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USGS1998

Level II scour analysis for Bridge 8 (NEWFTH00010008) on Town Highway 1, crossing Wardsboro Brook, Newfane, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWFTH00010008 on Town Highway 1 crossing Wardsboro Brook, Newfane, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (Federal Highway Administration, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in southestern Vermont. The 6.91-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the upstream right overbank and downstream left and right overbanks. The surface cover on the upstream left overbank is pasture. In the study area, Wardsboro Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 63 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to boulders with a median grain size (D 50 ) of 95.4 mm (0.313 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 21, 1996, indicated that the reach was stable. The Town Highway 1 crossing of the Wardsboro Brook is a 32-ft-long, two-lane bridge consisting of a 26-foot concrete tee-beam span (Vermont Agency of Transportation, written communication, April 6, 1995). The opening length of the structure parallel to the bridge face is 26.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the computed opening while the openingskew-to-roadway is 45 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right bank, and type-2 stone fill (less than 36 inches diameter) along the upstream left bank and the upstream ends of the upstream left and right wingwalls. A stone wall extends along the downstream right bank from the end of the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.1 to 3.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 11.1 to 12.9 ft. Right abutment scour ranged from 4.3 to 4.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 31 (JERITH00350031) on Town Highway 35, crossing Mill Brook, Jericho, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure JERITH00350031 on Town Highway 35 crossing Mill Brook, Jericho, Vermont (figures 1– 8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province and the Champlain section of the St. Lawrence physiographic province in northwestern Vermont. The 15.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge. The downstream left overbank is pasture. The downstream right overbank is brushland. In the study area, the Mill Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 117 ft and an average bank height of 11 ft. The channel bed material ranges from gravel to boulders with a median grain size (D 50 ) of 81.1 mm (0.266 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 3, 1996, indicated that the reach was laterally unstable. The Town Highway 35 crossing of the Mill Brook is a 53-ft-long, one-lane bridge consisting of a 50-foot steel-beam span with a wooden deck (Vermont Agency of Transportation, written communication, November 30, 1995). The opening length of the structure parallel to the bridge face is 48 ft. The bridge is supported by a vertical, concrete abutment with wingwalls on the left. On the right, the abutment and wingwalls are laid-up stone with a concrete cap. The channel is not skewed to the opening. The roadway is skewed 10 degrees to the opening. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. Scour countermeasures at the site were type-2 stone fill (less than 36 inches diameter) at the upstream and downstream left wingwalls, the upstream and downsteam left channel banks, and the downstream left road embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.4 to 1.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 9.9 to 12.4 ft. Right abutment scour ranged from 13.8 to 17.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 71 (WODSTH00050071) on Town Highway 5, crossing Kedron Brook, Woodstock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WODSTH00050071 on Town Highway 5 crossing Kedron Brook, Woodstock, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 16.1-mi 2 drainage area is in a predominantly rural and forested basin. However, the bridge site is within the Village of Woodstock. In the vicinity of the study site, the surface cover is best described as suburban downstream of the bridge and forest and brush upstream of the bridge. In the study area, Kedron Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 33 ft and an average bank height of 11 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 112 mm (0.368 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 14, 1994, indicated that the reach was vertically degraded. Evidence of the degradation was observed at the outlet of the bridge where the stream bed is 4 ft below the downstream invert of the structure (see figure 6). The Town Highway 5 crossing of Kedron Brook is a 30-ft-long, two-lane bridge/box culvert consisting of one 25-foot concrete span (Vermont Agency of Transportation, written communication, August 3, 1994). The opening length of the structure parallel to the bridge face is 23.5 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel bed under the bridge is covered entirely by a concrete slab. The channel is skewed approximately 45 degrees to the opening and the opening-skew-to-roadway is also 45 degrees. Scour countermeasures at the site include concrete retaining walls on both the left and right downstream banks extending approximately 130 ft downstream; a drywall constructed of stone on the upstream right bank extending to the next bridge upstream; type-2 stone fill (less than 36 inches diameter) along the upstream left bank, at the upstream end of the upstream right wingwall, and along the base of the retaining wall on the downstream left bank; and type-3 stone-fill (less than 48 inches diameter) along the base of the retaining wall on the downstream right bank. In addition, the channel under the bridge is concrete. Further details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 2.5 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. The contraction scour depths do not take the concrete channel bed under the bridge into account. Abutment scour ranged from 8.7 to 18.2 ft. The worstcase abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1998

