site 07

Structure A5664, site 14

Structure A5910, site 15

Structure K0999, site 16

Structure G0069, site 17

Structure A4574, site 18

Structure L0962, site 19

Structures L0550/A4497, site 20

Structure A6288, site 21

Figure 66. Comparison of frequency distribution and cumulative percentage of bed elevations for bathymetric survey-grid 

cells from various surveys on the Missouri River between Kansas City and St. Louis, Missouri. A, frequency distribution; B, 

cumulative percentage.
90 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Size and Shape of Scour Holes

Generally, every pier in the main channel area for which 

bathymetry could be obtained had some sort of scour hole, 

except those on banks or embedded in spur dikes; however, 

the size and shape of these holes were different from one 

bridge to the next and occasionally even at the same bridge 

site. The factors affecting the size and shape of the pier scour 

holes have been discussed in previous survey reports (Huizinga, 2012, 2014, 2015, 2016, 2017a), and the frontal slope 

of the various scour holes has been determined in several of 

the previous reports. Frontal slopes were not computed for 

the sites in this (2017) study; however, the factors that affect 

the local pier scour equation in Richardson and Davis (2001), 

including the depth and velocity of approach flow, the width 

and nose shape of the pier, the angle of approach flow, and the 

condition and armoring of the channel bed, are discussed in 

this section.

For the various bridges in this study, flow velocities 

generally were greater in the deeper parts of the channel (the 

thalweg) and lower in the shallow parts of the channel, which 

is consistent with previous surveys. Of course, there were 

local exceptions, such as downstream from a spur dike where 

a local deep area may have had a low velocity (for example, 

figs. 9, 17, 23, 30, 35, 47, and 64). Exceptions notwithstanding, the size of the scour holes at sites having more than one 

pier in the water was related to the depth and velocity of flow 

upstream from the pier in question and was consistent with 

the local pier scour equation in Richardson and Davis (2001); 

deeper flow or higher velocity generally resulted in larger, 

deeper scour holes than shallow flow or lower velocities 

(figs. 9, 17, 29, and 35) in the absence of a spur dike or rock 

outcrop that might limit local scour (pier 15 in fig. 47). Similar 

findings have been observed during the various studies using 

the MBMS in Missouri (Huizinga, 2010, 2011, 2012, 2014, 

2015, 2016, 2017a).

Also consistent with the local pier scour equation in 

Richardson and Davis (2001), piers having wide or blunt 

noses resulted in larger, deeper scour holes than those having 

narrow, round, or sharp noses. In fact, narrow piers having 

round or sharp noses that were aligned with flow often had 

scour holes that were difficult to discern from nearby small 

dunes and ripples (figs. 12, 18, and 36), whereas the scour 

hole generally was substantial near piers having blunt noses 

(figs. 24 and 30) and those that were rounded but wide relative 

to their length (fig. 27). When the channel bed immediately 

upstream from a pier was above the top of a footing, the scour 

holes near that pier occasionally did not penetrate below the 

top of the footing (pier 11, figs. 18, 20; pier 5, figs. 59, 61); the 

footing was an effective scour limiter at these piers. However, 

if the upstream edge of the top of the footing was exposed, 

the substantial extra width of the footing tended to widen the 

scour hole (pier 21, figs. 12, 14; pier 7, figs. 36, 38; pier 4, 

figs. 59, 61). Similar findings have been observed during the 

various studies using the MBMS in Missouri (Huizinga, 2010, 

2011, 2014, 2015, 2016, 2017a), particularly during the 2011 

flood (Huizinga, 2012).

Several of the surveyed bridges had piers that were 

skewed to approach flow, resulting in asymmetric scour holes 

at those bridges: pier 14 of structure L0962 on Interstate 70 

near Rocheport, Mo. (fig. 42), and pier 5 of structure A6288 

on Missouri State Highway 19 at Hermann, Mo. (fig. 59). The 

scour hole typically was deeper and longer on the side of the 

pier with impinging flow, with some amount of deposition on 

the leeward side.

Bed material deposited on previously exposed bedrock 

around pier 2 of structure G0069 (site 17) resulted in a scour 

hole near that pier and the upstream railroad bridge (fig. 30); 

however, that scour was limited by the bedrock present around 

those piers (note the area of no scour/deposition in a horseshoe 

shape around the piers in figures 33 and 34). Additional bed 

armoring on either side of the railroad bridge upstream from 

pier 3 also limited scour/deposition there (figs. 33, 34).

The riprap blanket installed around pier 4 of structures L0550/A4497 (site 20) as a scour countermeasure has 

effectively mitigated the scour hole typically observed at these 

piers in previous surveys (figs. 54A, 55–58). The apparent 

settling around the edges of the blanket since it was installed 

in 2015 (fig. 54B) warrants monitoring in future surveys for 

any further settling, but this likely will not adversely affect the 

scour mitigating effect of the countermeasure.

