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At least 1,279 records · Page 71Linked to original sources

Ground-water records for northeastern Oklahoma : Part 1, records of wells, test-holes, and springs

The U. S. Geological Survey has collected data on Oklahoma's ground-water resources since 1934. Most of these data were collected as part of specific ground-water studies conducted in cooperation with various Federal, State, and local agencies. Although a large amount of ground-water data have been published, they are scattered through a variety of reports and are not readily available on a regional basis. Furthermore, a considerable amount of data have never been published and can be obtained only from the files of the Geological Survey. The purpose of this report is to make available both published and unpublished records for approximately 3,360 wells, test-holes, and springs in 23 counties in northeastern Oklahoma. In addition, selected references to pertinent ground-water reports covering parts of the 23-county area are included for those requiring more specific information. The stratigraphic nomenclature and age determinations used in the report are those accepted by the Oklahoma Geological Survey and do not necessarily agree with those of the U.S. Geological Survey. Acknowledgment is extended to the many hundreds of individuals who have provided the data compiled in this report.

Open-File Report↗

Geological framework data from Long Island Sound, 1981-1990: A digital data release

Introduction Since 1980 the Coastal and Marine Geology Program of the U.S. Geological Survey and Connecticut Department of Environmental Protection have conducted a joint program of cooperative geologic research in Long Island Sound and its vicinity. As part of this program, a highly successful regional-scale study of the geologic framework was completed. Reconnaissance high-resolution seismic reflection data were collected and used to establish the basic stratigraphy within the Sound and to map the major geologic units; field verification of the geologic interpretations of the seismic profiles was primarily accomplished with vibratory cores. These interpretations were in turn used to produce basin-wide syntheses of the late Quaternary depositional history. Unfortunately, the original seismic records and core logs were generated only in analog form. These unique paper documents, which are still under demand for industrial applications and academic research, are fragile and have become ragged from frequent use. The purpose of this report is to preserve these data by converting the seismic profiles, core descriptions, and ancillary reports into digital form, and to organize these files into a product that can be more readily accessed and disseminated. Not all of the existing high-resolution seismic-reflection surveys, collected in Long Island Sound through cooperatives with the U.S. Geological Survey and the Connecticut Department of Environmental Protection, have been incorporated into this report. These surveys, whose records are still in need of preprocessing and annotation, generally cover smaller areas along the Connecticut coast and were originally intended to provide additional detail to the larger, more regional data sets presented herein. The digital release of the omitted data sets is planned as part of a future product.

Connecticut, New York↗

Annual dissolved nitrite plus nitrate and total phosphorous loads for the Susquehanna, St. Lawrence, Mississippi-Atchafalaya, and Columbia River basins, 1968-2004

Annual stream-water loads were calculated near the outlet of four of the larger river basins (Susquehanna, St. Lawrence, Mississippi-Atchafalaya, and Columbia) in the United States for dissolved nitrite plus nitrate (NO2 + NO3) and total phosphorus using LOADEST load estimation software. Loads were estimated for the period 1968-2004; although loads estimated for individual river basins and chemical constituent combinations typically were for shorter time periods due to limitations in data availability. Stream discharge and water-quality data for load estimates were obtained from the U.S. Geological Survey (USGS) with additional stream discharge data for the Mississippi-Atchafalaya River Basin from the U.S. Army Corps of Engineers. The loads were estimated to support national assessments of changes in stream nutrient loads that are periodically conducted by Federal agencies (for example, U.S. Environmental Protection Agency) and other water- and land-resource organizations. Data, methods, and results of load estimates are summarized herein; including World Wide Web links to electronic ASCII text files containing the raw data. The load estimates are compared to dissolved NO2 + NO3 loads for three of the large river basins from 1971 to 1998 that the USGS provided during 2001 to The H. John Heinz III Center for Science, Economics and the Environment (The Heinz Center) for a report The Heinz Center published during 2002. Differences in the load estimates are the result of using the most up-to-date monitoring data since the 2001 analysis, differences in how concentrations less than the reporting limit were handled by the load estimation models, and some errors and exclusions in the 2001 analysis datasets (which resulted in some inaccurate load estimates).