Level II scour analysis for Bridge 13 (LINCTH00010013) on Town Highway 1, crossing Cota Brook, Lincoln, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00010013 on Town Highway 1 crossing Cota Brook, Lincoln, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 3.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest along the upstream right bank and brushland along the upstream left bank. Downstream of the bridge, the surface cover is pasture along the left and right banks. In the study area, Cota Brook has an sinuous channel with a slope of approximately 0.01 ft/ ft, an average channel top width of 30 ft and an average bank height of 2 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 34.7 mm (0.114 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 10, 1996, indicated that the reach was laterally unstable due to cut-banks and wide, vegetated point bars upstream and downstream of the bridge. The Town Highway 1 crossing of Cota Brook is a 38-ft-long, two-lane bridge consisting of a 36-foot steel-stringer span (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 34.4 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 2.0 ft deeper than the mean thalweg depth was observed along the upstream right bank during the Level I assessment. Along the right abutment, it is 0.25 ft deeper than the mean thalweg depth. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right bank and type-2 stone fill (less than 36 inches diameter) along the left and right abutments and along the downstream left bank. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.1 to 11.3 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 26 (WSTOTH00070026) on Town Highway 7, crossing Greendale Brook, Weston, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WSTOTH00070026 on Town Highway 7 crossing Greendale Brook, Weston, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in south central Vermont. The 3.13-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, the Greendale Brook has a sinuous, non-incised, non-alluvial channel with a slope of approximately 0.015 ft/ft, an average channel top width of 38 ft and an average bank height of 3 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 64.8 mm (0.213 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 19, 1996, indicated that the reach was laterally unstable. The channel has moved to the right, however, scour countermeasures are in place along the upstream right bank. The Town Highway 7 crossing of the Greendale Brook is a 52-ft-long, two-lane bridge consisting of one 50-foot steel-beam span with a concrete deck (Vermont Agency of Transportation, written communication, April 07, 1995). The opening length of the structure parallel to the bridge face is 48.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 30 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the upstream right wingwall and right abutment during the Level I assessment. Scour protection measures at the site include: type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left wingwall, along the left bank upstream, at the downstream end of the downstream left wing wall, and along the entire length of the downstream right wing wall; type 4 (less than 60 inches) and type-3 stone fill (less than 48 inches) along the right bank upstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 3.9 to 9.9 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). The Hire equation (abutment scour) is often used when the horizontal length blocked by flow divided by the depth of flow is greater than 25 (Richardson and others, 1995 p. 49). Although the Hire equation could be applied to the left abutment more conservative scour estimates were given by the Froehlich equation on the left abutment. Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 4 (DANVTH00010004) on Town Highway 1, crossing Joes Brook, Danville, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure DANVTH00010004 on Town Highway 1 crossing Joes Brook, Danville, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in northeastern Vermont. The 42.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture along the upstream and downstream left banks with trees and brush along the immediate banks. The upstream and downstream right banks are forested. In the study area, Joes Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 68 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D 50 ) of 80.1 mm (0.263 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 22, 1995, indicated that the reach was stable. The Town Highway 1 crossing of Joes Brook is a 49-ft-long, two-lane bridge consisting of one 45-foot steel-beam span (Vermont Agency of Transportation, written communication, March 17, 1995). The opening length of the structure parallel to the bridge face is 45 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening and the computed opening-skew-to-roadway is 15 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour hole also extends upstream and downstream of the bridge, along the right side of the channel. The scour protection measures at the site include type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left wingwall and along the entire base length of the downstream right wingwall. Type-3 stone fill (less than 48 inches diameter) is along the entire base length of the upstream right wingwall and type-5 protection (stone block wall) is along the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was computed to be zero ft. Abutment scour ranged from 11.7 to 13.0 ft along the right abutment and from 6.6 to 9.4 ft along the left abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich and Hire equations (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 18 (SHEFTH00410018) on Town Highway 41, crossing Millers Run, Sheffield, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure SHEFTH00410018 on Town Highway 41 crossing Millers Run, Sheffield, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the White Mountain section of the New England physiographic province in northeastern Vermont. The 16.2-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass upstream and downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, Millers Run has an incised, straight channel with a slope of approximately 0.01 ft/ft, an average channel top width of 50 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 50.9 mm (0.167 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 1, 1995, indicated that the reach was laterally unstable, which is evident in the moderate to severe fluvial erosion in the upstream reach. The Town Highway 41 crossing of the Millers Run is a 30-ft-long, one-lane bridge consisting of a 28-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 28, 1995). The opening length of the structure parallel to the bridge face is 22.2 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening. The computed opening-skewto-roadway is 5 degrees, while it is zero degrees in the historical form. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. The scour protection measure at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream right wingwall and the upstream left wingwall. Type-2 stone fill (less than 36 inches diameter) extends along the downstream end of the downstream left wingwall, the upstream right bank and the downstream left bank. The downstream right bank is protected by type-2 stone fill and a stone masonry wall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.2 to 1.8 ft. The worst-case contraction scour occurred at the 100-year and 500-year discharges. Left abutment scour ranged from 14.1 to 16.4 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 6.9 to 9.3 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1998

