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At least 343 records · Page 19Linked to original sources
USGS1996

Level II scour analysis for Bridge 94 (FERDVT01050094) on State Route 105, crossing the Nulhegan River, Ferdinand, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure FERDVT01050094 on State Route 105 crossing the Nulhegan River, Ferdinand, 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 38.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass and brush with wetlands immediately adjacent to the stream channel. In the study area, the Nulhegan River has a meandering channel with a slope of approximately 0.002 ft/ft, an average channel top width of 60 ft and an average channel depth of 6 ft. The predominant channel bed material is sand with a median grain size (D 50 ) of 0.465 mm (0.00153 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 5, 1995, indicated that the reach was laterally unstable. The State Route 105 crossing of the Nulhegan Riveris a 44-ft-long, two-lane bridge consisting of one 42-foot steel-beam span (Vermont Agency of Transportation, written communication, March 6, 1995). 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 zero degrees. Scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on the upstream right bank, the upstream right wingwall, the right abutment, the downstream end of the left abutment and the downstream wingwalls. 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 1.2 to 1.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.6 to 11.0 ft. The worst-case abutment scour also occurred at the 500-year discharge. Total scour depths computed for this site were not below the bottom of the footings, except for the 500- year discharge model at the left abutment. 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 crosssection 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 25 (BRNAVT00120025) on State Highway 12, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNAVT00120025 on State Highway 12 crossing Locust Creek, Barnard, 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 Barnard. The 11.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage. In the study area, Locust Creek has a sinuous channel with a slope of approximately 0.023 ft/ft, an average channel top width of 49 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble (D 50 is 109 mm or 0.359 ft). The geomorphic assessment at the time of the Level I and Level II site visits on September 23 and December 16, 1994, indicated that the reach was stable. The State Highway 12 crossing of Locust Creek is a 41-ft-long, two-lane bridge consisting of one 39-foot concrete slab type superstructure (Vermont Agency of Transportation, written communication, August 23, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the opening-skew-to-roadway is 45 degrees. A scour hole 1 ft deeper than the mean thalweg depth was observed along a bedrock outcrop near the upstream left wingwall during the Level I assessment. The scour protection measures in place at the site are type-1 stone fill (less than 12 inches diameter) along the left abutment, upstream right bank, and both downstream banks; type-2 stone fill (less than 36 inches diameter) at the downstream side of the right road approach and upstream left bank; type-3 stone fill (less than 48 inches diameter) at the upstream end of the upstream right wingwall and downstream end of downstream left wingwall; type-5 (wall/ artificial levee) at the upstream end of the upstream left wingwall. 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 0.0 to 1.4 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 8.5 to 20.9 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, 1993, p. 48). 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↗
USGS1954