Open-File Report↗

User's guide for mapIMG 3--Map image re-projection software package

Version 0.0 (1995), Dan Steinwand, U.S. Geological Survey (USGS)/Earth Resources Observation Systems (EROS) Data Center (EDC)--Version 0.0 was a command line version for UNIX that required four arguments: the input metadata, the output metadata, the input data file, and the output destination path. Version 1.0 (2003), Stephen Posch and Michael P. Finn, USGS/Mid-Continent Mapping Center (MCMC--Version 1.0 added a GUI interface that was built using the Qt library for cross platform development. Version 1.01 (2004), Jason Trent and Michael P. Finn, USGS/MCMC--Version 1.01 suggested bounds for the parameters of each projection. Support was added for larger input files, storage of the last used input and output folders, and for TIFF/ GeoTIFF input images. Version 2.0 (2005), Robert Buehler, Jason Trent, and Michael P. Finn, USGS/National Geospatial Technical Operations Center (NGTOC)--Version 2.0 added Resampling Methods (Mean, Mode, Min, Max, and Sum), updated the GUI design, and added the viewer/pre-viewer. The metadata style was changed to XML and was switched to a new naming convention. Version 3.0 (2009), David Mattli and Michael P. Finn, USGS/Center of Excellence for Geospatial Information Science (CEGIS)--Version 3.0 brings optimized resampling methods, an updated GUI, support for less than global datasets, UTM support and the whole codebase was ported to Qt4.

Open-File Report↗

CMGTooL user's manual

During the past several years, the sediment transport group in the Coastal and Marine Geology Program (CMGP) of the U. S. Geological Survey has made major revisions to its methodology of processing, analyzing, and maintaining the variety of oceanographic time-series data. First, CMGP completed the transition of the its oceanographic time-series database to a self-documenting NetCDF (Rew et al., 1997) data format. Second, CMGP’s oceanographic data variety and complexity have been greatly expanded from traditional 2-dimensional, single-point time-series measurements (e.g., Electro-magnetic current meters, transmissometers) to more advanced 3-dimensional and profiling time-series measurements due to many new acquisitions of modern instruments such as Acoustic Doppler Current Profiler (RDI, 1996), Acoustic Doppler Velocitimeter, Pulse-Coherence Acoustic Doppler Profiler (SonTek, 2001), Acoustic Bacscatter Sensor (Aquatec, 1001001001001001001). In order to accommodate the NetCDF format of data from the new instruments, a software package of processing, analyzing, and visualizing time-series oceanographic data was developed. It is named CMGTooL. The CMGTooL package contains two basic components: a user-friendly GUI for NetCDF file analysis, processing and manipulation; and a data analyzing program library. Most of the routines in the library are stand-alone programs suitable for batch processing. CMGTooL is written in MATLAB computing language (The Mathworks, 1997), therefore users must have MATLAB installed on their computer in order to use this software package. In addition, MATLAB’s Signal Processing Toolbox is also required by some CMGTooL’s routines. Like most MATLAB programs, all CMGTooL codes are compatible with different computing platforms including PC, MAC, and UNIX machines (Note: CMGTooL has been tested on different platforms that run MATLAB 5.2 (Release 10) or lower versions. Some of the commands related to MAC may not be compatible with later releases of MATLAB). The GUI and some of the library routines call low-level NetCDF file I/O, variable and attribute functions. These NetCDF exclusive functions are supported by a MATLAB toolbox named NetCDF, created by Dr. Charles Denham . This toolbox has to be installed in order to use the CMGTooL GUI. The CMGTooL GUI calls several routines that were initially developed by others. The authors would like to acknowledge the following scientists for their ideas and codes: Dr. Rich Signell (USGS), Dr. Chris Sherwood (USGS), and Dr. Bob Beardsley (WHOI). Many special terms that carry special meanings in either MATLAB or the NetCDF Toolbox are used in this manual. Users are encouraged to read the documents of MATLAB and NetCDF for references.

Open-File Report↗

National Oceanic and Atmospheric Administration hydrographic survey data used in a U.S. Geological Survey regional geologic framework study along the Delmarva Peninsula

