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USGS1996

Level II scour analysis for Bridge 46 (CHELTH00680046) on Town Highway 68, crossing the First Branch of the White River, Chelsea, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CHELTH00680046 on town highway 68 crossing the First Branch of the White River, Chelsea, 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 in the town of Chelsea. The 58.2-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have dense woody vegetation coverage. In the study area, the First Branch of the White River has a sinuous channel with a slope of approximately 0.0054 ft/ft, an average channel top width of 92 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel and cobble (D 50 is 52.7 mm or 0.173 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 16, 1994, indicated that the reach was stable. The town highway 68 crossing of the First Branch of the White River is a 61-ft-long, onelane covered bridge with a 52-foot clear-span (Vermont Agency of Transportation, written commun., August 26, 1994). The bridge is supported by vertical, stone abutments with a concrete wingwall on the downstream right. The left abutment is laid-up stone supported by concrete at the upstream and downstream ends of the laid-up stone abutment. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 15 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed under the bridge during the Level I assessment. The scour protection measures in place at the site were type- 2 stone fill (less than 36 inches diameter) at the road approach embankments except the downstream left embankment which had no protection. The upstream right road embankment, impacted by the channel bend, has an extensive covering of stone fill for erosion protection. Type-3 stone fill (less than 48 inches diameter) was noted along the right abutment. 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 0.9 to 2.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 14.3 to 24.0 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. The left abutment sits atop a bedrock outcrop. The results of the calculated scour depths will be limited by the bedrock. 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 49 (BRIDTH00530049) on Town Highway 53, crossing North Branch Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00530049 on town highway 53 crossing the North Branch of 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). 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 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 province of central Vermont in the town of Bridgewater. The 26.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the immediate banks have woody vegetation coverage with grass on the overbanks. In the study area, the North Branch Ottauquechee River has a sinuous channel with a slope of approximately 0.0075 ft/ft, an average channel top width of 66 ft and an average channel depth of 6 ft. The predominant channel bed material is cobble and gravel (D 50 is 68.4 mm or 0.224 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 27, 1994, indicated that the reach was stable. The town highway 53 crossing of the North Branch of the Ottauquechee Riveris a 51-ftlong, one-lane bridge consisting of one 49-foot steel-beam span (Vermont Agency of Transportation, written communication, August 25, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is not skewed to the opening and the opening-skew-to-roadway is zero degrees. The scour protection measures in place at the site are type-1 stone fill (less than 12 inches diameter) along the upstream left wingwall and type-2 stone fill (less than 36 inches diameter) along 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 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 aggradation or degradation; 2) contraction scour (due to reduction in flow area caused by 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 scour depths for contraction and local scour and a summary of the results follows. Contraction scour for all modelled flows was 0 feet. Abutment scour ranged from 2.3 to 12.0 feet and 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, 1993, 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 15 (GRNVTH00230015) on Town Highway 23, crossing the Third Branch of the White River, Granville, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure GRNVTH00230015 on town highway 23 crossing the Third Branch of the White River, Granville, 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 Granville. The 23.6-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 except for the downstream banks, which are residential. In the study area, the Third Branch of the White River has an incised, sinuous channel with a slope of approximately 0.0128 ft/ft, an average channel top width of 42 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble (D 50 is 108 mm or 0.353 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 laterally unstable. The town highway 23 crossing of the Third Branch of the White River is a 35-ft-long, one-lane bridge consisting of one 31-foot steel beam span (Vermont Agency of Transportation, written communication, August 26, 1994). 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 10 degrees. The only scour protection measures in place at the site were type-1 stone fill (less than 12 inches diameter) along the upstream right bank, upstream right wingwall, and right abutment. Retaining walls are in place along the upstream left bank up to the upstream end of the upstream left wingwall and both downstream banks with the left bank wall extending from 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 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 scour 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 0.4 ft. The worst-case contraction scour occurred at the incipient overtopping discharge. Abutment scour ranged from 9.8 to 13.9 ft. The worst-case abutment scour occurred at the 100-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 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 38 (RANDTH00640038) on Town Highway 64, crossing the Second Branch of the White River, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00640038 on town highway 64 crossing the Second Branch of the 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 46.