This report provides the results of a detailed Level II analysis of scour potential at structure \nANDOVT00110038 on State Route 11 crossing the Middle Branch Williams River, \nAndover, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, \nincluding a quantitative analysis of stream stability and scour (U.S. Department of \nTransportation, 1993). Results of a Level I scour investigation also are included in \nAppendix E of this report. A Level I investigation provides a qualitative geomorphic \ncharacterization of the study site. Information on the bridge, gleaned from Vermont Agency \nof Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II \nanalyses and is found in Appendix D.
\nThe site is in the Green Mountain section of the New England physiographic province in \nsouth central Vermont. The 5.65-mi2\n drainage area is in a predominantly rural and forested \nbasin. Upstream and downstream of the study site banks and overbanks are forested.
\nIn the study area, the Middle Branch Williams River has an incised, sinuous channel with a \nslope of approximately 0.02 ft/ft, an average channel top width of 44 ft and an average bank \nheight of 4 ft. The channel bed material ranges from gravel to boulders with a median grain \nsize (D50) of 54.0 mm (0.177 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on September 5, 1996, indicated that the reach was stable.
\nThe State Route 11 crossing of the Middle Branch Williams River is a 33-ft-long, two-lane \nbridge consisting of one 31-foot concrete T-beam span (Vermont Agency of Transportation, \nwritten communication, March 29, 1995). The bridge is supported by vertical, concrete \nabutments with wingwalls. The channel is skewed approximately 55 degrees to the opening \nwhile the measured opening-skew-to-roadway is 45 degrees.
\nThere were no scour problems observed during the Level I assessment. Type-4 stone fill \n(less than 60 inches diameter) and type-3 stone fill (less than 48 inches diameter) was \npresent on the left bank upstream and right bank upstream respectively. Type-2 stone fill \n(less than 36 inches diameter) was present in the upstream left wing wall area. Additional \ndetails describing conditions at the site are included in the Level II Summary and \nAppendices D and E.
\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). \nTotal scour at a highway crossing is comprised of three components: 1) long-term \nstreambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction \nin flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.
\nContraction scour for all modelled flows ranged from 1.8 to 3.4 ft. The worst-case \ncontraction scour occurred at the 500-year flow. Abutment scour ranged from 12.0 to 14.0 \nft. The worst-case abutment scour occurred at the 500-year flow at the right abutment. \nAdditional information on scour depths and depths to armoring are included in the section \ntitled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, \nare presented in tables 1 and 2. A cross-section of the scour computed at the bridge is \npresented in figure 8. Scour depths were calculated assuming an infinite depth of erosive \nmaterial and a homogeneous particle-size distribution.
\nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97368","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Striker, L.K., and Hammond, R.E., 1997, Level II scour analysis for Bridge 38 (ANDOVT00110038) on State Route 11, crossing the Middle Branch Williams River, Andover, Vermont: U.S. Geological Survey Open-File Report 97-368, iv, 50 p., https://doi.org/10.3133/ofr97368.","productDescription":"iv, 50 p.","numberOfPages":"55","costCenters":[],"links":[{"id":170457,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97368.PNG"},{"id":279757,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0368/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Andover","otherGeospatial":"Middle Branch Williams River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,43.25 ], [ -72.75,43.375 ], [ -72.625,43.375 ], [ -72.625,43.25 ], [ -72.75,43.25 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a62e1","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240482,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Hammond, Robert E.","contributorId":61862,"corporation":false,"usgs":true,"family":"Hammond","given":"Robert","email":"","middleInitial":"E.","affiliations":[],"preferred":false,"id":240483,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":50014,"text":"ofr97780 - 1997 - Level II scour analysis for Bridge 36 (STOWTH00430036) on Town Highway 43, crossing Miller Brook, Stowe, Vermont","interactions":[],"lastModifiedDate":"2016-08-25T13:11:16","indexId":"ofr97780","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-780","title":"Level II scour analysis for Bridge 36 (STOWTH00430036) on Town Highway 43, crossing Miller Brook, Stowe, Vermont","docAbstract":"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-mi2 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 (D50) 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.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97780","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Striker, L.K., and Wild, E.C., 1997, Level II scour analysis for Bridge 36 (STOWTH00430036) on Town Highway 43, crossing Miller Brook, Stowe, Vermont: U.S. Geological Survey Open-File Report 97-780, iv, 51 p., https://doi.org/10.3133/ofr97780.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":176812,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97780.PNG"},{"id":279665,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0780/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Stowe","otherGeospatial":"Miller Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.875,44.375 ], [ -72.875,44.5 ], [ -72.75,44.5 ], [ -72.75,44.375 ], [ -72.875,44.375 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a638b","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240636,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Wild, Emily C. 0000-0001-6157-7629 ecwild@usgs.gov","orcid":"https://orcid.org/0000-0001-6157-7629","contributorId":1810,"corporation":false,"usgs":true,"family":"Wild","given":"Emily","email":"ecwild@usgs.gov","middleInitial":"C.","affiliations":[{"id":5081,"text":"Libraries","active":false,"usgs":true}],"preferred":false,"id":240635,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":50015,"text":"ofr97781 - 1997 - Level II scour analysis for Bridge 37 (CABOTH00410037) on Town Highway 41, crossing the Winooski River, Cabot, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T14:23:29","indexId":"ofr97781","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-781","title":"Level II scour analysis for Bridge 37 (CABOTH00410037) on Town Highway 41, crossing the Winooski River, Cabot, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nCABOTH00410037 on Town Highway 41 crossing the Winooski River (also referred to as \nCoit’s Pond Brook), Cabot, Vermont (figures 1–8). A Level II study is a basic engineering \nanalysis of the site, including a quantitative analysis of stream stability and scour (U.S. \nDepartment of Transportation, 1993). Results of a Level I scour investigation also are \nincluded in Appendix E of this report. A Level I investigation provides a qualitative \ngeomorphic characterization of the study site. Information on the bridge, gleaned from \nVermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level \nI and Level II analyses and is found in Appendix D.\nThe site is in the New England Upland section of the New England physiographic province \nin northeastern Vermont. The 21.4-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is primarily shrub and \nbrushland while the immediate banks have dense woody vegetation.\nIn the study area, the Winooski River has an incised, straight channel with a slope of \napproximately 0.01 ft/ft, an average channel top width of 53 ft and an average bank height \nof 4 ft. The channel bed material is primarily cobbles and boulder with a median grain size \n(D50) of 64.5 mm (0.212 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on July 16, 1996, indicated that the reach was stable.\nThe Town Highway 41 crossing of the Winooski River is a 29-ft-long, one-lane bridge \nconsisting of one 26-foot span (Vermont Agency of Transportation, written \ncommunication, October 13, 1995) with four steel I-beams and a wooden deck . The \nopening length of the structure parallel to the bridge face is 26 ft.The bridge is supported by \n“laid up” granite block abutments with concrete footings. The channel is skewed \napproximately 35 degrees to the opening while the computed opening-skew-to-roadway is \n15 degrees. The VTAOT computed opening-skew-to-roadway is zero degrees.\nThe only scour protection measure observed at the site during the Level I assessment was \ntype-2 stone fill (less than 36 inches diameter) along the entire base length of the left \nabutment and upstream right wingwall, along the upstream left bank and along the \ndownstream left and right banks. Additional details describing conditions at the site are \nincluded in the Level II Summary and Appendices \nD and E.\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping and \nmaximum free-surface flow discharges were determined and analyzed as two other \npotential worst-case scour scenarios. Total scour at a highway crossing is comprised of \nthree components: 1) long-term streambed degradation; 2) contraction scour (due to \naccelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused \nby accelerated flow around piers and abutments). Total scour is the sum of the three \ncomponents. Equations are available to compute depths for contraction and local scour and \na summary of the results of these computations follows.\nContraction scour for all modelled flows ranged from 0.0 to 2.7 ft. The worst-case \ncontraction scour occurred at the maximum free-surface flow (with road overflow) \ndischarge, which was less than the 100-year discharge. Abutment scour ranged from 9.8 to \n10.7 ft along the left abutment and from 16.2 to 19.9 ft along the right abutment. The worstcase abutment scour occurred at the 500-year discharge. Additional information on scour \ndepths and depths to armoring are included in the section titled “Scour Results”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. \nA cross-section of the scour computed at the bridge is presented in figure 8. Scour depths \nwere calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. \nIt is generally accepted that the Froehlich and Hire equations (abutment scour) gives \n“excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). \nUsually, computed scour depths are evaluated in combination with other information \nincluding (but not limited to) historical performance during flood events, the geomorphic \nstability assessment, existing scour protection measures, and the results of the hydraulic \nanalyses. Therefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97781","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Flynn, R.H., and Medalie, L., 1997, Level II scour analysis for Bridge 37 (CABOTH00410037) on Town Highway 41, crossing the Winooski River, Cabot, Vermont: U.S. Geological Survey Open-File Report 97-781, iv, 52 p., https://doi.org/10.3133/ofr97781.","productDescription":"iv, 52 p.","numberOfPages":"57","costCenters":[],"links":[{"id":162660,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97781.PNG"},{"id":279664,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0781/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Cabot","otherGeospatial":"Winooski River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.375,44.375 ], [ -72.375,44.5 ], [ -72.25,44.5 ], [ -72.25,44.375 ], [ -72.375,44.375 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a6376","contributors":{"authors":[{"text":"Flynn, Robert H. rflynn@usgs.gov","contributorId":2137,"corporation":false,"usgs":true,"family":"Flynn","given":"Robert","email":"rflynn@usgs.gov","middleInitial":"H.","affiliations":[{"id":405,"text":"NH/VT office of New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240637,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Medalie, Laura 0000-0002-2440-2149 lmedalie@usgs.gov","orcid":"https://orcid.org/0000-0002-2440-2149","contributorId":3657,"corporation":false,"usgs":true,"family":"Medalie","given":"Laura","email":"lmedalie@usgs.gov","affiliations":[{"id":466,"text":"New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240638,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":50013,"text":"ofr97779 - 1997 - Level II scour analysis for Bridge 27 (STJOTH00080027) on Town Highway 8, crossing the Sleepers River, St. Johnsbury, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T14:40:15","indexId":"ofr97779","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-779","title":"Level II scour analysis for Bridge 27 (STJOTH00080027) on Town Highway 8, crossing the Sleepers River, St. Johnsbury, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nSTJOTH00080027 on Town Highway 8 crossing the Sleepers River, \nSt. Johnsbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the \nsite, including a quantitative analysis of stream stability and scour (U.S. Department of \nTransportation, 1993). Results of a Level I scour investigation also are included in \nAppendix E of this report. A Level I investigation provides a qualitative geomorphic \ncharacterization of the study site. Information on the bridge, gleaned from Vermont Agency \nof Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II \nanalyses and is found in Appendix D.