Summary and Conclusions

Bathymetric and velocimetric data were collected on 

the Missouri River near 10 highway bridges at 9 crossings between Kansas City and St. Louis, Missouri, by the 

U.S. Geological Survey in cooperation with the Missouri 

Department of Transportation from May 22 to 31, 2017. A 

multibeam echosounder mapping system was used to obtain 

channel-bed elevations for areas ranging from 1,550 to 

1,840 feet (ft) longitudinally and generally extending across 

the active channel from bank to bank in the Missouri River 

during moderate flood flow conditions. These surveys document the channel-bed conditions and velocity distribution at 

the time of the surveys and provide characteristics of scour 

holes that may be useful in the development of predictive 

guidelines or equations for scour holes. These data also may 

be used by the Missouri Department of Transportation as a 

moderate flow comparison to help assess the bridges for stability and integrity issues with respect to bridge scour during 

floods.

The estimated total propagated uncertainty for the 

bathymetric surface of each survey area was computed as an 

estimate of the accuracy to be expected for each point with all 

relevant error sources taken into account. An analysis of the 

surveys indicated that more than 97 percent of the bathymetric 

data at all the sites have a total propagated uncertainty of less 

than 0.50 ft, and more than three-quarters (80 percent or more) 
References Cited 91

of the channel-bed elevations at the sites have a total propagated uncertainty of 0.25 ft or less.

At all the surveyed bridges, various fluvial features were 

detected in the channel, ranging from small ripples to large 

dunes that indicate moderate transport of bedload. Two sites 

had areas of a planar or nearly planar bed, indicating minimal 

sediment transport in these areas. Rock outcrops also were 

detected along one bank at several sites where the alluvial 

material of the channel bed had been washed away.

Bathymetric data were collected around every pier that 

was in water, except those at the edge of water, and scour 

holes were observed at most surveyed piers. Scour holes were 

present at most piers for which bathymetry could be obtained, 

except at piers on channel banks, those near or embedded 

in lateral or longitudinal spur dikes, and those on exposed 

bedrock outcrops. Occasionally, the scour hole near a pier was 

difficult to discern from nearby bed features. The observed 

scour holes at the surveyed bridges were generally examined 

with respect to shape and depth.

Although exposure of parts of substructural support elements was observed at several piers, at most sites, the exposure likely can be considered minimal compared to the overall 

substructure that remains buried in bed material at these piers. 

The notable exceptions are piers 4 and 5 at structure K0999 

on Missouri State Highway 41 at Miami, Mo.; piers 2 and 3 at 

structure G0069 on Missouri State Highway 240 at Glasgow, 

Mo.; and pier 5 at structure A4574 on Missouri State Highway 5 at Boonville, Mo. At these structures, the bed-material 

thickness between the bottom of the scour hole and bedrock 

was less than 6 ft. In modern construction, bridge substructural 

elements usually are pinned or socketed to bedrock, but full 

exposure of usually buried substructural elements warrants 

special consideration and observation.

Streamflow at the sites during the 2017 surveys was 1.8 

to 3.9 times greater than the 2013 streamflows, and watersurface elevations were 6.5 to 12.4 ft higher in 2017 than in 

2013. Alternatively, streamflows at the Missouri River sites 

during the 2017 surveys ranged from about 60 to 90 percent 

of the 2011 streamflows, with water-surface elevations about 

3 to 8 ft lower in 2017 than in 2011. The average difference 

between the bathymetric surfaces varied from 1.9 ft lower to 

1.0 ft higher in 2017 than 2013 and varied from 0.7 ft lower 

to 3.9 ft higher in 2017 than 2011. The average channel-bed 

elevation indicates only small variation with time at the surveyed sites, and generally, the average channel-bed elevation 

of the 2017 surveys fell between the two previous surveys, as 

might be expected given the streamflow ratios of the 2017 surveys compared to the previous surveys. However, the average 

channel-bed elevation at structure A4574 (site 18) was remarkably similar in all three surveys and higher than what might be 

implied by a trendline along the reach between Kansas City 

and St. Louis, which may indicate this site is at or near a local 

feature that controls sediment deposition and scour.

Pier size, nose shape, and alignment to flow had a 

profound effect on the size of the scour hole observed for a 

given pier. Narrow piers having round or sharp noses that were 

aligned with flow often had scour holes that were difficult to 

discern from nearby bed features, whereas piers having wide 

or blunt noses resulted in larger, deeper scour holes. Several of 

the structures had piers that were skewed to primary approach 

flow, and scour holes near these piers generally indicated 

deposition on the leeward side of the pier and greater scour on 

the side of the pier with impinging flow. A riprap blanket constructed in 2015 around pier 4 of structures L0550 and A4497 

on U.S. Highway 54 at Jefferson City, Mo., effectively mitigates the scour observed near those piers in previous surveys.