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the The upstream left bank is forested, the upstream right bank is covered primarily by brush, the surface cover is pasture on the downstream left and row crops on the downstream right. In the study area, the Second Branch of the White River has an incised, sinuous channel with a slope of approximately 0.0015 ft/ft, an average channel top width of 71 ft and an average channel depth of 8 ft. The predominant channel bed material is gravel with a median grain size (D 50 ) of 32.0 mm (0.105 ft). The geomorphic assessment at the time of the Level I site visits on August 10, 1994 and December 5, 1994 indicated that the reach was laterally unstable. The town highway 64 crossing of the Second Branch of the White Riveris a 43-ft-long, one-lane covered bridge consisting of one 35-foot steel-beam span (Vermont Agency of Transportation, written communication, August 1, 1994). The bridge is supported by vertical, stone abutments with upstream wingwalls. The channel bends sharply at it’s approach to the bridge, however, at the bridge face, the channel is skewed approximately 0 degrees to the opening. The opening-skew-to-roadway is also 0 degrees. A scour hole 2 ft deeper than the mean thalweg depth was observed upstream of the bridge along the outside of the channel bend. Other scour problems at this site included undermining of the right abutment at it’s upstream and downstream ends. 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 1.7 to 2.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.2 to 24.2 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). 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 6 (RICHTH00030006) on Town Highway 3, crossing an unnamed tributary to the Missisquoi River, Richford, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RICHTH00030006 on Town Highway 3 crossing an unnamed tributary to the Missisquoi River, Richford, 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 northern Vermont. The 4.5-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge. In the study area, the unnamed tributary to the Missisquoi River is a sinuous channel with a slope of approximately 0.008 ft/ft, an average channel top width of 39 ft and an average channel depth of 2 ft. The channel slope was obtained from a topographic map (USGS, 1986). The predominant channel bed material is gravel with a median grain size (D 50 ) of 26.2 mm (0.0861 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 28, 1995, indicated that the reach was stable. The Town Highway 3 crossing of an unnamed tributary to the Missisquoi River is a 26-ftlong, two-lane bridge consisting of one 24-foot concrete T-beam span (Vermont Agency of Transportation, written communication, March 9, 1995). 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 0.0 degrees. The only scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) along the upstream right wingwall and at the upstream end of the right abutment. 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 1.7 to 1.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Scour at the left abutment ranged from 7.6 to 12.6 ft with the worst case occurring at the 100-year event. Scour at the right abutment ranged from 1.6 to 5.6 ft with the worst case occurring at the 500-year event. 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 145 (HANCVT01000145) on Vermont Highway 100, crossing the Hancock Branch of the White River, Hancock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HANCVT01000145 on State Route 100 crossing the Hancock Branch of the White River, Hancock, 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 22.0-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is urban on left bank and forested on the right bank upstream of the bridge while the immediate banks have woody vegetation. Downstream of the bridge surface cover on both banks is pasture while the immediate banks have woody vegetation. In the study area, the Hancock Branch of the White River has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 48 ft and an average channel depth of 3 ft. The predominant channel bed materials are cobble and gravel with a median grain size (D 50 ) of 71.9 mm (0.236 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 16, 1994, indicated that the reach was stable. State Route 100 crossing the Hancock Branch of the White River is a 55-ft-long, two-lane bridge consisting of one 53-foot steel-beam span (Vermont Agency of Transportation, written communication, August 26, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is not skewed to the opening and the opening-skewto-roadway is 0 degrees. The only scour protection measures at the site were type-3 stone fill (less than 48 inches diameter) at the upstream right wingwall, both downstream wingwalls and the downstream ends of both abutments. Also there was type-2 stone fill (less than 36 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 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 3.4 to 4.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 8.2 to 11.1 ft. The worst-case abutment scour occurred at the 100-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 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.