\nThe site is in the New England Upland section of the New England physiographic province \nin northeastern Vermont. The 40.4-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is forest on the upstream \nright bank with some pasture on the upstream left bank. The downstream right overbank \ncover is comprised of cut grass, trees and shrubs while the immediate banks have dense \nwoody vegetation. The downstream left bank is forested with some pasture.\nIn the study area, the Sleepers River has an incised, sinuous channel with a slope of \napproximately 0.007 ft/ft, an average channel top width of 72 ft and an average bank height \nof 5 ft. The channel bed material ranges from gravel to cobble with a median grain size \n(D50) of 48.5 mm (0.159 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on August 10, 1995, indicated that the reach was stable.\nThe Town Highway 8 crossing of the Sleepers River is a 74-ft-long, two-lane bridge \nconsisting of one 71-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 28, 1995). The opening length of the structure parallel to the bridge \nface is 68 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 50 degrees to the opening while the computed openingskew-to-roadway is 45 degrees. The VTAOT database states the opening-skew-to-roadway \nas 30 degrees.\nA scour hole 2.5 ft deeper than the mean thalweg depth was observed along the right \nabutment during the Level I assessment. There is also a three to four foot deep scour hole in \nthe channel adjacent to the upstream right wingwall. The scour protection at the site \nincluded type-3 stone fill (less than 48 inches diameter) at the upstream end of the upstream \nleft wingwall, at the downstream end of the downstream right wingwall, and along the \ndownstream left bank. There was also type-2 stone fill (less than 36 inches diameter) at the \ndownstream end of the downstream left wingwall, along the upstream left bank, and along \nthe downstream right bank. Additional details describing conditions at the site are included \nin the Level II Summary and Appendices D and E.\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge is determined and analyzed as another potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.\nContraction scour computed for all modelled flows was zero ft. Abutment scour ranged \nfrom 6.2 to 9.7 ft. The worst-case abutment scour occurred at the 100-year discharge at the \nright abutment and at the 500-year discharge at the left abutment. Additional information on \nscour depths and depths to armoring are included in the section titled “Scour Results”. \nScoured-streambed elevations, based on the calculated scour depths, are presented in tables \n1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour \ndepths were calculated assuming an infinite depth of erosive material and a homogeneous \nparticle-size distribution. \nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97779","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Administration","usgsCitation":"Ivanoff, M.A., 1997, Level II scour analysis for Bridge 27 (STJOTH00080027) on Town Highway 8, crossing the Sleepers River, St. Johnsbury, Vermont: U.S. Geological Survey Open-File Report 97-779, iv, 51 p., https://doi.org/10.3133/ofr97779.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":176811,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97779.PNG"},{"id":279666,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0779/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"St. Johnsbury","otherGeospatial":"Sleepers River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.25,44.375 ], [ -72.25,44.5 ], [ -72.0,44.5 ], [ -72.0,44.375 ], [ -72.25,44.375 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a7fe8","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240634,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":50016,"text":"ofr97782 - 1997 - Level II scour analysis for Bridge 17 (SHEFTH00380017) on Town Highway 38, crossing Miller Run, Sheffield, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T14:15:08","indexId":"ofr97782","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-782","title":"Level II scour analysis for Bridge 17 (SHEFTH00380017) on Town Highway 38, crossing Miller Run, Sheffield, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nSHEFTH00380017 on Town Highway 38 crossing Miller Run, Sheffield, Vermont (figures \n1–8). A Level II study is a basic engineering analysis of the site, including a quantitative \nanalysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of \na Level I scour investigation also are included in Appendix E of this report. A Level I \ninvestigation provides a qualitative geomorphic characterization of the study site. \nInformation on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) \nfiles, was compiled prior to conducting Level I and Level II analyses and is found in \nAppendix D.\nThe site is in the White Mountain section of the New England physiographic province in \nnortheastern Vermont. The 24.2-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is pasture along the right bank while \nthe immediate banks are covered by trees, shrubs, and brush. The surface cover along the \nleft bank is grass and Route 122 with shrubs and brush along the immediate banks.\nIn the study area, Miller Run has a sinuous channel with a slope of approximately 0.01 ft/ft, \nan average channel top width of 52 ft and an average bank height of 3 ft. The channel bed \nmaterial ranges from sand to bedrock with a median grain size (D50) of 80.5 mm (0.264 ft). \nThe geomorphic assessment at the time of the Level I and Level II site visit on August 1, \n1995, indicated that the reach was stable.\nThe Town Highway 38 crossing of Miller Run is a 52-ft-long, one-lane bridge consisting of \none 48-foot steel I-beam span with a wooden deck (Vermont Agency of Transportation, \nwritten communication, March 28, 1995). The opening length of the structure parallel to the \nbridge face is 42.4 ft. The bridge is supported by vertical, concrete abutments with \nwingwalls on the upstream end. The channel is skewed approximately 30 degrees to the \nopening while the computed opening-skew-to-roadway is 5 degrees.\nA scour hole 3.0 ft deeper than the mean thalweg depth was observed under the bridge \nduring the Level I assessment. The only scour protection measure at the site was type-4 \nstone fill (less than 60 inches diameter) at the upstream end of the upstream left wingwall. \nAdditional details describing conditions at the site are included in the Level II Summary \nand Appendices D and E.\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge is determined and analyzed as another potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.\nContraction scour for modelled flows ranged from 0.0 to 2.4 ft. Abutment scour ranged \nfrom 6.1 to 7.9 ft at the left abutment and 11.4 to 17.4 ft at the right abutment. The worstcase contraction and abutment scour occurred at the 500-year discharge. Additional \ninformation on scour depths and depths to armoring are included in the section titled “Scour \nResults”. Scoured-streambed elevations, based on the calculated scour depths, are presented \nin tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure \n8. Scour depths were calculated assuming an infinite depth of erosive material and a \nhomogeneous particle-size distribution. \nUsually, computed scour depths are evaluated in combination with other information \nincluding (but not limited to) historical performance during flood events, the geomorphic \nstability assessment, existing scour protection measures, and the results of the hydraulic \nanalyses. Therefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97782","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Striker, L.K., and Degnan, J.R., 1997, Level II scour analysis for Bridge 17 (SHEFTH00380017) on Town Highway 38, crossing Miller Run, Sheffield, Vermont: U.S. Geological Survey Open-File Report 97-782, iv, 51 p., https://doi.org/10.3133/ofr97782.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":162661,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97782.PNG"},{"id":279663,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0782/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Sheffield","otherGeospatial":"Miller Run","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.125,44.5 ], [ -72.125,44.625 ], [ -72.0,44.625 ], [ -72.0,44.5 ], [ -72.125,44.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a823f","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240640,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Degnan, James R. 0000-0002-5665-9010 jrdegnan@usgs.gov","orcid":"https://orcid.org/0000-0002-5665-9010","contributorId":498,"corporation":false,"usgs":true,"family":"Degnan","given":"James","email":"jrdegnan@usgs.gov","middleInitial":"R.","affiliations":[{"id":466,"text":"New England Water Science Center","active":true,"usgs":true},{"id":405,"text":"NH/VT office of New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240639,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49994,"text":"ofr97754 - 1997 - Level II scour analysis for Bridge 21 (MIDBTH00230021) on Town Highway 23, crossing the Middlebury River, Middlebury, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T13:20:16","indexId":"ofr97754","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-754","title":"Level II scour analysis for Bridge 21 (MIDBTH00230021) on Town Highway 23, crossing the Middlebury River, Middlebury, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nMIDBTH00230021 on Town Highway 23 crossing the Middlebury River, Middlebury, \nVermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including \na quantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.
\nThe site is in the Green Mountain section of the New England physiographic province in \nwest-central Vermont. The 44.8-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is suburban consisting of single \nhouses, each with a lawn, trees, and shrubs on all of the overbank areas bordering the river.
\nIn the study area, the Middlebury River has a straight channel with a slope of approximately \n0.02 ft/ft, an average channel top width of 87 ft and an average channel depth of 11 ft. The \nchannel bed material ranges from gravel to boulders with a median grain size (D50) of 152 \nmm (0.498 ft). The geomorphic assessment at the time of the Level I and Level II site visit \non June 18, 1996, indicated that the reach was stable.