Geology and uranium deposits of the Caribou area, Boulder County, Colorado

Pitchblende was discovered in the Caribou mine, Boulder County. Colo., in 1948 by Consolidated Caribou Silver Mines, incorporated during the reopening of the 1040-level. Since 1948, a small quantity of pitchblende has been produced from the Radium vein during exploratory work that was done under contract with the Atomic Energy Commission. The Caribou mine, primarily a silver mine, develops five veins (Caribou. No Name, Poorman, Sherman and Silver Dollar) that were formerly worked as separate mines. Three other veins, the Radium, Elmer, and Nelson, are exposed in the Caribou mine only at and below the 920-level. The general geology of the Caribou area, known since 1869 as a silver district, has been discussed by Bastin and Hill (1917) and more recently by Lovering and Goddard (1950). In 1937 a detailed study of the petrography of the Caribou stock was made by Smith (1938). In 1948 and 1949, R.U. King (1950) of the U. S., Geological Survey examined the Caribou mine to evaluate the uranium deposit. In 1950, D.M. Sheridan and E.N. Hinrichs of the U. S. Geological Survey made a radioactivity reconnaissance of the mine dumps at Caribou and vicinity. This reconnaissance included examination of most of the accessible workings of the Caribou mine. Other reports on the area are listed in the bibliography. As a result of King’s preliminary examination and the later exploration for uranium on the property, the U.S. Geological Survey in 1951 began a detailed investigation of the Caribou area on behalf of the Division of Raw Materials of the Atomic Energy Commission, the principal purpose of which was to evaluate the uranium occurrences in the area. The study was begun by E. P. Kaiser and W. S., Cavender, who established a triangulation net, using a base line in Caribou Park for horizontal control and a U.S. Geological Survey bench mark on the top of Caribou Hill for vertical control. Upon the assignment of Kaiser to another project in August 1951 the investigation was continued until November 1951, by F.B. Moore and W. S. Cavender. During the study of the district the writers prepared a geologic map at a scale of 1 inch to 100 feet of an area of about one square mile. The mapped area includes most of the mines in the Caribou district and embraces the eastern half of Caribou Hill and adjacent areas to the east and north. In addition, all accessible underground workings were mapped at a scale of 1 inch to 40 feet. The writers wish to acknowledge the cooperation of the staff of the Consolidated Caribou Silver Mines incorporated, who made the Caribou mine available for examination at all times and who furnished maps and suggestions that were of great assistance. Mr. A.E. Blakesley, owner of the Comstock mine, was also most cooperative in making possible the examination of his mine. Thanks are due Dr., E.E. Wahlstrom of the University of Colorado and to the Boulder Daily Camera for the use of their files containing information on the Caribou mine. To S. Lovering of the U.S. Geological Survey made many valuable suggestions on the identification of alteration products in thin section.

Colorado↗
USGS1996

Level II scour analysis for Bridge 25 (CLARTH00100025) on Town Highway 10, crossing the Clarendon River, Clarendon, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CLARTH00100025 on town highway 10 crossing the Clarendon River, Clarendon, 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). Resultsof a Level I scour investigation also are included in Appendix E of this report. A Level I study 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 Taconic Section of the New England physiographic province in westcentral Vermont. The 19.3-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the left and right banks are covered by pasture and (or) fields. The right bank of Clarendon River is eroded due to stream-flow attack immediately upstream of the bridge. In the study area, the Clarendon River has a sinuous channel with a slope of approximately 0.007 ft/ft, an average channel top width of 44 ft and an average channel depth of 3 ft. There are large meanders approximately 100 feet upstream and downstream of the bridge. The predominant channel bed materials are gravel and cobbles with a median grain size (D 50 ) of 42.4 mm (0.139 ft). The geomorphic assessment at the time of the Level I and Level II site visit on April 27, 1995, indicated that the reach was laterally unstable. The town highway 10 crossing of the Clarendon River was a 27-ft-long, two-lane bridge consisting of one 24-foot steel stringer with a timber deck (Vermont Agency of Transportation, written communication, March 13, 1995). The deck was removed at the time of the survey but the analysis was done as if the old deck was in place. The bridge is supported on the left by a vertical stone abutment and on the right by a vertical, concrete abutment with an upstream wingwall. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 0 degrees. A scour hole 3 ft deeper than the mean thalweg depth was observed along the right bank extending from 24 to 60 feet upstream of the bridge. No scour prevention measures were observed at this site at the time of the site visit. 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 0.0 to 0.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.7 to 10.6 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↗
USGS1996