The U.S. Geological Survey initiated a research effort in 2014 to define the geologic framework of the Delmarva Peninsula inner continental shelf, which included new data collection and assembly of relevant extant datasets. Between 2006 and 2011, Science Applications International Corporation, under contract to the National Oceanic and Atmospheric Administration National Ocean Service, carried out 23 hydrographic surveys covering more than 4,100 square kilometers of the continental shelf using Reson multibeam echosounders and Klein towed sidescan sonars to update nautical charts along the Delmarva Peninsula. Acoustic backscatter data from these instruments are valuable for characterizing aspects of shallow geologic framework, including seafloor geology, sediment transport pathways, and marine resources. The data cover an area that extends from the entrance of Delaware Bay, Delaware, south to Parramore Island, Virginia, in water depths of about 3 to 35 meters below mean lower low water. Data were collected along lines spaced 40 meters apart, resulting in 40 to 100 percent seafloor coverage for multibeam bathymetry. Processed bathymetric data within the Delmarva Peninsula study area are available through a National Ocean Service interactive map interface, but towed sidescan data products are limited, and multibeam backscatter data products have not been available in the past. The U.S. Geological Survey obtained raw Reson multibeam data files from Science Applications International Corporation and the National Oceanic and Atmospheric Administration for 20 hydrographic surveys and extracted backscatter data using the Fledermaus Geocoder Toolbox from Quality Positioning Service. The backscatter mosaics produced by the U.S. Geological Survey for the inner continental shelf of the Delmarva Peninsula using National Oceanic and Atmospheric Administration data increased regional geophysical surveying efficiency, collaboration among government agencies, and the area over which geologic data can be interpreted by the U.S. Geological Survey. This report describes the methods by which the backscatter data were extracted and processed and includes backscatter mosaics and interpolated bathymetric surfaces.

Delaware, Maryland, Virginia↗

Users and uses of Landsat 8 satellite imagery—2014 survey results

Executive Summary In 2013, Landsat 8 began adding high quality, global, moderate-resolution imagery to the more than 40-year archive of Landsat imagery. To assess the potential effects of the availability of Landsat 8 imagery on users and their work, the U.S. Geological Survey (USGS) Land Remote Sensing Program (LRS) initiated a survey of Landsat users. The objectives of the survey were to 1. Characterize various Landsat user groups, such as United States (U.S.) and international users and Landsat 8 and non-Landsat 8 users; 2. Identify any differences among user groups in uses and preferences; 3. Measure the importance of and satisfaction with Landsat 8 attributes; 4. Assess the importance to users of the frequency of usable imagery; and 5. Determine any challenges in using Landsat 8. The online survey was sent to 51,617 Landsat users registered with USGS in May 2014. Almost 13,000 people responded to the survey for a response rate of 25 percent (n = 12,966). Current Landsat users (users who had used Landsat in their work in the year prior to the survey) composed 89 percent of the sample (n = 11,549) and past Landsat users composed 11 percent (n = 1,417). The results reported here apply to current Landsat users registered with the USGS Earth Resources Observation and Science (EROS) Center. Users from 161 countries responded to the survey. Of those, 19 percent were citizens or permanent residents of the United States and 81 percent resided in other countries. More than 70 percent of current users had used Landsat 8 in the year prior to the survey. The majority of Landsat 8 users (65 percent) were established users who used Landsat imagery regularly both before and after Landsat 8 imagery became available. The average current Landsat user was male, 36 years old, and highly educated, with 9 years of experience using satellite imagery or geographic information system (GIS) software. Landsat 8 users had, on average, two more years of experience than non-Landsat 8 users. Users were employed predominantly by academic institutions (65 percent), followed by private businesses (13 percent), Federal governments (10 percent), State and local governments (6 percent), and nonprofit organizations (6 percent). Of the Landsat imagery obtained in the past year by current users, on average 31 percent came from a Landsat 8 sensor. An equivalent amount came from the Landsat 7 ETM+ sensor (33 percent); slightly less came from Landsats 4 and 5 TM sensors (27 percent). Much less came from Landsats 1 through 5 MSS sensors (5 percent). Overall, more than a third of users’ work used Landsat imagery (38 percent). Of this work, on average, 37 percent of the work was operational. Landsat 8 users considered a greater proportion of their work operational than non-Landsat 8 users (39 percent compared with 29 percent). Environmental sciences and management were the most commonly selected primary applications (selected by 42 percent of users). Land use/land cover (23 percent) was the second most commonly selected primary application, followed by education (12 percent), agriculture (9 percent), and planning and development (6 percent). Landsat 8 users were asked to rank the importance of certain attributes in determining whether to use Landsat 8 imagery in their work. The archive was ranked most important, followed by cost, spatial resolution, extent of coverage, data quality, and frequency of revisit. Users were asked how satisfied they were with these same attributes as they currently apply to Landsat 8 imagery. On average, users were most satisfied with lack of cost, extent of coverage, data quality, and the archive, but they were satisfied with all attributes. Users were asked how often they needed Landsat imagery to meet various requirements for their primary application. The survey question specifically asked how often users needed usable imagery, which differs from how often they would like the Landsat satellites to acquire an image. Users were asked to identify their needed frequency of usable imagery for the following levels: 1. Threshold level—the minimum frequency of usable imagery needed to be of any value to their primary application. 2. Breakthrough level—the frequency of usable imagery that would result in a significant improvement for their primary application of the imagery. 3. Target level—the frequency of usable imagery that would only provide a limited additional increase in the expected performance for their primary application. To meet the threshold level, three-quarters of users needed usable imagery every 17 days or less frequently. At the breakthrough level, two-thirds of users (64 percent) needed a usable image every 5–16 days. The current constellation of two satellites (Landsat 7 and 8) is capable of meeting the threshold and breakthrough needs of most users at least some of the time, but a single satellite would be highly unlikely to do so. Two-fifths of users (40 percent) felt that usable imagery provided every 4 days or more frequently would meet their target level which the current Landsat constellation cannot provide. Landsat 8 users were significantly more likely than non-Landsat 8 users to need usable imagery more frequently to meet their target levels. Additionally, U.S. Landsat 8 users were significantly more likely than other Landsat users to need usable imagery more frequently in order meet both their breakthrough and target levels. To explore the effect of the availability of Landsat 8 imagery on Landsat imagery use in general, established users (those who had consistently used Landsat imagery both before and after Landsat 8 imagery became available) using Landsat 8 imagery were asked about changes in the amount of Landsat imagery they used. The majority of established users using Landsat 8 imagery (60 percent) reported an average increase of 51 percent in the number of scenes obtained after Landsat 8 imagery became available. Landsat 8 users were asked if they had encountered challenges in using Landsat 8 whereas non-Landsat 8 users were asked if such challenges had played a role in why they were not using Landsat 8 imagery. Although many users did not encounter challenges when using or trying to use Landsat 8 data, slightly less than 30 percent did encounter issues with processing the data to a usable point. The most common issue reported was not being able to create or have access to a surface reflectance corrected product. Other challenges were related to the file sizes of images being too large to download, store, or analyze. There were no statistically significant differences between Landsat 8 and non-Landsat 8 users in terms of challenges encountered when using or trying to use the imagery, which indicates that users were not unduly discouraged by the challenges they may have encountered. When asked about potential consequences of not using Landsat 8, more than half of the non-Landsat 8 users did not report detrimental effects on their work from not using the imagery. Of those who did report detrimental effects, decreased quality of work, decreased scope of work, and increased time spent on work were the most common.