\nThe Town Highway 23 crossing of the Middlebury River is a 52-ft-long, two-lane bridge \nconsisting of one 49-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, December 14, 1995). The opening length of the structure parallel to the \nbridge face is 42.3 feet. The bridge is supported by vertical, concrete abutments with \nwingwalls at each end of the left abutment only. The channel is skewed approximately 10 \ndegrees to the opening. The opening-skew-to-roadway from the VTAOT records is zero \ndegrees while 5 degrees was computed from surveyed points.
\nA scour hole 1.0 foot deeper than the mean thalweg depth was observed in the channel at \nthe upstream bridge face during the Level I assessment. The scour protection measure at the \nsite was type-2 stone fill (less than 36 inches diameter) on the upstream and downstream \nbanks and the upstream and downstream left wingwalls. Additional details describing \nconditions at the site are included in the Level II Summary and Appendices D and E.
\nScour depths and rock rip-rap sizes were computed using the general guidelines described \nin Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-\nyear discharges. In addition, the incipient roadway-overtopping discharge is determined and \nanalyzed as another potential worst-case scour scenario. Total scour at a highway crossing \nis comprised of three components: 1) long-term streambed degradation; 2) contraction \nscour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local \nscour (caused by accelerated flow around piers and abutments). Total scour is the sum of \nthe three components. Equations are available to compute depths for contraction and local \nscour and a summary of the results of these computations follows.
\nContraction scour for all modelled flows ranged from 1.2 to 1.8 feet. The worst-case \ncontraction scour occurred at the incipient overtopping discharge, which is less than the \n500-year discharge. Abutment scour ranged from 17.7 to 23.7 feet. The worst-case \nabutment scour occurred at the 500-year discharge. Additional information on scour depths \nand 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. \nA cross-section of the scour computed at the bridge is presented in figure 8. Scour depths \nwere calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.
\nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97754","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Boehmler, E.M., and Degnan, J.R., 1997, Level II scour analysis for Bridge 21 (MIDBTH00230021) on Town Highway 23, crossing the Middlebury River, Middlebury, Vermont: U.S. Geological Survey Open-File Report 97-754, 49 p., https://doi.org/10.3133/ofr97754.","productDescription":"49 p.","costCenters":[],"links":[{"id":176841,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97754.GIF"},{"id":279684,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0754/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Middlebury","otherGeospatial":"Middlebury River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,43.5 ], [ -72.75,43.625 ], [ -72.625,43.625 ], [ -72.625,43.5 ], [ -72.75,43.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a8121","contributors":{"authors":[{"text":"Boehmler, Erick M.","contributorId":96303,"corporation":false,"usgs":true,"family":"Boehmler","given":"Erick","email":"","middleInitial":"M.","affiliations":[],"preferred":false,"id":240602,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Degnan, James R. 0000-0002-5665-9010 jrdegnan@usgs.gov","orcid":"https://orcid.org/0000-0002-5665-9010","contributorId":498,"corporation":false,"usgs":true,"family":"Degnan","given":"James","email":"jrdegnan@usgs.gov","middleInitial":"R.","affiliations":[{"id":405,"text":"NH/VT office of New England Water Science Center","active":true,"usgs":true},{"id":466,"text":"New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240601,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":67563,"text":"i2585 - 1997 - Digital shaded-relief image of Alaska","interactions":[],"lastModifiedDate":"2019-12-25T09:01:48","indexId":"i2585","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":320,"text":"IMAP","code":"I","active":false,"publicationSubtype":{"id":5}},"seriesNumber":"2585","title":"Digital shaded-relief image of Alaska","docAbstract":"One of the most spectacular physiographic images of the conterminous United States, and the first to have been produced digitally, is that by Thelin and Pike (USGS I-2206, 1991). The image is remarkable for its crispness of detail and for the natural appearance of the artificial land surface. Our goal has been to produce a shaded-relief image of Alaska that has the same look and feel as the Thelin and Pike image. The Alaskan image could have been produced at the same scale as its lower 48 counterpart (1:3,500,000). But by insetting the Aleutian Islands into the Gulf of Alaska, we were able to print the Alaska map at a larger scale (1:2,500,000) and about the same physical size as the Thelin and Pike image. Benefits of the 1:2,500,000 scale are (1) greater resolution of topographic features and (2) ease of reference to the U.S. Geological Survey (USGS) (1987) Alaska Map E and the statewide geologic map (Beikman, 1980), which are both 1:2,500,000 scale.
Manually drawn, shaded-relief images of Alaska's land surface have long been available (for example, Department of the Interior, 1909; Raisz, 1948). The topography depicted on these early maps is mainly schematic. Maps showing topographic contours were first available for the entire State in 1953 (USGS, 1:250,000) (J.H. Wittmann, USGS, written commun., 1996). The Alaska Map E was initially released in 1954 in both planimetric (revised in 1973 and 1987) and shaded-relief versions (revised in 1973, 1987, and 1996); topography depicted on the shaded-relief version is based on the 1:250,000-scale USGS topographic maps. Alaska Map E was later modified to include hypsometric tinting by Raven Maps and Images (1989, revised 1993) as copyrighted versions. Other shaded-relief images were produced for The National Geographic Magazine (LaGorce, 1956; 1:3,000,000) or drawn by Harrison (1970; 1:7,500,000) for The National Atlas of the United States. Recently, the State of Alaska digitally produced a shaded-relief image of Alaska at 1:2,500,000 scale (Alaska Department of Natural Resources, 1994), using the 1,000-m digital elevation data set referred to below.
An important difference between our image and these previous ones is the method of reproduction: like the Thelin and Pike (1991) image, our image is a composite of halftone images that yields sharp resolution and preserves contrast. Indeed, the first impression of many viewers is that the Alaskan image and the Thelin and Pike image are composites of satellite-generated photographs rather than an artificial rendering of a digital elevation model.
A shaded-relief image represents landforms in a natural fashion; that is, a viewer perceives the image as a rendering of reality. Thus a shaded-relief image is intrinsically appealing, especially in areas of spectacular relief. In addition, even subtle physiographic features that reflect geologic structures or the type of bedrock are visible. To our knowledge, some of these Alaskan features have not been depicted before and so the image should provide earth scientists with a new \"look\" at fundamental geologic features of Alaska.
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J.","affiliations":[],"preferred":false,"id":276710,"contributorType":{"id":1,"text":"Authors"},"rank":7},{"text":"Plafker, George","contributorId":3920,"corporation":false,"usgs":false,"family":"Plafker","given":"George","email":"","affiliations":[],"preferred":false,"id":276706,"contributorType":{"id":1,"text":"Authors"},"rank":8},{"text":"Till, A.B.","contributorId":37755,"corporation":false,"usgs":true,"family":"Till","given":"A.B.","email":"","affiliations":[],"preferred":false,"id":276709,"contributorType":{"id":1,"text":"Authors"},"rank":9}]}} ,{"id":49986,"text":"ofr97671 - 1997 - Level II scour analysis for Bridge 34 (CORITH0050034) on Town Highway 50, crossing the South Branch Waits River, Corinth, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T14:49:46","indexId":"ofr97671","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-671","title":"Level II scour analysis for Bridge 34 (CORITH0050034) on Town Highway 50, crossing the South Branch Waits River, Corinth, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nCORITH00500034 on Town Highway 50 crossing the South Branch Waits River, Corinth, \nVermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including \na quantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.
\nThe site is in the New England Upland section of the New England physiographic province \nin central Vermont. The 35.9-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is pasture upstream and downstream \nof the bridge while the immediate banks have dense woody vegetation.
\nIn the study area, the South Branch Waits River has an incised, meandering channel with a \nslope of approximately 0.005 ft/ft, an average channel top width of 63 ft and an average \nbank height of 6 ft. The channel bed material ranges from sand to cobble with a median \ngrain size (D50) of 23.7 mm (0.078 ft). The geomorphic assessment at the time of the Level \nI and Level II site visit on September 5, 1995, indicated that the reach was stable.
\nThe Town Highway 50 crossing of the South Branch Waits River is a 56-ft-long, one-lane \nbridge consisting of one 54-foot steel thru-truss span (Vermont Agency of Transportation, \nwritten communication, March 24, 1995). The opening length of the structure parallel to the \nbridge face is 51.5 ft.The bridge is supported by vertical, concrete abutments with no \nwingwalls. Stone fill and bank material in front of the abutments create spill-through \nembankments. The channel is skewed approximately 30 degrees to the opening while the \nopening-skew-to-roadway is 15 degrees.
\nA scour hole 2.5 ft deeper than the mean thalweg depth was observed along the left bank \nthrough the bridge during the Level I assessment. The only scour protection measure at the \nsite was type-2 stone fill (less than 36 inches diameter) along the left and right banks \nextending from upstream to downstream through the bridge. The stone fill under the bridge \ncreates spill-through embankments. Additional details describing conditions at the site are \nincluded in the Level II Summary and Appendices D and E.
\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge was determined and analyzed as other potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.
\nContraction scour for all modelled flows ranged from 0.0 to 3.0 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge, which was less \nthan the 100-year discharge. Abutment scour ranged from 2.4 to 6.3 ft. The worst-case \nabutment scour occurred at the 500-year discharge. Additional information on scour depths \nand 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. \nA cross-section of the scour computed at the bridge is presented in figure 8. Scour depths \nwere calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.