Vermont↗
USGS1997

Level II scour analysis for Bridge 8 (STAMVT01000008) on State Highway 100, crossing the North Branch of the Hoosic River, Stamford, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure STAMVT01000008 on Vermont Highway 100 crossing the North Branch of the Hoosic River, Stamford, 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 southern Vermont. The 6.8-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the upstream right bank surface cover is short grass and the upstream left bank is a sand/gravel lot while the immediate banks are covered by shrubs and trees. Downstream of the bridge banks are forested. In the study area, the North Branch of the Hoosic River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 37 ft and an average bank height of 3 ft. The channel bed material is predominantly cobble with a median grain size (D 50 ) of 88.0 mm (0.289 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 1, 1996, indicated that the reach was laterally unstable. The Vermont Highway 100 crossing of the North Branch of the Hoosic River is a 39-ft-long, two-lane bridge consisting of one 37-foot steel-beam span (Vermont Agency of Transportation, written communication, November 1, 1995). The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 15 degrees. A scour hole 2.5 ft deeper than the mean thalweg depth was observed along the upstream end of the right abutment during the Level I assessment. The only scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) at the downstream ends of the left and right abutments extending downstream along the left bank for 13 feet and along the right bank for 16 feet. The plans show stone fill placed at the upstream ends of the abutments. The protection at the upstream end of the right abutment has failed due to stream migration towards the right bank. The protection at the upstream end of the left abutment was not detected due to the sand/gravel pile, for District 1 maintenance, migrating into the channel (Figure 3). 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 0.6 to 3.0 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 14.4 to 17.8 ft. Right abutment scour ranged from 8.1 to 11.1 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 6 (STAMVT01000006) on State Route 100, crossing the North Branch of the Hoosic River, Stamford, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure STAMVT01000006 on Vermont Highway 100 crossing the North Branch of the Hoosic River, Stamford, 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 southern Vermont. The 8.61-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass with forest along the immediate banks throughout the reach. In the study area, the North Branch of the Hoosic River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 44 ft and an average bank height of 4 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 97.4 mm (0.320 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 31, 1996, indicated that the reach was stable. The Vermont Highway 100 crossing of the North Branch of the Hoosic River is a 99-ft-long, two-lane bridge consisting of one 97-foot steel-beam span (Vermont Agency of Transportation, written communication, September 28, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 60 degrees to the opening and the opening-skew-to-roadway is also 60 degrees. The scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the downstream left bank. Type-2 (less than 36 inches diameter) stone fill was found along the upstream left bank and the downsteam right 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 ranged from 0.7 to 2.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 18.8 to 19.7 ft along the right abutment and from 2.8 to 6.8 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 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 43 (CHESVT00110043) on State Highway 11, crossing the Middle Branch Williams River, Chester, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CHESVT00110043 on State Route 11 crossing the Middle Branch of the Williams River, Chester, 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 principally in the Green Mountain section of the New England physiographic province in southeastern Vermont. The 13.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly forest except for the area downstream and right of the bridge which is pasture. In the study area, the Middle Branch of the Williams River has a sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 77 ft and an average bank height of 8 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 76.6 mm (0.251 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 11, 1996, indicated that the reach was laterally unstable. Lateral instability was evident from the several point bars and cut banks located through the study reach. The State Route 11 crossing of the Middle Branch of the Williams River is a 76-ft-long, two-lane bridge consisting of two 37-foot concrete Tee-beam spans (Vermont Agency of Transportation, written communication, March 29, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening. The computed opening-skew-to-roadway was 30 degrees but the historical records indicate this angle is 25 degrees. Scour protection measures at the site consist of type-1 stone fill (less than 12 inches diameter) along the downstream banks and the upstream right wing wall. Type-2 (less than 36 inches diameter) stone fill protection is noted on the upstream and downstream left wingwalls and upstream along the 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 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 1.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.2 to 10.7 ft. The worst-case abutment scour occurred at the 500-year discharge for the right abutment. Pier scour ranged from 7.3 to 8.6 ft. The worst-case pier 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↗
USGS2004

Data dictionary and formatting standard for dissemination of geotechnical data

A pilot system for archiving and web dissemination of geotechnical data collected and stored by various agencies is currently under development. Part of the scope of this project, sponsored by the Consortium of Organizations for Strong-Motion Observation Systems (COSMOS) and by the Pacific Earthquake Engineering Research Center (PEER) Lifelines Program, is the development of a data dictionary and formatting standard. This paper presents the data model along with the basic structure of the data dictionary tables for this pilot system.