Open-File Report↗

Level II scour analysis for Bridge 30, (HUNTTH00220030), on Town Highway 22, crossing Brush Brook, Huntington, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH00220030 on Town Highway 22 crossing Brush Brook, Huntington, 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 4.98-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, Brush Brook has an incised, straight channel with a slope of approximately 0.06 ft/ft, an average channel top width of 49 ft and an average bank height of 9 ft. The channel bed material ranges from sand to boulders with a median grain size (D 50 ) of 206 mm (0.675 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 25, 1996, indicated that the reach was stable. The Town Highway 22 crossing of Brush Brook is a 30-ft-long, one-lane bridge consisting of one 27-foot steel-beam span (Vermont Agency of Transportation, written communication, December 12, 1995). The opening length of the structure parallel to the bridge face is 25.6 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately zero degrees to the opening while the computed opening-skew-toroadway is 15 degrees. A scour hole 1 ft deeper than the mean thalweg was observed along the left abutment during the Level I assessment. The left abutment footing is exposed and undermined. The only scour countermeasure noted at the site was type-2 stone fill (less than 36 inches diameter) along the downstream 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero. Abutment scour ranged from 7.8 to 10.1 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↗

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

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

Vermont↗

Level II scour analysis for Bridge 26 (JAMATH00010026) on Town Highway 1, crossing Ball Mountain Brook, Jamaica, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure JAMATH00010026 on Town Highway 1 crossing Ball Mountain Brook, Jamaica, 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 29.3-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, Ball Mountain Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 74 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 82.6 mm (0.271 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 12, 1996, indicated that the reach was stable. The Town Highway 1 crossing of Ball Mountain Brook is a 80-ft-long, two-lane bridge consisting of one 78-foot steel-beam span (Vermont Agency of Transportation, written communication, March 29, 1995). The opening length of the structure parallel to the bridge face is 75.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. A scour hole 2 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour protection measures at the site were type-4 stone fill (less than 60 inches diameter) along the left bank upstream and extending underneath the bridge and along the bank downstream and also along the right bank upstream tapering to type-3 stone fill (less than 48 inches diameter) at 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). 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 the modelled flows ranged from 1.0 to 2.7 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge. Abutment scour ranged from 8.4 to 17.6 ft. The worst-case abutment scour for the right abutment occurred at the incipient-overtopping discharge. For 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↗