\nIt is generally accepted that the Froehlich and HIRE equations (abutment scour) give \n“excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). \nUsually, computed scour depths are evaluated in combination with other information \nincluding (but not limited to) historical performance during flood events, the geomorphic \nstability assessment, existing scour protection measures, and the results of the hydraulic \nanalyses. Therefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97671","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., 1997, Level II scour analysis for Bridge 34 (CORITH0050034) on Town Highway 50, crossing the South Branch Waits River, Corinth, Vermont: U.S. Geological Survey Open-File Report 97-671, iv, 53 p., https://doi.org/10.3133/ofr97671.","productDescription":"iv, 53 p.","numberOfPages":"58","costCenters":[],"links":[{"id":176153,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97671.GIF"},{"id":279692,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0671/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Corinth","otherGeospatial":"South Branch Waits River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.25,44.0 ], [ -72.25,44.125 ], [ -72.125,44.125 ], [ -72.125,44.0 ], [ -72.25,44.0 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a6523","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240587,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":50002,"text":"ofr97767 - 1997 - Level II scour analysis for Bridge 31 (JERITH00350031) on Town Highway 35, crossing Mill Brook, Jericho, Vermont","interactions":[],"lastModifiedDate":"2016-08-25T13:31:00","indexId":"ofr97767","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-767","title":"Level II scour analysis for Bridge 31 (JERITH00350031) on Town Highway 35, crossing Mill Brook, Jericho, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure JERITH00350031 on Town Highway 35 crossing Mill Brook, Jericho, Vermont (figures 1– 8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.
The site is in the Green Mountain section of the New England physiographic province and the Champlain section of the St. Lawrence physiographic province in northwestern Vermont. The 15.7-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge. The downstream left overbank is pasture. The downstream right overbank is brushland.
In the study area, the Mill Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 117 ft and an average bank height of 11 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 81.1 mm (0.266 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 3, 1996, indicated that the reach was laterally unstable.
The Town Highway 35 crossing of the Mill Brook is a 53-ft-long, one-lane bridge consisting of a 50-foot steel-beam span with a wooden deck (Vermont Agency of Transportation, written communication, November 30, 1995). The opening length of the structure parallel to the bridge face is 48 ft. The bridge is supported by a vertical, concrete abutment with wingwalls on the left. On the right, the abutment and wingwalls are laid-up stone with a concrete cap. The channel is not skewed to the opening. The roadway is skewed 10 degrees to the opening.
A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. Scour countermeasures at the site were type-2 stone fill (less than 36 inches diameter) at the upstream and downstream left wingwalls, the upstream and downsteam left channel banks, and the downstream left road embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.
Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.
Contraction scour for all modelled flows ranged from 0.4 to 1.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 9.9 to 12.4 ft. Right abutment scour ranged from 13.8 to 17.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.
It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97767","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Wild, E.C., 1997, Level II scour analysis for Bridge 31 (JERITH00350031) on Town Highway 35, crossing Mill Brook, Jericho, Vermont: U.S. Geological Survey Open-File Report 97-767, iv, 52 p., https://doi.org/10.3133/ofr97767.","productDescription":"iv, 52 p.","numberOfPages":"57","costCenters":[],"links":[{"id":176343,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97767.PNG"},{"id":279676,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0767/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Jericho","otherGeospatial":"Mill Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -73.125,44.375 ], [ -73.125,44.5 ], [ -73.0,44.5 ], [ -73.0,44.375 ], [ -73.125,44.375 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a653e","contributors":{"authors":[{"text":"Wild, Emily C. 0000-0001-6157-7629 ecwild@usgs.gov","orcid":"https://orcid.org/0000-0001-6157-7629","contributorId":1810,"corporation":false,"usgs":true,"family":"Wild","given":"Emily","email":"ecwild@usgs.gov","middleInitial":"C.","affiliations":[{"id":5081,"text":"Libraries","active":false,"usgs":true}],"preferred":false,"id":240615,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":26995,"text":"wri974022 - 1997 - BIOMOC, a multispecies solute-transport model with biodegradation","interactions":[],"lastModifiedDate":"2012-02-02T00:08:43","indexId":"wri974022","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":342,"text":"Water-Resources Investigations Report","code":"WRI","active":false,"publicationSubtype":{"id":5}},"seriesNumber":"97-4022","title":"BIOMOC, a multispecies solute-transport model with biodegradation","language":"ENGLISH","publisher":"U.S. Dept. of the Interior, U.S. Geological Survey ;\r\nInformation Services [distributor],","doi":"10.3133/wri974022","usgsCitation":"Essaid, H.I., and Bekins, B.A., 1997, BIOMOC, a multispecies solute-transport model with biodegradation: U.S. Geological Survey Water-Resources Investigations Report 97-4022, viii, 68 p. :ill. ;28 cm., https://doi.org/10.3133/wri974022.","productDescription":"viii, 68 p. :ill. ;28 cm.","costCenters":[],"links":[{"id":120044,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/wri/1997/4022/report-thumb.jpg"},{"id":55883,"rank":300,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/wri/1997/4022/report.pdf","linkFileType":{"id":1,"text":"pdf"}}],"noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4a82e4b07f02db64ae01","contributors":{"authors":[{"text":"Essaid, Hedeff I. 0000-0003-0154-8628 hiessaid@usgs.gov","orcid":"https://orcid.org/0000-0003-0154-8628","contributorId":2284,"corporation":false,"usgs":true,"family":"Essaid","given":"Hedeff","email":"hiessaid@usgs.gov","middleInitial":"I.","affiliations":[{"id":438,"text":"National Research Program - Western Branch","active":true,"usgs":true}],"preferred":true,"id":197379,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Bekins, Barbara A. 0000-0002-1411-6018 babekins@usgs.gov","orcid":"https://orcid.org/0000-0002-1411-6018","contributorId":1348,"corporation":false,"usgs":true,"family":"Bekins","given":"Barbara","email":"babekins@usgs.gov","middleInitial":"A.","affiliations":[{"id":436,"text":"National Research Program - Eastern Branch","active":true,"usgs":true},{"id":438,"text":"National Research Program - Western Branch","active":true,"usgs":true},{"id":37277,"text":"WMA - Earth System Processes Division","active":true,"usgs":true},{"id":36183,"text":"Hydro-Ecological Interactions Branch","active":true,"usgs":true}],"preferred":true,"id":197378,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49983,"text":"ofr97663 - 1997 - Level II scour analysis for Bridge 34 (HUNTTH00210034) on Town Highway 21, crossing Brush Brook, Huntington, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T15:29:25","indexId":"ofr97663","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-663","title":"Level II scour analysis for Bridge 34 (HUNTTH00210034) on Town Highway 21, crossing Brush Brook, Huntington, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nHUNTTH00210034 on Town Highway 21 crossing Brush Brook, Huntington, Vermont \n(figures 1–8). A Level II study is a basic engineering analysis of the site, including a \nquantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.
\nThe site is in the Green Mountain section of the New England physiographic province in \ncentral Vermont. The 6.23-mi2\n drainage area is in a predominantly rural and forested basin. \nIn the vicinity of the study site, the surface cover is forest.
\nIn the study area, Brush Brook has an incised, straight channel with a slope of \napproximately 0.03 ft/ft, an average channel top width of 43 ft and an average bank height \nof 4 ft. The channel bed material ranges from gravel to boulder with a median grain size \n(D50) of 90.0 mm (0.295 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on June 26, 1996, indicated that the reach was stable.\n
\n
The Town Highway 21 crossing of Brush Brook is a 28-ft-long, one-lane bridge consisting \nof one 26-foot steel-beam span with a timber deck (Vermont Agency of Transportation, \nwritten communication November 30, 1995). The opening length of the structure parallel to \nthe bridge face is 25.4 ft. The bridge is supported by vertical, concrete abutments with a \nwingwall on the upstream right. The channel is skewed approximately 5 degrees to the \nopening and the computed opening-skew-to-roadway is 5 degrees.
\nA tributary enters Brush Brook on the right bank immediately downstream of the bridge. \nAt the confluence, the left bank of Brush Brook is eroded and there is a small void under the \ndownstream end of the left abutment footing which is completely exposed. The right \nabutment footing is also exposed. The scour countermeasures at the site include type-2 \nstone fill (less than 36 inches diameter) along the upstream banks and in front of the right \nabutment and type-3 stone fill (less than 48 inches diameter) along the entire base length of \nthe upstream right wingwall and along the downstream right bank. Additional details \ndescribing conditions at the site are included in the Level II Summary and Appendices D \nand E.
\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge is determined and analyzed as another potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.
\nContraction scour for all modelled flows ranged from 0.0 to 0.7 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge, which was less \nthan the 100-year discharge. Abutment scour ranged from 6.9 to 10.9 ft. The worst-case \nabutment scour occurred at the 500-year discharge. Additional information on scour depths \nand 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. \nA cross-section of the scour computed at the bridge is presented in figure 8. Scour depths \nwere calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.
\nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97663","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Burns, R.L., and Ivanoff, M.A., 1997, Level II scour analysis for Bridge 34 (HUNTTH00210034) on Town Highway 21, crossing Brush Brook, Huntington, Vermont: U.S. Geological Survey Open-File Report 97-663, iv, 53 p., https://doi.org/10.3133/ofr97663.","productDescription":"iv, 53 p.","numberOfPages":"58","costCenters":[],"links":[{"id":176150,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/usgs_thumb.jpg"},{"id":279695,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0663/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Huntington","otherGeospatial":"Brush Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,43.5 ], [ -72.75,43.625 ], [ -72.625,43.625 ], [ -72.625,43.5 ], [ -72.75,43.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a653a","contributors":{"authors":[{"text":"Burns, Ronda L.","contributorId":71602,"corporation":false,"usgs":true,"family":"Burns","given":"Ronda","email":"","middleInitial":"L.","affiliations":[],"preferred":false,"id":240582,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240581,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49921,"text":"ofr97364 - 1997 - Level II scour analysis for Bridge 12 (CHESVT01030012) on State Highway 103, crossing the Williams River, Chester, Vermont","interactions":[],"lastModifiedDate":"2014-01-04T14:52:38","indexId":"ofr97364","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-364","title":"Level II scour analysis for Bridge 12 (CHESVT01030012) on State Highway 103, crossing the Williams River, Chester, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nCHESVT01030012 on State Route 103 crossing the Williams River, Chester, Vermont \n(figures 1–8). A Level II study is a basic engineering analysis of the site, including a \nquantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.
\nThe site is in the New England Upland section of the New England physiographic province \nin eastern Vermont. The 23.9-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is pasture on the downstream right \nand upstream left overbank areas and short grass on the downstream left and upstream right \noverbank areas. The surface cover along the upstream and downstream immediate banks \nconsists of trees and brush.
\nIn the study area, the the Williams River has an incised, sinuous channel with a slope of \napproximately 0.0054 ft/ft, an average channel top width of 75 ft and an average bank \nheight of 4 ft. The predominant channel bed material is gravel with a median grain size \n(D50) of 52.4 mm (0.172 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on September 18, 1996, indicated that the reach was laterally unstable.
\nThe State Route 103 crossing of the Williams River is a 99-ft-long, two-lane bridge \nconsisting of three concrete T-beam spans (Vermont Agency of Transportation, written \ncommunication, March 29, 1995). The bridge is supported by two piers and vertical, \nconcrete abutments with wingwalls and spill-through slopes. The channel is skewed \napproximately 20 degrees to the opening while the opening-skew-to-roadway is 0 degrees. \nDownstream of the bridge are the remains of a dam which is acting as a drop structure.
\nA scour hole, approximately 3 ft deeper than the mean thalweg depth, was observed along \nthe upstream left bank extending from 78 ft upstream of the upstream bridge face to 25 ft \ndownstream of the downstream bridge face during the Level I assessment. Lateral migration \nof the channel has resulted in flow being directed at an angle to the piers, which has resulted \nin increased local scour at the bridge. The scour protection measures at the site included \ntype-2 stone fill (less than 36 inches diameter) under the bridge along the entire base length \nof the left and right spill-through slopes and extending up to the abutments. Type-2 stone \nfill (less than 36 inches diameter) scour protection was also found along the upstream left \nbank from the bridge to 46 ft upstream and along the downstream right bank from the \nbridge to 70 ft downstream. Rock walls were found along the left bank from 88 ft to 200 ft \ndownstream and along the right bank from 124 ft to 224 ft downstream. There are two wood \npile drop structures located at 47 ft and 61 ft downstream of the bridge. Additional details \ndescribing conditions at the site are included in the Level II Summary and Appendices D \nand E.
\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). \nTotal scour at a highway crossing is comprised of three components: 1) long-term \nstreambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction \nin flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.
\nContraction scour for all modelled flows \nranged from 0.0 to 0.2 ft. The worst-case \ncontraction scour occurred at \nthe 500-year discharge. Abutment scour ranged from 4.0 to\n12.4 ft along the right spill-through abutment and from 8.4 to 10.7 ft along the left spill-\nthrough abutment. The worst-case abutment scour \noccurred at the 500-year discharge. Pier \nscour ranged from 7.1 to 8.9 ft along Pier 1 (\nnortherly pier) and from 13.5 to 17.1 ft along \nPier 2 (southerly pier). The worst case pier \nscour occurred at the 500-year discharge. \nAdditional information on scour depths and depths to armoring are included in the section \ntitled “Scour Results”. Scoured \n-streambed elevations, based on \nthe calculated scour depths, \nare presented in tables 1 and 2. A cross-section of the scour computed \nat the bridge is \npresented in figure 8. Scour depths were calculated assuming an infinite depth of erosive \nmaterial and a homogeneous \nparticle-size \ndistribution.
\nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97364","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Flynn, R.H., and Burns, R.L., 1997, Level II scour analysis for Bridge 12 (CHESVT01030012) on State Highway 103, crossing the Williams River, Chester, Vermont: U.S. Geological Survey Open-File Report 97-364, iv, 56 p., https://doi.org/10.3133/ofr97364.","productDescription":"iv, 56 p.","numberOfPages":"61","costCenters":[],"links":[{"id":170104,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97364.GIF"},{"id":279763,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0364/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Chester","otherGeospatial":"Williams River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.625,43.25 ], [ -72.625,43.375 ], [ -72.5,43.375 ], [ -72.5,43.25 ], [ -72.625,43.25 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a83ee","contributors":{"authors":[{"text":"Flynn, Robert H. rflynn@usgs.gov","contributorId":2137,"corporation":false,"usgs":true,"family":"Flynn","given":"Robert","email":"rflynn@usgs.gov","middleInitial":"H.","affiliations":[{"id":405,"text":"NH/VT office of New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240476,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Burns, Ronda L.","contributorId":71602,"corporation":false,"usgs":true,"family":"Burns","given":"Ronda","email":"","middleInitial":"L.","affiliations":[],"preferred":false,"id":240477,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49943,"text":"ofr97395 - 1997 - Level II scour analysis for Bridge 26 (JAMATH00010026) on Town Highway 1, crossing Ball Mountain Brook, Jamaica, Vermont","interactions":[],"lastModifiedDate":"2013-12-19T13:37:45","indexId":"ofr97395","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-395","title":"Level II scour analysis for Bridge 26 (JAMATH00010026) on Town Highway 1, crossing Ball Mountain Brook, Jamaica, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nJAMATH00010026 on Town Highway 1 crossing Ball Mountain Brook, Jamaica, Vermont \n(figures 1–8). A Level II study is a basic engineering analysis of the site, including a \nquantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.\nThe site is in the Green Mountain section of the New England physiographic province in \nsouthern Vermont. The 29.3-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is forest.\nIn the study area, Ball Mountain Brook has an incised, sinuous channel with a slope of \napproximately 0.02 ft/ft, an average channel top width of 74 ft and an average bank height \nof 6 ft. The channel bed material ranges from gravel to boulder with a median grain size \n(D50) of 82.6 mm (0.271 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on August 12, 1996, indicated that the reach was stable.\nThe Town Highway 1 crossing of Ball Mountain Brook is a 80-ft-long, two-lane bridge \nconsisting of one 78-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 29, 1995). The opening length of the structure parallel to the bridge \nface is 75.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls.\nA scour hole 2 ft deeper than the mean thalweg depth was observed along the right \nabutment during the Level I assessment. The scour protection measures at the site were \ntype-4 stone fill (less than 60 inches diameter) along the left bank upstream and extending \nunderneath the bridge and along the bank downstream and also along the right bank \nupstream tapering to type-3 stone fill (less than 48 inches diameter) at the upstream end of \nthe upstream right wingwall. Additional details describing conditions at the site are \nincluded in the Level II Summary and Appendices D and E.\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). \nTotal scour at a highway crossing is comprised of three components: 1) long-term \nstreambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction \nin flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.\nContraction scour for the modelled flows ranged from 1.0 to 2.7 ft. The worst-case \ncontraction scour occurred at the incipient-overtopping discharge. Abutment scour ranged \nfrom 8.4 to 17.6 ft. The worst-case abutment scour for the right abutment occurred at the \nincipient-overtopping discharge. For the left abutment, the worst-case abutment scour \noccurred at the 500-year discharge. Additional information on scour depths and depths to \narmoring are included in the section titled “Scour Results”. Scoured-streambed elevations, \nbased on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the \nscour computed at the bridge is presented in figure 8. Scour depths were calculated \nassuming an infinite depth of erosive material and a homogeneous particle-size distribution. \nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97395","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Burns, R.L., and Medalie, L., 1997, Level II scour analysis for Bridge 26 (JAMATH00010026) on Town Highway 1, crossing Ball Mountain Brook, Jamaica, Vermont: U.S. Geological Survey Open-File Report 97-395, iv, 52 p., https://doi.org/10.3133/ofr97395.","productDescription":"iv, 52 p.","numberOfPages":"57","costCenters":[],"links":[{"id":169795,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97395.PNG"},{"id":279740,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0395/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Jamaica","otherGeospatial":"Mountain Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,43.5 ], [ -72.75,43.625 ], [ -72.625,43.625 ], [ -72.625,43.5 ], [ -72.75,43.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a8014","contributors":{"authors":[{"text":"Burns, Ronda L.","contributorId":71602,"corporation":false,"usgs":true,"family":"Burns","given":"Ronda","email":"","middleInitial":"L.","affiliations":[],"preferred":false,"id":240513,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Medalie, Laura 0000-0002-2440-2149 lmedalie@usgs.gov","orcid":"https://orcid.org/0000-0002-2440-2149","contributorId":3657,"corporation":false,"usgs":true,"family":"Medalie","given":"Laura","email":"lmedalie@usgs.gov","affiliations":[{"id":466,"text":"New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240512,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49944,"text":"ofr97396 - 1997 - Level II scour analysis for Bridge 30 (MNTGTH00410030) on Town Highway 41, crossing the Trout River, Montgomery, Vermont","interactions":[],"lastModifiedDate":"2013-12-19T13:31:29","indexId":"ofr97396","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-396","title":"Level II scour analysis for Bridge 30 (MNTGTH00410030) on Town Highway 41, crossing the Trout River, Montgomery, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nMNTGTH00410030 on Town Highway 41 crossing the Trout River, Montgomery, \nVermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including \na quantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.