Level II scour analysis for brigde 5 (STOCTH00360005) on Town Highway 36, crossing Stony Brook, Stockridge, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure STOCTH00360005 on Town Highway 36 crossing Stony Brook, Stockbridge, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 23.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the left and right banks downstream and left bank upstream, while the right bank upstream is pasture with some shrubs and brush. In the study area, Stony Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 109 ft and an average bank height of 11 ft. The channel bed material is predominantly gravel with a median grain size (D50) of 71.7 mm (0.235 ft). The geomorphic assessment at the time of the Level I site visit on April 12, 1995, and Level II site visit on July 9, 1996, indicated that the reach was stable. The Town Highway 36 crossing of Stony Brook is a 50-ft-long, one-lane bridge consisting of one 48-foot steel-beam span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 46.3 ft. The bridge is supported by a vertical, concrete abutment on the left and a vertical, concrete abutment with wingwalls on the right. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is 0 degrees. A scour hole 2.0 ft deeper than the mean thalweg depth was observed during the Level I assessment along the left side of the channel at the downstream bridge face where the flow impacts a bedrock outcrop. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the right bank upstream and at the upstream and downstream ends of the left abutment, type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream right wingwall, and type-3 stone fill (less than 48 inches diameter) at the downstream end of the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.0 to 3.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.7 to 22.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 65 (NEWBTH00500065) on Town Highway 50, crossing Peach Brook, Newbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWBTH00500065 on Town Highway 50 crossing Peach Brook, Newbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 15.3-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge and shrub and brushland downstream of the bridge. In the study area, Peach Brook has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 40 ft and an average bank height of 8 ft. The channel bed material ranges from cobble to boulder with a median grain size (D50) of 83.1 mm (0.273 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 29, 1995, indicated that the reach was stable. The Town Highway 50 crossing of the Peach Brook is a 29-ft-long, two-lane bridge consisting of one 25-foot steel-beam span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 24.9 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the computed openingskew-to-roadway is 20 degrees. A channel scour hole 0.75 ft deeper than the mean thalweg depth was observed under the bridge during the Level I assessment. Also observed was channel scour 0.75 ft deeper than the mean thalweg at the upstream face of the bridge and channel scour 0.25 ft deeper than the mean thalweg along the right bank downstream. The scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream and downstream right wingwalls and type-2 stone fill (less than 36 inches diameter) along the upstream right bank and along the downstream left wingwall and bank. In addition, there are four 3 ft square concrete blocks at the corner where the upstream right wingwall joins the right abutment. The upstream left wingwall and upstream half of the left abutment were constructed on top of a bedrock outcrop. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.3 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. The right abutment scour ranged from 6.1 to 7.2 ft. The worstcase right abutment scour occurred at the incipient roadway-overtopping discharge. The left abutment scour ranged from 7.1 to 10.3 ft. The worst-case left abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented he