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shafts—Construction procedures and LRFD Design Methods: U.S. Federal Highway Administration Publication 

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high-rate, high-density multibeam echosounder data: Geochemistry, Geophysics, Geosystems (G3

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during the 2011 flood: U.S. Geological Survey Scientific 

Investigations Report 2013–5087, 59 p., accessed December 

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Dietsch, B.J., Densmore, B.K., and Strauch, K.R., 2014, 

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from Niobrara to Rulo, Nebraska, during the flood of 2011: 

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at highway bridges crossing the Missouri and Mississippi 

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bridges (4th ed.): U.S. Federal Highway Administration 

Publication FHWA NHI 01–001, Hydraulic Engineering 

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Appendix 1. Shaded Triangulated Irregular 

Network Images of the Channel and Side of 

Pier for Each Surveyed Pier
96 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

EXPLANATION

734

731

728

725

722

719

716

713

710

707

704

701

698

695

Elevation, in feet above

the North American 

Vertical Datum of 1988

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

A

D

E

C

B

Drilled shafts, bent 5

Drilled shafts, bent 5

Drilled shafts, bent 4

Drilled shafts, bent 4

Remnant of

pier 9, A0450?

Stone revetment

Stone revetment

Stone revetment

Remnant of

pier 9, A0450?

Drilled shafts, bent 3

Submerged log

Submerged log

Figure 1.1. Shaded triangulated irregular 

network visualization of the channel bed and 

bents of structure A8340 on U.S. Highway 69 

crossing the Missouri River in Kansas City, 

Missouri. A, left (north) side of bent 5; B, right 

(south) side of bent 5; C, left (north) side of 

bent 4; D, right (south) side of bent 4; E, left 

(north) side of bent 3.
Appendix 1 97

Elevation, in feet above the 

North American Vertical Datum of 1988

EXPLANATION

653656659662665668671674

677680683686

FLOW

FLOW

FLOW

FLOW

D

B

Pier 21

Pier 21

Pier 22

Top of footing

Top of footing

A

C

Pier 22

Figure 1.2. Shaded triangulated irregular network visualization of the channel bed and piers of structure A5664 on Missouri 

State Highway 13 crossing the Missouri River at Lexington, Missouri. A, left (north) side of pier 21; B, right (south) side of pier 

21; C, left (north) side of pier 22; D, right (south) side of pier 22.
98 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Elevation, in feet above the 

North American Vertical Datum of 1988

EXPLANATION

633636639642645648651

654

657660663666

FLOW

FLOW

FLOW

FLOW

D

B

Pier 10

Submerged log

Top of footing

A

C

Pier 11

Pier 10

Missing data (blocked by debris)

Missing data

Missing data

(poor reflection)

Submerged log

with rootwad

Submerged log rootwad

Pier 11

Submerged log

Figure 1.3. Shaded triangulated irregular network visualization of the channel bed and piers of structures A5910 on 

U.S. Highway 24 crossing the Missouri River at Waverly, Missouri. A, left (north) side of pier 10; B, right (south) side of 

pier 10; C, left (north) side of pier 11; D, right (south) side of pier 11.
Appendix 1 99

642

638

634

630

626

622

618

614

610

606

602

598

594

EXPLANATION

Elevation, in feet above

the North American 

Vertical Datum of 1988

FLOW

FLOW

FLOW

FLOW

FLOW

A

D

E

C

B

Longitudinal dike Longitudinal dike

Pier 6

pedestal

Pier 6

pedestal

Caisson

Caisson

Pier 5

pedestal

Caisson

Pier 5

pedestal

Pier 4

pedestal

Caisson

Pier 12

Figure 1.4. Shaded triangulated irregular network visualization of the channel bed and piers of structure K0999 on Missouri 

State Highway 41 crossing the Missouri River at Miami, Missouri. A, left (north) side of pier 6; B, right (south) side of pier 6; 

C, left (north) side of pier 5; D, right (south) side of pier 5; E, left (north) side of pier 4.
100 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

610

605

600

595

590

585

580

575

570

565

560

EXPLANATION

Elevation, in feet above

the North American 

Vertical Datum of 1988

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

A

D

E

F

G

C

B

Spur dike

Pier 1

Pier 2

Railroad bridge pier

Bedrock

outcrop

Bedrock

outcrop

Caisson

Pier 2

Caisson

Pier 3

Caisson

Pier 4

Pier 4

Caisson

Submerged debris

Pier 3

Caisson

Base Bedrock

outcrop

Bedrock

outcrop Base

Base

Railroad bridge pier

Base

Railroad bridge pier

Railroad bridge pier

Old base

Railroad bridge pier

Old base

Missing data

(poor reflection)