Level II scour analysis for Bridge 35 (RANDTH00650035) on Town Highway 65, crossing the Second Branch White River, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00650035 on town highway 65 crossing the Second Branch White River, Randolph, 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 central Vermont. The 47.2-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the surface cover is pasture except for the downstream left bank which is forested. There is some woody vegetation on the immediate channel banks upstream of the bridge. In the study area, the Second Branch White River has a sinuous channel with alluvial boundaries and a slope of approximately 0.002 ft/ft, an average channel top width of 52 ft and an average channel depth of 7 ft. The predominant channel bed materials are sand and gravel with a median grain size (D 50 ) of 1.37 mm (0.0045 ft). The geomorphic assessment at the time of the Level I site visits on August 11, 1994 and December 1, 1994, indicated that the reach was laterally unstable. The town highway 65 crossing of the Second Branch White River is a 33-ft-long, one-lane bridge consisting of one 28-foot steel-beam span (Vermont Agency of Transportation, written communication, July 29, 1994). The bridge is supported by vertical, stone abutments with wingwalls. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is 15 degrees. 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 0.0 to 2.4 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge which was 5,870 cfs less than the 100-year discharge. Abutment scour at the left abutment ranged from 5.7 to 13.9 ft. with the worst-case occurring at the 500-year discharge. Abutment scour at the right abutment ranged from 9.2 to 11.3 ft. with the worst-case occurring at the incipient-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↗
USGS1997

Level II scour analysis for Bridge 46 (BRNETH00610046) on Town Highway 61, crossing East Peacham Brook, Barnet, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNETH00610046 on Town Highway 61 crossing East Peacham Brook, 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 15.8-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, East Peacham Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 59 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 121 mm (0.397 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 23, 1995, indicated that the reach was laterally unstable with cut banks both upstream and downstream of the bridge. The Town Highway 61 crossing of East Peacham Brook is a 28-ft-long, one-lane bridge consisting of one 26-foot steel-beam span (Vermont Agency of Transportation, written communication, March 24, 1995). The opening length of the structure parallel to the bridge face is 24.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the opening-skew-toroadway is zero degrees. A scour hole 0.7 ft deeper than the mean thalweg depth was observed along the upstream left wingwall extending along the left abutment during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left wingwall extending along the upstream left bank and along the entire base of the downstream left 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 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 to 1.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 10.4 to 13.9 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). 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↗
USGS2019

Using scenarios to evaluate vulnerability of grassland communities to climate change in the Southern Great Plains of the United States

Scenario planning is a useful tool for identifying key vulnerabilities of ecological systems to changing climates, informed by the potential outcomes for a set of divergent, plausible, and relevant climate scenarios. We evaluated potential vulnerabilities of grassland communities to changing climate in the Southern Great Plains (SGP) and the Landscape Conservation Design pilot area (LCD) for the U.S. Fish and Wildlife Service, Science Applications Program, Great Plains Landscape Conservation Cooperative. Four climate scenarios (warm-dry, warm-wet, hot-dry, and hot-wet) from atmospheric-ocean general circulation models were selected to represent a suite of plausible future climatic conditions. For each scenario, and for contemporary climatic conditions, we predicted the spatial patterns of relative productivity for indicator grass species using statistical models of relative above-ground net primary productivity (hereafter, productivity) based on temperature, precipitation, and soil texture (percent sand, silt, or clay). Two indicator grass species were selected to represent each of four focal grassland communities: semi-desert grasslands, shortgrass prairie, mixed-grass prairie, and tallgrass prairie. Changes in spatial patterning of bioclimatic conditions conducive for each indicator species as predicted for each climate scenario relative to current land use were used to evaluate potential vulnerability and conservation opportunities for grassland communities. Specifically, the following questions were addressed for each focal grassland community: (1) Where is the productivity of each species predicted to increase, decrease, or remain stable relative to estimated contemporary productivity for the SGP and LCD pilot area, (2) where is the productivity of the two indicator species for each community predicted to increase, decrease, or remain stable, (3) which grassland communities are most vulnerable to changes in composition and vertical structure, (4) how do current land-use patterns contribute to potential vulnerabilities of grassland communities for the climate scenarios evaluated, and (5) how can managers use the vulnerabilities identified to evaluate conservation opportunities in the SGP and LCD? Current land-use patterns, in combination with the potential effects of a changing climate, pose greater risks to mixed-grass and tallgrass prairies of the SGP compared to semi-desert grasslands and shortgrass prairie. For most climate scenarios evaluated, bioclimatic conditions conducive to the taller species were predicted to contract within some or all the current distribution of mixed-grass and tallgrass prairies within the SGP. An increase in precipitation, however, could potentially ameliorate the negative effects of increasing temperatures as evidenced by higher productivity for the hot-wet scenario compared to the other scenarios for the most vulnerable species. Compounding their greater vulnerability to increasing temperatures coupled with decreasing precipitation, the mixed-grass and tallgrass prairies have been greatly fragmented and converted, primarily by agriculture. In contrast, the climate scenarios evaluated are generally conducive to stable or increasing productivity of indicator species for semi-desert grasslands and shortgrass prairie. In addition, conversion and fragmentation of semi-desert grasslands and shortgrass prairie were relatively low. These results suggest that the synergistic effects of land use and changing climatic conditions could have the greatest effects on the composition and structure of mixed-grass and tallgrass prairies in the SGP. ScienceBase data release files that support this report are available at https://doi.org/10.5066/P9DGJHEP (Manier and others, 2019).