Vermont↗
USGS2014

High-resolution digital elevation model of Mount St. Helens crater and upper North Fork Toutle River basin, Washington, based on an airborne lidar survey of September 2009

The lateral blast, debris avalanche, and lahars of the May 18th, 1980, eruption of Mount St. Helens, Washington, dramatically altered the surrounding landscape. Lava domes were extruded during the subsequent eruptive periods of 1980–1986 and 2004–2008. More than three decades after the emplacement of the 1980 debris avalanche, high sediment production persists in the North Fork Toutle River basin, which drains the northern flank of the volcano. Because this sediment increases the risk of flooding to downstream communities on the Toutle and Cowlitz Rivers, the U.S. Army Corps of Engineers (USACE), under the direction of Congress to maintain an authorized level of flood protection, built a sediment retention structure on the North Fork Toutle River in 1989 to help reduce this risk and to prevent sediment from clogging the shipping channel of the Columbia River. From September 16–20, 2009, Watershed Sciences, Inc., under contract to USACE, collected high-precision airborne lidar (light detection and ranging) data that cover 214 square kilometers (83 square miles) of Mount St. Helens and the upper North Fork Toutle River basin from the sediment retention structure to the volcano's crater. These data provide a digital dataset of the ground surface, including beneath forest cover. Such remotely sensed data can be used to develop sediment budgets and models of sediment erosion, transport, and deposition. The U.S. Geological Survey (USGS) used these lidar data to develop digital elevation models (DEMs) of the study area. DEMs are fundamental to monitoring natural hazards and studying volcanic landforms, fluvial and glacial geomorphology, and surface geology. Watershed Sciences, Inc., provided files in the LASer (LAS) format containing laser returns that had been filtered, classified, and georeferenced. The USGS produced a hydro-flattened DEM from ground-classified points at Castle, Coldwater, and Spirit Lakes. Final results averaged about five laser last-return points per square meter. As reported by Watershed Sciences, Inc., vertical accuracy is 10 centimeters (cm) at the 95-percent confidence interval on bare road surfaces; however, over natural terrain, USGS found vertical accuracy to be 10–50 cm. This USGS data series contains the bare-earth lidar data as 1- and 10-meter (m) resolution Esri grid files. Digital-elevation data can be downloaded (1m_DEM.zip and 10m_DEM.zip), as well as a 1-m resolution hillshade image with pyramids (1m_hillshade.zip). These geospatial data files require geographic information system (GIS) software for viewing.

Washington↗
USGS2009

Physical and Vegetative Characteristics of a Newly Constructed Wetland and Modified Stream Reach, Tredyffrin Township, Chester County, Pennsylvania, 2000-2006