Conference Paper↗
USGS2023

Findings from a decade of ground motion simulation validation research and a path forward

Simulated ground motions have the potential to advance seismic hazard assessments and structural response analyses, particularly for conditions with limited recorded ground motions such as large magnitude earthquakes at short source-to-site distances. However, rigorous validation of simulated ground motions is needed for hazard analysts, practicing engineers, or regulatory bodies to be confident in their use. A decade ago, validation exercises were mainly limited to comparisons of simulated-to-observed waveforms and median values of spectral accelerations for selected earthquakes. The Southern California Earthquake Center (SCEC) Ground Motion Simulation Validation (GMSV) group was formed to increase coordination between simulation modelers and research engineers with the aim of devising and applying more effective methods for simulation validation. Here, we summarize what has been learned in over a decade of GMSV activities, principally reflecting the views of the SCEC research community but also extending our findings and suggestions for a path forward to broader United States and worldwide simulation validation efforts. We categorize different validation methods according to their approach and the metrics considered. Two general approaches are to compare validation metrics from simulations to those from historical records or to those from semi-empirical models. Validation metrics are categorized into ground motion characteristics and structural responses. We discuss example validation studies that have been impactful in the past decade and suggest future research directions. Key lessons learned are that validation is application-specific, our outreach and dissemination need improvement, and much validation-related research remains unexplored.

Earthquake Spectra↗
USGS2014

Self-recognition in corals facilitates deep-sea habitat engineering

The ability of coral reefs to engineer complex three-dimensional habitats is central to their success and the rich biodiversity they support. In tropical reefs, encrusting coralline algae bind together substrates and dead coral framework to make continuous reef structures, but beyond the photic zone, the cold-water coral Lophelia pertusa also forms large biogenic reefs, facilitated by skeletal fusion. Skeletal fusion in tropical corals can occur in closely related or juvenile individuals as a result of non-aggressive skeletal overgrowth or allogeneic tissue fusion, but contact reactions in many species result in mortality if there is no ‘self-recognition’ on a broad species level. This study reveals areas of ‘flawless’ skeletal fusion in Lophelia pertusa , potentially facilitated by allogeneic tissue fusion, are identified as having small aragonitic crystals or low levels of crystal organisation, and strong molecular bonding. Regardless of the mechanism, the recognition of ‘self’ between adjacent L. pertusa colonies leads to no observable mortality, facilitates ecosystem engineering and reduces aggression-related energetic expenditure in an environment where energy conservation is crucial. The potential for self-recognition at a species level, and subsequent skeletal fusion in framework-forming cold-water corals is an important first step in understanding their significance as ecological engineers in deep-seas worldwide.

Scientific Reports↗
USGS2002

U.S. Geological Survey Activities Related to American Indians and Alaska Natives Fiscal Year 2002