\nThe site is in the Green Mountain section of the New England physiographic province in \nnorthern Vermont. The 46.1-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover on the left bank is pasture upstream \nand downstream of the bridge with dense woody vegetation along the immediate banks. \nThe upstream and downstream right bank surface cover is brush. \nIn the study area, the Trout River has an incised, meandering channel with a slope of \napproximately 0.005 ft/ft, an average channel top width of 130 ft and an average bank \nheight of 6 ft. The channel bed material ranges from sand to cobble with a median grain size \n(D50) of 68.3 mm (0.224 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on June 27, 1995, indicated that the reach was laterally unstable. At this \nsite there is visible lateral channel movement upstream and downstream of the bridge with \nmeanders and cut banks.\nThe Town Highway 41 crossing of the Trout River is a 90-ft-long, one-lane bridge \nconsisting of one 87-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, August 3, 1994). The opening length of the structure parallel to the bridge \nface is 86.7 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 10 degrees to the opening while the opening-skew-toroadway is 0 degrees.\nA scour hole 4.5 ft deeper than the mean thalweg depth, was observed 35 ft downstream of \nthe bridge during the Level I assessment. The scour counter-measures at the site included \ntype-1 stone fill (less than 12 inches diameter) at the upstream left wingwall, at the left \nabutment, along the upstream right bank, and at the upstream end of the downstream left \nwingwall. There was also type-2 stone fill (less than 36 inches diameter) along the \ndownstream right bank. Additional details describing conditions at the site are included in \nthe Level II Summary and Appendices D and E.\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). \nTotal scour at a highway crossing is comprised of three components: 1) long-term \nstreambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction \nin flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.\nContraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 2.5 to 8.9 \nft. The worst-case abutment scour occurred at the 500-year discharge. The computed scour \ndepths are well above the pile depths set in bedrock. Additional information on scour depths \nand depths to armoring are included in the section titled “Scour Results”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. \nA cross-section of the scour computed at the bridge is presented in figure 8. Scour depths \nwere calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. \nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97396","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., and Medalie, L., 1997, Level II scour analysis for Bridge 30 (MNTGTH00410030) on Town Highway 41, crossing the Trout River, Montgomery, Vermont: U.S. Geological Survey Open-File Report 97-396, iv, 51 p., https://doi.org/10.3133/ofr97396.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":169877,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97396.PNG"},{"id":279739,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0396/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Montgomery","otherGeospatial":"Trout River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,44.875 ], [ -72.75,45.0 ], [ -72.625,45.0 ], [ -72.625,44.875 ], [ -72.75,44.875 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b19e4b07f02db6a7ef0","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240515,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Medalie, Laura 0000-0002-2440-2149 lmedalie@usgs.gov","orcid":"https://orcid.org/0000-0002-2440-2149","contributorId":3657,"corporation":false,"usgs":true,"family":"Medalie","given":"Laura","email":"lmedalie@usgs.gov","affiliations":[{"id":466,"text":"New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240514,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49982,"text":"ofr97662 - 1997 - Level II scour analysis for Bridge 21 (MORETH00010021) on Town Highway 1, crossing Cox Brook, Moretown, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T15:39:53","indexId":"ofr97662","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-662","title":"Level II scour analysis for Bridge 21 (MORETH00010021) on Town Highway 1, crossing Cox Brook, Moretown, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nMORETH00010021 on Town Highway 1 crossing Cox Brook, Moretown, Vermont \n(figures 1–8). A Level II study is a basic engineering analysis of the site, including a \nquantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.
\nThe site is in the Green Mountain section of the New England physiographic province in \nnorth-central Vermont. The 2.85-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is predominantly forested.
\nIn the study area, Cox Brook has an incised, sinuous channel with a slope of approximately \n0.02 ft/ft, an average channel top width of 23 ft and an average bank height of 4 ft. The \nchannel bed material ranges from gravel to cobble with a median grain size (D50) of 47.5 \nmm (0.156 ft). The geomorphic assessment at the time of the Level I and Level II site visit \non July 18, 1996, indicated that the reach was stable.
\nThe Town Highway 1 crossing of Cox Brook is a 29-ft-long, two-lane bridge consisting of \none 27-foot steel-beam span (Vermont Agency of Transportation, written communication, \nOctober 13, 1995). The opening length of the structure parallel to the bridge face is 24.8 ft. \nThe bridge is supported by vertical, concrete abutments with wingwalls. The channel is \nskewed approximately 60 degrees to the opening while the measured opening-skew-to-roadway is 40 degrees.
\nA scour hole 1.0 ft deeper than the mean thalweg depth was observed along the left \nabutment downstream during the Level I assessment. The only scour protection measure at \nthe site was type-2 stone fill (less than 36 inches diameter) along the left bank upstream. \nAdditional details describing conditions at the site are included in the Level II Summary \nand Appendices D and E.
\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100-year and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge is determined and analyzed as another potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.
\nContraction scour for all modelled flows ranged from 0.2 to 0.5 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge, which was less \nthan the 100-year discharge. Abutment scour ranged from 2.8 to 4.0 ft. The worst-case \nabutment scour occurred at the left abutment at the 100-year discharge and at the right \nabutment at the 500-year discharge. Additional information on scour depths and depths to \narmoring are included in the section titled “Scour Results”. Scoured-streambed elevations, \nbased on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the \nscour computed at the bridge is presented in figure 8. Scour depths were calculated \nassuming an infinite depth of erosive material and a homogeneous particle-size distribution.
\nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97662","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Striker, L.K., and Medalie, L., 1997, Level II scour analysis for Bridge 21 (MORETH00010021) on Town Highway 1, crossing Cox Brook, Moretown, Vermont: U.S. Geological Survey Open-File Report 97-662, iv, 51 p., https://doi.org/10.3133/ofr97662.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":176149,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97662.GIF"},{"id":279696,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0662/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Moretown","otherGeospatial":"Cox Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,44.125 ], [ -72.75,44.25 ], [ -72.625,44.25 ], [ -72.625,44.125 ], [ -72.75,44.125 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a81ec","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240580,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Medalie, Laura 0000-0002-2440-2149 lmedalie@usgs.gov","orcid":"https://orcid.org/0000-0002-2440-2149","contributorId":3657,"corporation":false,"usgs":true,"family":"Medalie","given":"Laura","email":"lmedalie@usgs.gov","affiliations":[{"id":466,"text":"New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240579,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49985,"text":"ofr97670 - 1997 - Level II scour analysis for Bridge 34 (ROCHTH00210034) on Town Highway 21, crossing the White River, Rochester, Vermont","interactions":[],"lastModifiedDate":"2016-08-25T14:29:11","indexId":"ofr97670","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-670","title":"Level II scour analysis for Bridge 34 (ROCHTH00210034) on Town Highway 21, crossing the White River, Rochester, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure ROCHTH00210034 on Town Highway 21 crossing the White River, Rochester, 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, obtained 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 74.8-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is suburban on the upstream and downstream left overbanks, though brush prevails along the immediate banks. On the upstream and downstream right overbanks, the surface cover is pasture with brush and trees along the immediate banks.
In the study area, the White River has an incised, straight channel with a slope of approximately 0.002 ft/ft, an average channel top width of 102 ft and an average bank height of 5 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 74.4 mm (0.244 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 23, 1996, indicated that the reach was stable.
The Town Highway 21 crossing of the White River is a 72-ft-long, two-lane bridge consisting of 70-foot steel stringer span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 67.0 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is zero degrees.
Channel scour, 1.5 ft deeper than the mean thalweg depth was observed along the left abutment and wingwalls during the Level I assessment. Scour countermeasures at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream left bank and the upstream and downstream left road embankments, type-2 (less than 36 inches diameter) along the upstream end of the upstream left wingwall and downstream left bank, and type-3 (less than 48 inches diameter) along the downstream end of the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.
Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.
Contraction scour for all modelled discharges was zero. Left abutment scour ranged from 6.8 to 21.2 ft. Right abutment scour ranged from 13.9 to 18.4 ft. The worst-case abutment scour occurred at the 500-year discharge at the left and right abutments. 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.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97670","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Wild, E.C., and Degnan, J., 1997, Level II scour analysis for Bridge 34 (ROCHTH00210034) on Town Highway 21, crossing the White River, Rochester, Vermont: U.S. Geological Survey Open-File Report 97-670, iv, 51 p., https://doi.org/10.3133/ofr97670.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":176152,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97670.GIF"},{"id":279693,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0670/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Rochester","otherGeospatial":"White River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,43.5 ], [ -72.75,43.625 ], [ -72.625,43.625 ], [ -72.625,43.5 ], [ -72.75,43.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a64f2","contributors":{"authors":[{"text":"Wild, Emily C. 0000-0001-6157-7629 ecwild@usgs.gov","orcid":"https://orcid.org/0000-0001-6157-7629","contributorId":1810,"corporation":false,"usgs":true,"family":"Wild","given":"Emily","email":"ecwild@usgs.gov","middleInitial":"C.","affiliations":[{"id":5081,"text":"Libraries","active":false,"usgs":true}],"preferred":false,"id":240585,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Degnan, James","contributorId":20398,"corporation":false,"usgs":true,"family":"Degnan","given":"James","affiliations":[],"preferred":false,"id":240586,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49996,"text":"ofr97756 - 1997 - Level II scour analysis for Bridge 20 (BRISTH00270020) on Town Highway 27, crossing Little Notch Brook, Bristol, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T13:04:09","indexId":"ofr97756","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-756","title":"Level II scour analysis for Bridge 20 (BRISTH00270020) on Town Highway 27, crossing Little Notch Brook, Bristol, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nBRISTH00270020 on Town Highway 27 crossing Little Notch Brook, Bristol, Vermont \n(figures 1–8). A Level II study is a basic engineering analysis of the site, including a \nquantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.