To compensate for authorized disturbance of naturally occurring wetlands and streams during roadway improvements to U.S. Highway 202 in Chester and Montgomery Counties, Pa., the Pennsylvania Department of Transportation (PennDOT) constructed 0.42 acre of emergent wetland and 0.94 acre of scrub-shrub/forested wetland and modified sections of a 1,600-foot reach of Valley Creek with woody riparian plantings and streambank-stabilization structures (including rock deflectors). In accordance with project permits and additional guidance issued by the U.S. Army Corps of Engineers, the U.S. Geological Survey (USGS), in cooperation with PennDOT, collected data from 2000 through 2006 to quantify changes in 1) the vegetation, soils, and extent of emergent and scrub-shrub/forested parts of the constructed wetland, 2) the profile, dimension, and substrate in the vicinity of rock deflectors placed at two locations within the modified stream reach, and 3) the woody vegetation within the planted riparian buffer. The data for this investigation were collected using an approach adapted from previous investigations so that technology and findings may be more easily transferred among projects with similar objectives. Areal cover by planted and non-planted vegetation growing within the emergent and scrub-shrub/forested parts of the constructed wetland exceeded 85 percent at the end of each growing season, a criterion in special condition 25c in the U.S. Army Corps of Engineers project permit. Areal cover of vegetation in emergent and scrub-shrub/forested parts of the constructed wetland exceeded 100 percent in all but one growing season. Frequent and long-lasting soil saturation favored obligate-wetland species like Typha latifolia (broadleaf cattail) and Scirpus validus (great bulrush), both of which maintained dominance in the emergent wetland throughout the study (percent cover was 20 and 78 percent, respectively, in 2006). Echinocloa crusgalli (barnyard grass), an annual invasive from Eurasia, initially established in the newly disturbed soils of the scrub-shrub/forested wetland (areal cover was 56 percent in 2000), but by 2002, E. crusgalli was not growing in any sample plots and other species including Agrostis stolonifera (creeping bent grass), Festuca rubra (red fescue), Cornus spp. (dogwood species), and Salix nigra (black willow) were becoming more common. Sal. nigra contributed 30-percent cover in the scrub-shrub/forested wetland part by fall 2003. Rapid colonization of this species in subsequent years increased annual cover through 2006, when 15- to 25-foot tall Sal. nigra trees dominated the tree/shrub stratum (48 percent of the areal cover in 2006). The understory of the scrub-shrub/forested wetland was mostly shaded because of the canopy of Sal. nigra trees. Herbaceous species growing under and near the margins of the canopy included Ag. stolonifera and Ty. latifolia (29- and 23-percent areal cover, respectively). Flows in Valley Creek are responsible for transporting sediment and shaping the channel. Annual mean streamflow during the period the modified stream reach was monitored ranged from 15.2 cubic feet per second (ft3/s) in the 2002 water year to 53.0 ft3/s in the 2004 water year. This is a range of about 55 percent lower to 58 percent higher than the annual mean streamflow for the period of record. Despite the variability in streamflow, longitudinal profiles surveyed near rock deflectors in two short (100-foot) reaches within the modified stream reach maintained a constant slope throughout the monitoring period, most likely because of the presence of bedrock control. Cross-section geometry in the upstream reach was virtually unchanged during the monitoring period but 10 feet of bank migration was measured downstream, leaving the rock deflectors in mid-stream. As indicated by the change in channel morphology at the downstream reach, it is apparent that the rock deflectors were ineffective at adequately protecting the bank

Scientific Investigations Report↗
USGS2014

Simulated and observed 2010 flood-water elevations in selected river reaches in the Moshassuck and Woonasquatucket River Basins, Rhode Island

Heavy persistent rains from late February through March 2010 caused severe flooding and set, or nearly set, peaks of record for streamflows and water levels at many long-term U.S. Geological Survey streamgages in Rhode Island. In response to this flood, hydraulic models were updated for selected reaches covering about 33 river miles in Moshassuck and Woonasquatucket River Basins from the most recent approved Federal Emergency Management Agency flood insurance study (FIS) to simulate water-surface elevations (WSEs) from specified flows and boundary conditions. Reaches modeled include the main stem of the Moshassuck River and its main tributary, the West River, and three tributaries to the West River—Upper Canada Brook, Lincoln Downs Brook, and East Branch West River; and the main stem of the Woonasquatucket River. All the hydraulic models were updated to Hydrologic Engineering Center-River Analysis System (HEC-RAS) version 4.1.0 and incorporate new field-survey data at structures, high-resolution land-surface elevation data, and flood flows from a related study. The models were used to simulate steady-state WSEs at the 1- and 2-percent annual exceedance probability (AEP) flows, which is the estimated AEP of the 2010 flood in the Moshassuck River Basin and the Woonasquatucket River, respectively. The simulated WSEs were compared to the high-water mark (HWM) elevation data obtained in these basins in a related study following the March–April 2010 flood, which included 18 HWMs along the Moshassuck River and 45 HWMs along the Woonasquatucket River. Differences between the 2010 HWMs and the simulated 2- and 1-percent AEP WSEs from the FISs and the updated models developed in this study varied along the reach. Most differences could be attributed to the magnitude of the 2- and 1-percent AEP flows used in the FIS and updated model flows. Overall, the updated model and the FIS WSEs were not appreciably different when compared to the observed 2010 HWMs along the Woonasquatucket and Moshassuck Rivers.