Railroad bridge pier

Figure 1.5. Shaded triangulated irregular 

network visualization of the channel bed and 

piers of structure G0069 on Missouri State 

Highway 240 crossing the Missouri River 

at Glasgow, Missouri, and the upstream 

railroad bridge. A, right (west) side of pier 1; 

B, left (east) side of pier 2; C, right (west) 

side of pier 2; D, left (east) side of pier 3; E, 

right (west) side of pier 3; F, left (east) side of 

pier 4; G, right (west) side of pier 4.
Appendix 1 101

584

581

578

575

572

569

566

563

560

557

554

551

548

EXPLANATION

Elevation, in feet above

the North American 

Vertical Datum of 1988

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

A

D

E

F

C

B

Pier 8

Stone revetment

Stone revetment

Pier 7

Top of footing

Top of footing

Pier 7

Pier 6

Pier 6

Pier 5

Caisson

Missing data

caused by small debris pile

at nose of pier

Small debris pile

at nose of pier

Figure 1.6. Shaded triangulated irregular network visualization of the channel bed and piers of structure A4574 on Missouri 

State Highway 5 crossing the Missouri River at Boonville, Missouri. A, right (south) side of pier 8; B, left (north) side of pier 7; 

C, right (south) side of pier 7; D, left (north) side of pier 6; E, right (south) side of pier 6; F, left (north) side of pier 5.
102 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

Elevation, in feet above the 

North American Vertical Datum of 1988

EXPLANATION

518522526530534538542546550554558562566570574

FLOW

FLOW

FLOW

Pier 15

Pier 14

Pier 14

A

B

C

Stone revetment of longitudinal spur dike

Pedestal

Pedestal

Caisson

Caisson

Figure 1.7. Shaded triangulated irregular network visualization of the channel bed and piers of structure L0962 on 

Interstate 70 crossing the Missouri River near Rocheport, Missouri. A, right (west) side of pier 15; B, left (east) side of pier 

14; C, right (west) side of pier 14.
Appendix 1 103

533

530

527

524

521

518

515

512

509

506

503

500

EXPLANATION

Elevation, in feet above

the North American 

Vertical Datum of 1988

FLOW

FLOW

FLOW

B

Pier 4, L0550

Pier 4, A4497

Pier 4, A4497 Pier 4, L0550

Riprap blanket

Pier 3, A4497 Pier 3, L0550

Top of footing

Top of caisson

Top of caisson

Stone revetment

A

C

Riprap blanket

Figure 1.8. Shaded triangulated irregular network visualization of the channel bed and piers of structures L0550 and A4497 

on U.S. Highway 54 crossing the Missouri River at Jefferson City, Missouri. A, left (northeast) side of pier 4 of both structures; 

B, right (southwest) side of pier 4 of both structures; C, left (northeast) side of pier 3 of both structures.
104 Bathymetric and Velocimetric Surveys at Bridges Crossing the Missouri River between Kansas City and St. Louis

499

496

493

490

487

484

481

478

475

472

469

466

EXPLANATION

Elevation, in feet above

the North American 

Vertical Datum of 1988

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

A

D

E

F

G

C

B

Spur dike

Pier 6

Pier 6

Pier 5

Pier 5

Pier 4

Pier 3

Top of footing

Top of footing

Top of footing

Missing data

Missing data (because of poor reflection off adverse slope)

Missing data

Pier 4

Figure 1.9. Shaded triangulated irregular 

network visualization of the channel bed 

and piers of structure A6288 on Missouri 

State Highway 19 crossing the Missouri 

River at Hermann, Missouri. A, left (north) 

side of pier 6; B, right (south) side of pier 6; 

C, left (north) side of pier 5; D, right (south) 

side of pier 5; E, left (north) side of pier 4; 

F, right (south) side of pier 4; G, left (north) 

side of pier 3.
For more information about this publication, contact:

Director, USGS Central Midwest Water Science Center 

1400 Independence Road

Rolla, MO 65401

573–308–3667

For additional information, visit: https://www.usgs.gov/centers/cm-water

Publishing support provided by the 

Rolla Publishing Service Center
Huizinga—Bathymetric and Velocimetric Surveys at Highway Bridges Crossing the Missouri River between Kansas City and St. Louis, Missouri—SIR 2020–5018 

ISSN 2328-0328 (online)

https://doi.org/10.3133//sir20205018