\nThe site is in the Green Mountain section of the New England physiographic province in \nwest-central Vermont. The 8.43-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover consists of pasture with trees, \nshrubs, and brush along the road embankments and the stream banks, except for the \ndownstream left overbank area. Surface cover on the downstream left overbank is forest \nwith dense undergrowth consisting of vines, shrubs, and brush.
\nIn the study area, Little Notch Brook has a sinuous channel with a slope of approximately \n0.006 ft/ft, an average channel top width of 47 feet and an average bank height of 3 feet. \nThe predominant channel bed materials are gravel and cobbles with a median grain size \n(D50) of 66.0 mm (0.216 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on June 19, 1995, indicated that the reach was stable.
\nThe Town Highway 27 crossing of Little Notch Brook is a 48-ft-long, one-lane bridge \nconsisting of one 45-foot steel pony-truss span (Vermont Agency of Transportation, written \ncommunication, November 30, 1995). The opening length of the structure parallel to the \nbridge face is 42.8 feet. The bridge is supported by vertical, concrete abutments with \nwingwalls. The channel is skewed approximately 15 degrees to the opening while the \nopening-skew-to-roadway is zero degrees.
\nA scour hole 1.0 feet deeper than the mean thalweg depth was observed along the upstream \nleft wingwall and the upstream end of the left abutment during the Level I assessment. The \nonly scour protection measure at the site was a crude, block-cut stone wall, which extended \nfrom the upstream end of the upstream left wingwall to 45 feet upstream. Additional details \ndescribing conditions at the site are included in the Level II Summary and Appendices D \nand E.
\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge is determined and analyzed as another potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.
\nContraction scour for all modelled flows ranged from 0.0 to 0.2 feet. The worst-case \ncontraction scour occurred at the 500-year discharge. Abutment scour ranged from 12.2 to \n13.4 feet at the left abutment and from 3.6 to 5.0 feet at the right abutment. The worst-case \nabutment scour occurred at the 500-year discharge. Additional information on scour depths \nand 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. \nA cross-section of the scour computed at the bridge is presented in figure 8. Scour depths \nwere calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.
\nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97756","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Boehmler, E.M., 1997, Level II scour analysis for Bridge 20 (BRISTH00270020) on Town Highway 27, crossing Little Notch Brook, Bristol, Vermont: U.S. Geological Survey Open-File Report 97-756, iv, 49 p., https://doi.org/10.3133/ofr97756.","productDescription":"iv, 49 p.","numberOfPages":"54","costCenters":[],"links":[{"id":176843,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97756.GIF"},{"id":279682,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0756/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Bristol","otherGeospatial":"Little Notch Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,43.5 ], [ -72.75,43.625 ], [ -72.625,43.625 ], [ -72.625,43.5 ], [ -72.75,43.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a8163","contributors":{"authors":[{"text":"Boehmler, Erick M.","contributorId":96303,"corporation":false,"usgs":true,"family":"Boehmler","given":"Erick","email":"","middleInitial":"M.","affiliations":[],"preferred":false,"id":240605,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":50004,"text":"ofr97769 - 1997 - Level II scour analysis for Bridge 53 (CHESTH01180053) on Town Highway 118, crossing the Williams River, Chester, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T15:54:38","indexId":"ofr97769","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":330,"text":"Open-File Report","code":"OFR","onlineIssn":"2331-1258","printIssn":"0196-1497","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"97-769","title":"Level II scour analysis for Bridge 53 (CHESTH01180053) on Town Highway 118, crossing the Williams River, Chester, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nCHESTH01180053 on Town Highway 118 crossing the Williams River, Chester, Vermont \n(figures 1–8). A Level II study is a basic engineering analysis of the site, including a \nquantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.\nThe site is in the New England Upland section of the New England physiographic province \nin southeastern Vermont. The 20.8-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is predominantly suburban \nwhile the right bank upstream is pasture. There is a house on the right bank downstream and \nVT 103 runs parallel to the river along the left bank.\nIn the study area, the Williams River has an incised, straight channel with a slope of \napproximately 0.005 ft/ft, an average channel top width of 64 ft and an average bank height \nof 7 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) \nof 58.0 mm (0.190 ft). The geomorphic assessment at the time of the Level I and Level II \nsite visit on September 17, 1996, indicated that the reach was stable.\nThe Town Highway 118 crossing of the Williams River is a 43-ft-long, one-lane bridge \nconsisting of one 40-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, April 6, 1995). The opening length of the structure parallel to the bridge \nface is 37.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 5 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees. \nA scour hole 0.5 ft deeper than the mean thalweg depth was observed at both abutments \nduring the Level I assessment. Scour protection measures at the site include: type-3 stone \nfill (less than 48 inches diameter) along the left bank upstream and downstream and type-2 \nstone fill (less than 36 inches diameter) along the entire base length of the upstream left \nwingwall, at the upstream end of the left abutment, and at the upstream end of the \ndownstream left wingwall. Additional details describing conditions at the site are included \nin the Level II Summary and Appendices D and E.\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge is determined and analyzed as another potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.\nContraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 5.8 to 6.8 \nft at the left abutment and 9.4 to 14.4 ft at the right abutment. The worst-case abutment \nscour occurred at the incipient roadway-overtopping discharge. Additional information on \nscour depths and depths to armoring are included in the section titled “Scour Results”. \nScoured-streambed elevations, based on the calculated scour depths, are presented in tables \n1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour \ndepths were calculated assuming an infinite depth of erosive material and a homogeneous \nparticle-size distribution. \nIt is generally accepted that the Froehlich equation (abutment scour) gives “excessively \nconservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97769","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Striker, L.K., and Medalie, L., 1997, Level II scour analysis for Bridge 53 (CHESTH01180053) on Town Highway 118, crossing the Williams River, Chester, Vermont: U.S. Geological Survey Open-File Report 97-769, iv, 51 p., https://doi.org/10.3133/ofr97769.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":176433,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97769.PNG"},{"id":279674,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0769/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Chester","otherGeospatial":"Williams River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -73.625,43.25 ], [ -73.625,43.375 ], [ -73.5,43.375 ], [ -73.5,43.25 ], [ -73.625,43.25 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a5b05","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240619,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Medalie, Laura 0000-0002-2440-2149 lmedalie@usgs.gov","orcid":"https://orcid.org/0000-0002-2440-2149","contributorId":3657,"corporation":false,"usgs":true,"family":"Medalie","given":"Laura","email":"lmedalie@usgs.gov","affiliations":[{"id":466,"text":"New England Water Science Center","active":true,"usgs":true}],"preferred":true,"id":240618,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":27891,"text":"wri974050 - 1997 - Enhancements to the Branched Lagrangian Transport Modeling System","interactions":[],"lastModifiedDate":"2012-02-02T00:08:40","indexId":"wri974050","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":342,"text":"Water-Resources Investigations Report","code":"WRI","active":false,"publicationSubtype":{"id":5}},"seriesNumber":"97-4050","title":"Enhancements to the Branched Lagrangian Transport Modeling System","docAbstract":"The Branched Lagrangian Transport Model (BLTM) has received wide use within the U.S. Geological Survey over the past 10 years. This report documents the enhancements and modifications that have been made to this modeling system since it was first introduced. The programs in the modeling system are arranged into five levels?programs to generate time-series of meteorological data (EQULTMP, SOLAR), programs to process time-series data (INTRP, MRG), programs to build input files for transport model (BBLTM, BQUAL2E), the model with defined reaction kinetics (BLTM, QUAL2E), and post processor plotting programs (CTPLT, CXPLT). An example application is presented to illustrate how the modeling system can be used to simulate 10 water-quality constituents in the Chattahoochee River below Atlanta, Georgia.","language":"ENGLISH","publisher":"U.S. Geological Survey ;\r\nBranch of Information Services [distributor],","doi":"10.3133/wri974050","usgsCitation":"Jobson, H.E., 1997, Enhancements to the Branched Lagrangian Transport Modeling System: U.S. Geological Survey Water-Resources Investigations Report 97-4050, x, 57 p. :ill. ;28 cm., https://doi.org/10.3133/wri974050.","productDescription":"x, 57 p. :ill. ;28 cm.","costCenters":[],"links":[{"id":158700,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/usgs_thumb.jpg"},{"id":2177,"rank":100,"type":{"id":15,"text":"Index Page"},"url":"https://smig.usgs.gov/SMIG/features_0997/bltm.html","linkFileType":{"id":5,"text":"html"}}],"noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4a14e4b07f02db6026df","contributors":{"authors":[{"text":"Jobson, Harvey E.","contributorId":27032,"corporation":false,"usgs":true,"family":"Jobson","given":"Harvey","email":"","middleInitial":"E.","affiliations":[],"preferred":false,"id":198858,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":6917,"text":"fs04897 - 1997 - Land Cover Characterization Program","interactions":[{"subject":{"id":6917,"text":"fs04897 - 1997 - Land Cover Characterization Program","indexId":"fs04897","publicationYear":"1997","noYear":false,"title":"Land Cover Characterization Program"},"predicate":"SUPERSEDED_BY","object":{"id":5509,"text":"fs13699 - 1999 - National land cover dataset","indexId":"fs13699","publicationYear":"1999","noYear":false,"title":"National land cover dataset"},"id":1}],"supersededBy":{"id":5509,"text":"fs13699 - 1999 - National land cover dataset","indexId":"fs13699","publicationYear":"1999","noYear":false,"title":"National land cover dataset"},"lastModifiedDate":"2014-04-10T08:41:53","indexId":"fs04897","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":313,"text":"Fact Sheet","code":"FS","onlineIssn":"2327-6932","printIssn":"2327-6916","active":true,"publicationSubtype":{"id":5}},"seriesNumber":"048-97","title":"Land Cover Characterization Program","docAbstract":"The U.S. Geological Survey (USGS) has a long heritage of leadership and innovation in land use and land cover mapping. The USGS Anderson system defined the principles for land use and land cover mapping that have been the model both nationally and internationally for more than 20 years. The Land Cover Characterization Program (LCCP) is founded on the premise that the Nation's needs for land cover and land use data are diverse and increasingly sophisticated. The range of projects, programs, and organizations that use land cover data to meet their planning, management, development, and assessment objectives has expanded significantly. The reasons for this are numerous, and include the improved capabilities provided by geographic information systems, better and more data-intensive analytic models, and increasing requirements for improved information for decision making.