Rhode Island↗
USGS1997

Level II scour analysis for Bridge 16, (NEWBTH00500016) on Town Highway 50, crossing Halls Brook, Newbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWBTH00500016 on Town Highway 50 crossing Halls Brook, Newbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 23.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is shrub and brushland. In the study area, Halls Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 53 ft and an average bank height of 7 ft. The channel bed material ranges from silt to gravel with a median grain size (D 50 ) of 40.4 mm (0.133 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 29, 1995, indicated that the reach was laterally unstable. The channel bed and banks are composed of fine material and show signs of erosion. There is also evidence of beaver activity in the area. The Town Highway 50 crossing of Halls Brook is a 44-ft-long, two-lane bridge consisting of one 38-foot prestressed concrete slab span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 35.2 ft. The bridge is supported by vertical, stone masonry abutments. The channel is skewed approximately 40 degrees to the opening while the computed opening-skew-toroadway is 5 degrees. A channel scour hole 1.0 ft deeper than the mean thalweg depth was observed just upstream of the bridge behind the remains of a beaver dam during the Level I assessment. An additional channel scour hole 4.5 ft deeper than the mean thalweg depth was observed in the downstream reach. The scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) along the left abutment and type-2 stone fill (less than 36 inches diameter) along the right abutment and left bank upstream and downstream. Along the downstream right bank is type-3 stone fill (less than 48 inches diameter) and along the upstream right bank is type-4 stone fill (less than 60 inches diameter). Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.6 to 4.6 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. The left abutment scour ranged from 11.6 to 12.1 ft. The worst-case left abutment scour occurred at the incipient road-overtopping discharge. The right abutment scour ranged from 13.6 to 17.9 ft. The worst-case right abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in Tables 1 and 2. A cross-section of the scour computed at the bridge is presented in Figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 6 (BRISVT01160006) on State Highway 116, crossing Little Notch Brook, Bristol, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRISVT01160006 on State Route 116 crossing the Little Notch Brook, Bristol, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province of West-central Vermont in the town of Bristol. The 8.59-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is dense forest except for the downstream left side, which is row crops. In the study area, Little Notch Brook has a sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 32 ft and an average channel depth of 4 ft. The predominant channel bed material is sand and gravel with a median grain size (D 50 ) of 17.4 mm (0.0570 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 13, 1996, indicated that the reach was laterally unstable. The sinuous configuration of the channel with fine bed and bank material, a sharp channel bend upstream, and point bars and cut-banks upstream and downstream of this site are among the primary characteristics, which suggest lateral instability. In addition, there is evidence of streambed degradation at this site. A large eddy was noted at the location where Little Notch Brook enters the New Haven River about 100 feet downstream. There was a large scour hole noted at the location of the eddy, which is likely to remove streambed material at least as quickly as supplied from upstream on Little Notch Brook. Hence, channel degradation may be significant during a flood event. The state route 116 crossing of Little Notch Brook is a 24-ft-long, two-lane bridge consisting of one 21-foot concrete span (Vermont Agency of Transportation, written communication, December 14, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is 25 degrees. There was one foot of scour evident along the downstream half of the left abutment footing and some separation of the left abutment wall from the deck above due to settling. The left abutment footing was undermined up to a foot at the downstream end. The scour protection measures at the site were type-1 stone fill (less than 12 inches diameter) on the upstream left bank and type-2 stone fill (less than 36 inches diameter) on the right banks and right wingwalls upstream and downstream of the structure. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 3.2 to 4.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.0 to 10.0 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1996