Information is a resource for Native American governments, communities, organizations, and people. The U.S. Geological Survey (USGS) provides technical expertise, reports, and other impartial information sources that benefit Native Americans interested in subsistence issues, water, land use, and the health of many parts of the environment. Native self-sufficiency, economic development, and conservation are cultivated through Native decisions informed with USGS data and analyses. The USGS works in cooperation with American Indian and Alaska Native governments, conducting research on water and mineral resources, animals and plants of environmental, economic, or subsistence importance, natural hazards, and geologic resources. Digital data on cartography, mineral resources, streamflow, biota, and other topics are available to American Indian and Alaska Native individuals and institutions. The USGS recognizes the need to learn from and share knowledge with Native peoples. This report describes most of the activities that the USGS conducted with American Indian and Alaska Native governments, educational institutions, and individuals during Federal Fiscal Year 2002. Some of these USGS activities were carried out in concert with the Bureau of Indian Affairs (BIA). Others were conducted by Tribes, Tribal organizations, professional societies, and the USGS. A growing number of Tribal governments, educational institutions, and other Tribal organizations have begun using geographic information systems and other digital technologies in recent years. As Tribes become more interested in and more adept at managing digital information, they are seeking relevant data from the USGS more frequently. Using digital technologies provides Tribal governments with additional means of managing lands and resources for the benefit of current and future generations. The USGS recognizes the need to make its information available to Tribal governments, and to work with those governments and other institutions to advance data management capabilities. The USGS also recognizes that Tribal institutions have varying needs, interests, and capacities. The USGS strives to be sensitive to the unique circumstances of each of these institutions while supporting their self-driven evolution. The USGS is responding to these needs by increasing the transfer of scientific information to American Indian and Alaska Native governments and by training employees of those governments to conduct scientific studies and improve scientific data management. The USGS is also encouraging American Indians and Alaska Natives to pursue careers in science and seeking ways to hire Indian and Native students. By identifying, improving, and disseminating information about available hiring mechanisms, the USGS is working to make hiring such students easier, and, therefore, more likely, for USGS managers. The U.S. Geological Survey is the Federal science bureau within the Department of the Interior (DoI). The USGS is non-regulatory and is not a significant manager of Federal or Trust lands or assets. However, as described in this report, there are several types of USGS activities that involve American Indians, Alaska Natives, and their lands. One type of activity is the course of formal studies, conducted through existing USGS programs, that involves collection of specific types of data as well as investigative and research projects. These projects typically last 2 or 3 years, although a few are parts of longer-term activities. Some projects are funded through cooperative agreements, from monies provided to the USGS by individual Tribal governments, or by the BIA. The USGS provides matching funds for cooperative projects. These formal projects may also receive funding from the U.S. Environmental Protection Agency, the Indian Health Service (part of the Department of Health and Human Services), or other Federal agencies. The USGS routinely works with its sister bureaus in the Department of the Interior to provide the scientific information and expertise needed to meet the Department's science priorities. Within this context, the USGS and the BIA are cooperating to use USGS information resources to benefit American Indian and Alaska Native peoples and their lands. The second type of USGS activity is less formal, based on initiatives designed and conducted by USGS employees. Frequently involving educational activities, these endeavors are prompted by employee interests, often as collateral issues, that result from one or more USGS employees identifying and responding to an observed need. In these activities, USGS employees help fulfill a mission of the USGS--to prove scientific relevance--while helping their fellow citizens. Increasingly, some of the educational activities are becoming parts of formal USGS projects. USGS employees have also taken the initiative in assisting American Indians and Alaska Natives through participation in several organizations that were created to foster awareness of science among Native peoples and to help build support and communication networks. One such group is the American Indian Science and Engineering Society (AISES). This group sponsors an annual national meeting in which USGS employees participate. USGS employees join this organization on a voluntary basis, bringing the benefits of this expanded network to the USGS, as many employees do with other professional organizations. Each part of the USGS has identified an American Indian/Alaska Native liaison. The USGS has a regional organizational structure, with Western, Central, and Eastern Regions. The regions work in concert with specific scientific disciplines to conduct the scientific mission of the USGS. The regional structure is intended to bring us closer to our customers; we hope that Native Americans and Alaska Natives will use the contacts listed at the end of this report.

Report↗
USGS2012

Ecosystem engineering varies spatially: a test of the vegetation modification paradigm for prairie dogs