Level II scour analysis for Bridge 16 (TROYTH00290016) on Town Highway 29, crossing Beetle Brook, Troy, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure TROYTH00290016 on Town Highway 29 crossing Beetle Brook, Troy, 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 north-central Vermont. The 8.70-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, Beetle Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 42 ft and an average bank height of 3 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 61.9 mm (0.203 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 8, 1995, indicated that the reach was stable. The Town Highway 29 crossing of Beetle Brook is a 26-ft-long, one-lane bridge consisting of one 23-foot log-beam span (Vermont Agency of Transportation, written communication, March 7, 1995). The opening length of the structure parallel to the bridge face is 20.0 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the measured opening-skew-toroadway is 10 degrees. A scour hole 1.2 ft deeper than the mean thalweg depth was observed along the failed downstream right wingwall during the Level I assessment. The scour counter-measures at the site included type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream right wingwall and at 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). 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 1.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.2 to 13.4 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↗

Level II scour analysis for Bridge 6 (FAYSTH00010006) on Town Highway 1, crossing Shepard Brook, Fayston, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure FAYSTH00010006 on Town Highway 1 crossing Shepard Brook, Fayston, 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 16.6-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, Shepard Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 56 ft and an average bank height of 3 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 72.6 mm (0.238 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 2, 1996, indicated that the reach was stable. The Town Highway 1 crossing of the Shepard Brook is a 42-ft-long, two-lane bridge consisting of one 40-foot concrete T-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 39.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the calculated opening-skew-to-roadway is 30 degrees. Scour, 2.0 ft deeper than the mean thalweg depth, was observed along the right abutment during the Level I assessment. The left abutment is undermined along the base of the footing. In addition, 1.5 ft of scour was observed along the left abutment during the Level I assessment. The only scour protection measure at the site was type-1 stone fill (less than 12 inches diameter) along the left bank upstream and type-2 stone fill (less than 36 inches diameter) 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 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 0.9 to 3.9 ft. The worst-case contraction scour occurred at the 500-year. Abutment scour ranged from 11.1 to 17.2 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, 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↗

Level II scour analysis for Bridge 21 (MORETH00010021) on Town Highway 1, crossing Cox Brook, Moretown, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MORETH00010021 on Town Highway 1 crossing Cox Brook, Moretown, 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 north-central Vermont. The 2.85-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly forested. In the study area, Cox Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 23 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to cobble with a median grain size (D 50 ) of 47.5 mm (0.156 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 18, 1996, indicated that the reach was stable. The Town Highway 1 crossing of Cox Brook is a 29-ft-long, two-lane bridge consisting of one 27-foot steel-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 24.8 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 60 degrees to the opening while the measured opening-skew-to-roadway is 40 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the left abutment downstream during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the left bank upstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100-year and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.2 to 0.5 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 2.8 to 4.0 ft. The worst-case abutment scour occurred at the left abutment at the 100-year discharge and at the right abutment 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↗

Level II scour analysis for Bridge 67 (MTHOTH00120067) on Town Highway 12, crossing Freeman Brook, Mount Holly, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MTHOTH00120067 on Town Highway 12 crossing Freeman Brook, Mount Holly, 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 south-central Vermont. The 11.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forested. In the study area, Freeman Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 51 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 55.7 mm (0.183 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 5, 1995, indicated that the reach was stable. The Town Highway 12 crossing of Freeman Brook is a 34-ft-long, two-lane bridge consisting of a 30-foot prestressed concrete-slab span (Vermont Agency of Transportation, written communication, March 15, 1995). The opening length of the structure parallel to the bridge face is 29.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 15 degrees. Along the upstream right wingwall, the right abutment and the downstream right wingwall, a scour hole approximately 1.0 to 2.0 ft deeper than the mean thalweg depth was observed during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the downstream end of the downstream right wingwall; type-2 stone fill (less than 36 inches diameter) along the upstream left wingwall, the left abutment, the downstream left wingwall and the upstream left and right banks; type- 3 stone fill (less than 48 inches diameter) along the downstream left and right banks; and type-4 stone fill (less than 60 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.6 to 3.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 7.9 to 10.0 ft. Right abutment scour ranged from 12.7 to 15.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 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↗