Colorado, Kansas, Nebraska, New Mexico, Oklahoma, ↗
USGS2004

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

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

Scientific Investigations Report↗
USGS1997

Level II scour analysis for Bridge 4 (MAIDTH00070004) on Town Highway 7, crossing Cutler Mill Brook, Maidstone, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MAIDTH00070004 on Town Highway 7 crossing the Cutler Mill Brook, Maidstone, 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 18.1-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly shrub and brushland. In the study area, the Cutler Mill Brook has a non-incised, meandering channel with local braiding and a slope of approximately 0.004 ft/ft, an average channel top width of 43 ft and an average bank height of 2 ft. The channel bed material ranges from sand to cobble with a median grain size (D 50 ) of 27.6 mm (0.091 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 19, 1995, indicated that the reach was laterally unstable due to large meanders in the channel. The Town Highway 7 crossing of the Cutler Mill Brook is a 25-ft-long, one-lane bridge consisting of one 22-foot concrete span (Vermont Agency of Transportation, written communication, August 5, 1994). The opening length of the structure parallel to the bridge face is 21.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 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 along the left abutment during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along both banks upstream, along the entire base length of the upstream left wingwall, and along the upstream end of the upstream 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 others, 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 2.2 to 4.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.7 to 12.4 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 16 (BRNATH00800016) on Town Highway 80, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00800016 on town highway 80 crossing Locust Creek, Barnard, 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, gleaned from Vermont Agency of Transportation (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 province of central Vermont in the town of Barnard. The 22.0-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the left banks are forested and the right banks are covered with shrub and brush. Vermont Route 12 is adjacent to the right bank. In the study area, Locust Creek has an incised channel with a slope of approximately 0.02 ft/ft, an average channel top width of 60 ft and an average channel depth of 4 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 102 mm (0.336 ft). The geomorphic assessment at the time of the Level I and Level II site visits on September 22, 1994 and October 12, 1994, indicated that the reach was stable. The town highway 80 crossing of Locust Creek is a 36-ft-long, one-lane bridge consisting of one 33-foot steel-beam span with timber deck (Vermont Agency of Transportation, written communication, August 23, 1994). The bridge is supported by vertical, log crib abutments with wingwalls. Type-2 stone fill (less than 36 inches diameter) protects the upstream and downstream left wingwalls and the downstream left road embankment. Type- 3 stone fill (less than 48 inches diameter) protects the upstream and downstream right wingwalls. The upstream left and downstream right road embankments are not protected and road wash is eroding these areas. The channel approach to the bridge is straight with the bridge skewed zero degrees to flow; the opening-skew-to-roadway is also zero degrees. 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 0.0 to 3.7 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge, which was between the 100- and 500-year discharge. Abutment scour ranged from 17.5 to 23.2 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 others, 1993, p. 48). 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 9 (JAYVT02420009) on Vermont Highway 242, crossing the Jay Branch of the Missisquoi River, Jay, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure JAY-VT02420009 on Vermont highway 242 crossing the the Jay Branch of the Missisquoi River, Jay, 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 study 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 northern Vermont in the town of Jay. The 4.36-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is primarily forest and brush except for the downstream left overbank which is grass. In the study area, the the Jay Branch of the Missisquoi River has an incised, sinuous channel with a slope of approximately 0.021 ft/ft, an average channel top width of 38 ft and an average channel depth of 5 ft. A Level I visual inspection at the site indicates that the predominant channel bed material is cobble and boulder with gravel. Results of a pebble count indicate that the predominant channnel bed material is a very coarse gravel with a median grain size (D 50 ) of 41.7 mm (0.1369 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 6, 1995, indicated that the reach was stable. The Vermont highway 242 crossing of the the Jay Branch of the Missisquoi River is a 60- ft-long, two-lane bridge consisting of one 55-foot steel-beam span (Vermont Agency of Transportation, written communication, March 6, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 60 degrees to the opening while the opening-skew-to-roadway is 45 degrees. The scour protection measures at the site included type-2 stone fill (less than 36 inches diameter) at the upstream right wingwall, the downstream left and right wingwalls and the upstream end of the left abutment. Type-1 stone fill (less than 12 inches) was along the upstream end of the right abutment. Type-4 stone fill (less than 64 inches) was along the upstream left wingwall. 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 0.0 to 0.6 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 0.8 to 5.6 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 19 (SHEFTH00440019) on Town Highway 44, crossing Trout Brook, Sheffield, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure SHEFTH00440019 on Town Highway 44 crossing Trout Brook, 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 3.0-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass on the upstream and downstream right overbanks, while the immediate banks have dense woody vegetation. The surface cover of the upstream and downstream left overbanks is shrub and brushland. In the study area, Trout Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 45 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 116 mm (0.381 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 31, 1995, indicated that the reach was stable. The Town Highway 44 crossing of Trout Brook is a 24-ft-long, one-lane bridge consisting of a 22-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 28, 1994). The opening length of the structure parallel to the bridge face is 19.8 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 zero degrees. 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 resulted in zero ft. Left abutment scour ranged from 4.4 to 5.6 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 3.6 to 4.8 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 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↗
USGS1997