Level II scour analysis for Bridge 51 (BRIDTH00460051) on Town Highway 46, crossing Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00460051 on town highway 46 crossing the Ottauquechee River, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge available from VTAOT files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic division of central Vermont in the town of Bridgewater. The 103-mi 2 drainage area is a predominantly rural basin. In the vicinity of the study site, the immediate left and right banks are covered by trees and brush with residences beyond. In the study area, the Ottauquechee River has a straight channel with a slope of approximately 0.008 ft/ft, an average channel top width of 150 ft and an average channel depth of 6 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 81.8 mm (0.268 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 24, 1994, indicated that the reach was stable. The town highway 46 crossing of the Ottauquechee Riveris a 135-ft-long, two-lane bridge consisting of two 66-ft steel-beam spans, supported by vertical, concrete abutments with upstream wingwalls and one concrete pier (Vermont Agency of Transportation, written commun., August 24, 1994). Type-2 stone fill (less than 36 inches diameter) has been placed along the left abutment and both upstream wingwalls. The upstream side of both road embankments are also protected by type-2 stone fill. Abutments of a previous bridge still exist at the downstream side of the present structure’s abutments. The channel is skewed 10 degrees to the bridge face; the opening-skew-to-roadway is 0 degrees. There are remains of a breached dam 160 feet upstream of the bridge which deflect flow toward the left bank. Additional details describing conditions at the site are included in the Level II Summary, Appendix D, and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.6 to 5.4 ft. The worst-case contraction scour occurred at the incipient overtopping discharge, which was between the 100- and 500-year discharges. Pier scour ranged from 9.9 to 10.9 ft with the worst-case scenario also occurring at the incipient roadway overtopping discharge. Abutment scour ranged from 25.3 to 33.6 ft. with the worst-case occurring at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1998

Level II scour analysis for Bridge 42 (NEWFTH00350042) on Town Highway 35, crossing Stratton Hill Brook, Newfane, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWFTH00350042 on Town Highway 35 crossing Stratton Hill Brook, Newfane, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in southeastern Vermont. The 1.16-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forested. In the study area, Stratton Hill Brook has an incised, striaght channel with a slope of approximately 0.1 ft/ft, an average channel top width of 36 ft and an average bank height of 8 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 121 mm (0.396 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 20, 1996, indicated that the reach was stable. The Town Highway 34 crossing of Stratton Hill Brook is a 34-ft-long, one-lane bridge consisting of a 32-foot steel-beam span (Vermont Agency of Transportation, written communication, April 6, 1995). The opening length of the structure parallel to the bridge face is 30.8 ft. The bridge is supported by vertical, concrete abutments with upstream wingwalls. The channel is skewed approximately 20 degrees to the opening while the computed opening-skew-to-roadway is 15 degrees. During the Level I assessment, it was observed that the right abutment footing was exposed 1.5 feet. The only scour protection measure at the site was type-1 stone fill (less than 12 inches diameter) along the downstream left bank. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero ft. Abutment scour ranged from 2.3 to 3.3 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 45 (BRNETH00070045) on Town Highway 7, crossing the Stevens River, Barnet, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNETH00070045 on Town Highway 7 crossing the Stevens River, Barnet, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 41.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and pasture downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, the Stevens River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 100 ft and an average bank height of 17 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 105 mm (0.344 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 22, 1995, indicated that the reach was stable. The Town Highway 7 crossing of the Stevens River is a 37-ft-long, two-lane bridge consisting of one 34-foot concrete slab span (Vermont Agency of Transportation, written communication, March 16, 1995). The opening length of the structure parallel to the bridge face is 33 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 20 degrees. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the entire left and right abutments, upstream and downstream wingwalls, and upstream and downstream banks. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.8 to 5.4 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was greater than the 100-year discharge. Left abutment scour ranged from 21.8 to 28.6 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 14.6 to 17.4 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1996

Level II scour analysis for Bridge 59 (NWPCVT01050059) on State Route 105 crossing an unnamed Mud Creek Tributary, Newport, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NWPCVT01050059 on state route 105 crossing an unnamed Mud Creek tributary, Newport, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province of north-central Vermont in the town of Newport. The 9.18-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture while the immediate banks are brush covered with some trees. In the study area, this unnamed Mud Creek tributary has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 42 ft and an average channel depth of 5 ft. The predominant channel bed materials are gravel and cobbles with a median grain size (D 50 ) of 54.1 mm (0.178 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 21, 1994, indicated that the reach was stable. The state route 105 crossing of an unnamed Mud Creek tributary is a 33-ft-long, two-lane bridge consisting of one 29-foot concrete-slab span (Vermont Agency of Transportation, written communication, August 5, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening and the opening-skew-to-roadway is 15 degrees. Scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on each bank upstream and both upstream wingwalls. The downstream wingwalls are protected by remnant abutment walls from a previous structure. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.2 to 0.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.2 to 16.6 ft. The worst-case abutment scour also occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