Colonial, burrowing herbivores can be engineers of grassland and shrubland ecosystems worldwide. Spatial variation in landscapes suggests caution when extrapolating single-place studies of single species, but lack of data and the need to generalize often leads to ‘model system’ thinking and application of results beyond appropriate statistical inference. Generalizations about the engineering effects of prairie dogs ( Cynomys sp.) developed largely from intensive study at a single complex of black-tailed prairie dogs C. ludovicianus in northern mixed prairie, but have been extrapolated to other ecoregions and prairie dog species in North America, and other colonial, burrowing herbivores. We tested the paradigm that prairie dogs decrease vegetation volume and the cover of grasses and tall shrubs, and increase bare ground and forb cover. We sampled vegetation on and off 279 colonies at 13 complexes of 3 prairie dog species widely distributed across 5 ecoregions in North America. The paradigm was generally supported at 7 black-tailed prairie dog complexes in northern mixed prairie, where vegetation volume, grass cover, and tall shrub cover were lower, and bare ground and forb cover were higher, on colonies than at paired off-colony sites. Outside the northern mixed prairie, all 3 prairie dog species consistently reduced vegetation volume, but their effects on cover of plant functional groups varied with prairie dog species and the grazing tolerance of dominant perennial grasses. White-tailed prairie dogs C. leucurus in sagebrush steppe did not reduce shrub cover, whereas black-tailed prairie dogs suppressed shrub cover at all complexes with tall shrubs in the surrounding habitat matrix. Black-tailed prairie dogs in shortgrass steppe and Gunnison's prairie dogs C. gunnisoni in Colorado Plateau grassland both had relatively minor effects on grass cover, which may reflect the dominance of grazing-tolerant shortgrasses at both complexes. Variation in modification of vegetation structure may be understood in terms of the responses of different dominant perennial grasses to intense defoliation and differences in foraging behavior among prairie dog species. Spatial variation in the engineering role of prairie dogs suggests spatial variation in their keystone role, and spatial variation in the roles of other ecosystem engineers. Thus, ecosystem engineering can have a spatial component not evident from single-place studies.

Ecography: Pattern and Diversity in Ecology↗
USGS2015

Hydrology: The interdisciplinary science of water

We live in a world where biophysical and social processes are tightly coupled. Hydrologic systems change in response to a variety of natural and human forces such as climate variability and change, water use and water infrastructure, and land cover change. In turn, changes in hydrologic systems impact socioeconomic, ecological, and climate systems at a number of scales, leading to a coevolution of these interlinked systems. The Harvard Water Program, Hydrosociology, Integrated Water Resources Management, Ecohydrology, Hydromorphology, and Sociohydrology were all introduced to provide distinct, interdisciplinary perspectives on water problems to address the contemporary dynamics of human interaction with the hydrosphere and the evolution of the Earth’s hydrologic systems. Each of them addresses scientific, social, and engineering challenges related to how humans influence water systems and vice versa. There are now numerous examples in the literature of how holistic approaches can provide a structure and vision of the future of hydrology. We review selected examples, which taken together, describe the type of theoretical and applied integrated hydrologic analyses and associated curricular content required to address the societal issue of water resources sustainability. We describe a modern interdisciplinary science of hydrology needed to develop an in-depth understanding of the dynamics of the connectedness between human and natural systems and to determine effective solutions to resolve the complex water problems that the world faces today. Nearly, every theoretical hydrologic model introduced previously is in need of revision to accommodate how climate, land, vegetation, and socioeconomic factors interact, change, and evolve over time.

Water Resources Research↗
USGS1987

Seismic response of dam with soil‐structure interaction

An analytical solution to the response of a long trapezoidal‐section dam on a foundation consisting of an elastic half‐space and subjected to simulated earthquake morion is developed. An optimum seismic design is achieved when the cross section of the dam is triangular. The effect of soil structure interaction is to lower the strain occurring in the dam.

Journal of Engineering Mechanics↗
USGS2004

Response of a 14-story Anchorage, Alaska, building in 2002 to two close earthquakes and two distant Denali fault earthquakes

The recorded responses of an Anchorage, Alaska, building during four significant earthquakes that occurred in 2002 are studied. Two earthquakes, including the 3 November 2002 M7.9 Denali fault earthquake, with epicenters approximately 275 km from the building, generated long trains of long-period (>1 s) surface waves. The other two smaller earthquakes occurred at subcrustal depths practically beneath Anchorage and produced higher frequency motions. These two pairs of earthquakes have different impacts on the response of the building. Higher modes are more pronounced in the building response during the smaller nearby events. The building responses indicate that the close-coupling of translational and torsional modes causes a significant beating effect. It is also possible that there is some resonance occurring due to the site frequency being close to the structural frequency. Identification of dynamic characteristics and behavior of buildings can provide important lessons for future earthquake-resistant designs and retrofit of existing buildings. ?? 2004, Earthquake Engineering Research Institute.

Earthquake Spectra↗