Level II scour analysis for Bridge 7H (HUNTTH0001007H) on Town Highway 1, crossing Cobb Brook, Huntington, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH001007H on Town Highway 1 crossing the Cobb Brook, Huntington, Vermont (figures 1–10). 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. In August 1976, Hurricane Belle caused flooding at this site which resulted in road and bridge damage (figures 7-8). This was approximately a 25-year flood event (U.S. Department of Housing and Urban Development, 1978). The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 4.20-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. Downstream of the bridge is brushland and pasture. In the study area, the Cobb Brook has an incised, straight channel with a slope of approximately 0.03 ft/ft, an average channel top width of 43 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulders with a median grain size (D 50 ) of 65.5 mm (0.215 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 24, 1996, indicated that the reach was stable. The Town Highway 1 crossing of the Cobb Brook is a 23-ft-long, two-lane bridge consisting of one 20-foot concrete slab span (Vermont Agency of Transportation, written communication, June 21, 1996). 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 zero degrees. A scour hole 2.8 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. Protection measures at the site include type-1 stone fill (less than 12 inches diameter) at the downstream right wingwall, type-2 stone fill (less than 36 inches diameter) at the upstream right wingwall and the downstream end of the downstream left wingwall, and type-3 stone fill (less than 48 inches diameter) at the upstream left 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 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 0.2 to 1.3 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge. Abutment scour ranged from 4.0 to 8.7 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 10. 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 4 (MNTGTH00020004) on Town Highway 2, crossing Wade Brook, Montgomery, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MNTGTH00020004 on town highway 2 crossing Wade Brook, Montgomery, 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, gleaned 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 province of north-central Vermont in the town of Montgomery. The 1.68-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage. In the study area, Wade Brook has an incised, sinuous channel with a slope of approximately 0.0454 ft/ft, an average channel top width of 30 ft and an average channel depth of 2 ft. The predominant channel bed materials are gravel and cobbles (D 50 is 77.7 mm or 0.255 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 8, 1994, indicated that the reach was degraded. There were no scour holes observed during the Level I assessment. However, general streambed lowering was evident as both abutments were undermined equally with no localized scour on one abutment over the other. The town highway 2 crossing of Wade Brook is a 23-ft-long, two-lane bridge consisting of one 20-foot concrete slab span (Vermont Agency of Transportation, written communication, August 3, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the computed opening-skew-to-roadway is 25 degrees. The scour protection measures at the site were type-1 stone fill (less than 12 inches diameter) on the upstream right wingwall and all road approach embankments, type-2 stone fill (less than 36 inches diameter) on the left abutment, and a “laid-up” stone wall at the upstream end of the upstream left wingwall and in front of the upstream left bank. 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 was 0.1 ft. The worst-case contraction scour occurred at the 100-year and 500-year discharges. Abutment scour ranged from 3.9 to 5.2 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). 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↗
USGS1997