User's Manual for the National Water Information System of the U.S. Geological Survey: Ground-water site-inventory system

The Ground-Water Site-Inventory (GWSI) System is a ground-water data storage and retrieval system that is part of the National Water Information System (NWIS) developed by the U.S. Geological Survey (USGS). The NWIS is a distributed water database in which data can be processed over a network of workstations and file servers at USGS offices throughout the United States. This system comprises the GWSI, the Automated Data Processing System (ADAPS), the Water-Quality System (QWDATA), and the Site- Specific Water-Use Data System (SWUDS). The GWSI System provides for entering new sites and updating existing sites within the local database. In addition, the GWSI provides for retrieving and displaying groundwater and Sitefile data stored in the local database. Finally, the GWSI provides for routine maintenance of the local and national data records. This manual contains instructions for users of the GWSI and discusses the general operating procedures for the programs found within the GWSI Main Menu.

Open-File Report↗

Land status and federal mineral ownership in the Powder River basin, Wyoming and Montana; a digital data set for geographic information systems

As the Nation's energy resources continue to be examined for development, it is critical that a digital database exist that contains location data for all Federal land and mineral resources. The U.S. Geological Survey (USGS), in cooperation with the Bureau of Land Management (BLM), is collecting these ownership files and compiling them in Environmental Systems Research Institute, Inc. (ESRI) ARC/INFO coverages, to form a standardized data library. A coverage is a digital version of a map in the form of vector data storage. These coverages are combined with models of coal deposits from the USGS National Coal Resource Assessment project, a five-year effort to identify and characterize the coal beds and coal zones that will provide fuel for the Nation’s energy needs during the first quarter of the twenty-first century. Geographic and geologic data layers are integrated in a Geographic Information System (GIS) to answer complex geo-spatial questions concerning coal resource occurrence.

Montana, Wyoming↗

Level II scour analysis for Bridge 34 (HUNTTH00210034) on Town Highway 21, crossing Brush Brook, Huntington, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH00210034 on Town Highway 21 crossing Brush Brook, Huntington, 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 6.23-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, Brush 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 4 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 90.0 mm (0.295 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 26, 1996, indicated that the reach was stable. The Town Highway 21 crossing of Brush Brook is a 28-ft-long, one-lane bridge consisting of one 26-foot steel-beam span with a timber deck (Vermont Agency of Transportation, written communication November 30, 1995). The opening length of the structure parallel to the bridge face is 25.4 ft. The bridge is supported by vertical, concrete abutments with a wingwall on the upstream right. The channel is skewed approximately 5 degrees to the opening and the computed opening-skew-to-roadway is 5 degrees. A tributary enters Brush Brook on the right bank immediately downstream of the bridge. At the confluence, the left bank of Brush Brook is eroded and there is a small void under the downstream end of the left abutment footing which is completely exposed. The right abutment footing is also exposed. The scour countermeasures at the site include type-2 stone fill (less than 36 inches diameter) along the upstream banks and in front of the right abutment and type-3 stone fill (less than 48 inches diameter) along the entire base length of the upstream right wingwall and along the downstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.7 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 6.9 to 10.9 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↗

Level II scour analysis for Bridge 36 (STOWTH00430036) on Town Highway 43, crossing Miller Brook, Stowe, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure STOWTH00430036 on Town Highway 43 crossing the Miller Brook, Stowe, 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 north central Vermont. The 5.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly forested. In the study area, the Miller Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 43 ft and an average bank height of 7 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 70.4 mm (0.231 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 15, 1996, indicated that the reach was stable. The Town Highway 43 crossing of the Miller Brook is a 24-ft-long, two-lane bridge consisting of one 21-foot steel-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 21.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening and the computed opening-skew-to-roadway is also 10 degrees. The footing on the left abutment was exposed 2.5 ft and the footing on the right abutment was exposed 3.0 ft during the Level I assessment. Scour protection measures at the site were type-4 stone fill (less than 60 inches diameter) on the left and right bank upstream, type-3 stone fill (less than 48 inches diameter) along the entire base length of the upstream right wingwall, right abutment, and type-2 stone fill (less than 36 inches diameter) along the entire base length of the downstream right wingwall, and left and right banks downstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.1 to 6.5 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↗