Level II scour analysis for Bridge 19 (CHARTH00390019) on Town Highway 39, crossing Mad Brook, Charleston, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CHARTH00390019 on Town Highway 39 crossing Mad Brook, Charleston, 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 investigation also are included in this report in Appendix E. A Level I study 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 in the town of Charleston. The 6.54-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest except for the upstream left side which is covered primarily with shrubs and brush. The immediate banks have dense woody vegetation. In the study area, Mad Brook has an incised, sinuous channel with a slope of approximately 0.023 ft/ft, an average channel top width of 40 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 135.0 mm (0.443 ft). The geomorphic assessment on October 26, 1994 indicated that the reach was laterally unstable due to long-term lateral migration of the channel. Data collection for the level II analysis was accomplished on October 26, 1994 and July 24, 1995. The Town Highway 39 crossing of Mad Brook is a 34-ft-long, two-lane bridge consisting of one 31-foot steel-beam span (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 45 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour protection measures evident at the site were type-2 stone fill (less than 36 inches diameter) on the upstream left wingwall and upstream end of the left abutment wall. Type-3 stone fill (less than 48 inches diameter) was noted on the upstream right wingwall and the upstream side of the left road approach embankment. 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 was 0.0 ft. Abutment scour ranged from 9.5 to 16.7 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↗
USGS2007

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

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

Scientific Investigations Report↗
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 12 (SUNDFLR0030012) on Forest Land Road 3, crossing Roaring Branch Brook, Sunderland, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure SUNDFLR0030012 on Forest Land Road (FLR) 3 (FAS 114) crossing Roaring Branch Brook, Sunderland, 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 southwestern Vermont. The 4.93-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 along the left bank and primarily shrubs and trees along the right bank, both upstream and downstream of the bridge. In the study area, Roaring Branch Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 33 ft and an average bank height of 4 ft. The channel bed material ranges from cobble to bedrock with a median grain size (D 50 ) of 139 mm (0.457 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 30, 1996, indicated that the reach was stable. Forest Land Road 3 (FAS 114) crossing of Roaring Branch Brook is a 37-ft-long, two-lane bridge consisting of one 35-foot steel-beam 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 30 degrees to the opening while the opening-skew-to-roadway is 15 degrees. The scour protection measures at the site included type-3 stone fill (less than 48 inches diameter) along the left and right abutments, along the upstream left and downstream right wing walls and along the downstream right bank. Type-4 (less than 60 inches diameter) stone fill was found along the upstream right and downstream left wingwalls and along the downstream left bank. Type-2 (less than 36 inches diameter) stone fill scour protection was found along the upstream left and right banks. 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 was calculated to be 0.0 ft. Abutment scour ranged from 4.3 to 10.4 ft. The worst-case abutment scour occurred at the 500-year discharge along the right abutment. 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.

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