\nThe overall goals of the LCCP are to:
\n(1) identify the broad range of user requirements;
\n(2) identify sources, develop procedures, and organize partners to deliver data and information to meet user requirements.
The LCCP builds on the heritage and success of previous USGS land use and land cover programs and projects. It will be compatible with current concepts of government operations, the changing needs of the land use and land cover data users, and the technological tools with which the data are applied.
","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Reston, VA","doi":"10.3133/fs04897","usgsCitation":"Water Resources Division, U.S. Geological Survey, 1997, Land Cover Characterization Program: U.S. Geological Survey Fact Sheet 048-97, 4 p., https://doi.org/10.3133/fs04897.","productDescription":"4 p.","numberOfPages":"4","costCenters":[{"id":222,"text":"Earth Resources Observation and Science (EROS) Center","active":true,"usgs":true}],"links":[{"id":286105,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/fs/0048-97/report-thumb.jpg"},{"id":286104,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/fs/0048-97/report.pdf"}],"country":"United States","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ 177.1,5.6 ], [ 177.1,85.4 ], [ -4.0,85.4 ], [ -4.0,5.6 ], [ 177.1,5.6 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b32e4b07f02db6b4229","contributors":{"authors":[{"text":"Water Resources Division, U.S. Geological Survey","contributorId":128075,"corporation":true,"usgs":false,"organization":"Water Resources Division, U.S. Geological Survey","id":528795,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":70161962,"text":"70161962 - 1997 - Bottom boundary layer in south San Francisco Bay, California","interactions":[],"lastModifiedDate":"2016-07-27T10:43:11","indexId":"70161962","displayToPublicDate":"1980-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":2,"text":"Article"},"publicationSubtype":{"id":10,"text":"Journal Article"},"seriesTitle":{"id":2220,"text":"Journal of Coastal Research","active":true,"publicationSubtype":{"id":10}},"title":"Bottom boundary layer in south San Francisco Bay, California","docAbstract":"Detailed velocity distributions within the benthic turbulent boundary layer were measured by a Broad Band Acoustic Doppler Current Profiler (BB-ADCP) in South San Francisco Bay, California. In \"mode 5\", the BB-ADCP was able to measure velocity in 5 cm increments. The validation of these measurements was achieved by comparing the BB-ADCP measurements with the velocities measured by a Narrow Band Acoustic Doppler Current Profiler (NB-ADCP) in close proximity. There were thirty-three (33) velocity time-series measured by the BB-ADCP beginning at 7 cm above bed and extending to 175 cm in water column for about two weeks. The velocities from locations at 7 cm and 12 cm above the bed were determined to be of lower accuracy, and they were not used in estimates of friction velocity, u.. The values of u. at 95% confidence level were determined with relative error less than 20%. The time-series of u. varied with velocity outside of the boundary layer, and responded to spring-neap tidal variations. Attempts to use acoustic backscatterance echo intensity to measure suspended sediment concentration showed prom ise, and merit consideration in future studies.
","conferenceTitle":"International Biennial Conference on Physics of Estuaries and Coastal Seas","language":"English","publisher":"Coastal Education & Research Foundation, Inc.","usgsCitation":"Cheng, R.T., Gartner, J.W., and Smith, R.E., 1997, Bottom boundary layer in south San Francisco Bay, California: Journal of Coastal Research, v. Special Issue 25, p. 49-62.","productDescription":"14 p.","startPage":"49","endPage":"62","onlineOnly":"N","additionalOnlineFiles":"N","costCenters":[{"id":552,"text":"San Francisco Bay-Delta","active":false,"usgs":true},{"id":5079,"text":"Pacific Regional Director's Office","active":true,"usgs":true}],"links":[{"id":314118,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/outside_thumb.jpg"},{"id":314117,"rank":1,"type":{"id":15,"text":"Index Page"},"url":"https://www.jstor.org/stable/25736105"}],"country":"United States","state":"California","otherGeospatial":"San Francisco Bay","geographicExtents":"{\n \"type\": \"FeatureCollection\",\n \"features\": [\n {\n \"type\": \"Feature\",\n \"properties\": {},\n \"geometry\": {\n \"type\": \"Polygon\",\n \"coordinates\": [\n [\n [\n -122.40829467773436,\n 37.80761398306056\n ],\n [\n -122.39181518554686,\n 37.59464778787345\n ],\n [\n -122.26684570312499,\n 37.56199695314352\n ],\n [\n -122.09793090820311,\n 37.42906945530329\n ],\n [\n -121.91940307617188,\n 37.43343148473673\n ],\n [\n -121.93313598632812,\n 37.49338360812417\n ],\n [\n -122.04574584960938,\n 37.529331802815086\n ],\n [\n -122.08831787109375,\n 37.6000882015635\n ],\n [\n -122.1514892578125,\n 37.67729913640427\n ],\n [\n -122.21878051757811,\n 37.763115548102924\n ],\n [\n -122.31903076171875,\n 37.8271414168374\n ],\n [\n -122.40829467773436,\n 37.80761398306056\n ]\n ]\n ]\n }\n }\n ]\n}","volume":"Special Issue 25","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"5694e03ee4b039675d005df8","contributors":{"authors":[{"text":"Cheng, Ralph T.","contributorId":69134,"corporation":false,"usgs":true,"family":"Cheng","given":"Ralph","email":"","middleInitial":"T.","affiliations":[],"preferred":false,"id":588206,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Gartner, Jeffrey W.","contributorId":77524,"corporation":false,"usgs":true,"family":"Gartner","given":"Jeffrey","email":"","middleInitial":"W.","affiliations":[],"preferred":false,"id":588207,"contributorType":{"id":1,"text":"Authors"},"rank":2},{"text":"Smith, Richard E.","contributorId":40606,"corporation":false,"usgs":true,"family":"Smith","given":"Richard","email":"","middleInitial":"E.","affiliations":[],"preferred":false,"id":588208,"contributorType":{"id":1,"text":"Authors"},"rank":3}]}} ,{"id":28694,"text":"wri964221 - 1996 - Assessment of saltwater intrusion in southern coastal Broward County, Florida","interactions":[],"lastModifiedDate":"2021-10-14T12:03:11.117943","indexId":"wri964221","displayToPublicDate":"2021-10-13T10:55:00","publicationYear":"1996","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":342,"text":"Water-Resources Investigations Report","code":"WRI","active":false,"publicationSubtype":{"id":5}},"seriesNumber":"96-4221","displayTitle":"Assessment of Saltwater Intrusion in Southern Coastal Broward County, Florida","title":"Assessment of saltwater intrusion in southern coastal Broward County, Florida","docAbstract":"Of the counties in southeastern Florida, Broward County has experienced some of the most severe effects of saltwater intrusion into the surficial Biscayne aquifer because, before 1950, most public water-supply well fields in the county were constructed near the principal early population centers located less than 5 miles from the Atlantic Ocean. The construction of major regional drainage canals in the early 20th century caused a lowering of the water table and a gradual inland movement of the saltwater front toward the well fields. The U.S. Geological Survey began field investigations of saltwater intrusion in the Biscayne aquifer of southeastern Broward County in 1939. As part of the present study, the positions of the saltwater front in 1945, 1969, and 1993 were estimated using chloride concentrations of water samples collected between 1939 and 1994 from various monitoring and exploratory wells. The data indicate that, between 1945 and 1993, the saltwater front has moved as much as 0.5 mile inland in parts of the study area. The position and movement of the saltwater front were simulated numerically to help determine which of the various hydrologic factors and water-management features characterizing the coastal subsurface environment and its alteration by man are of significance in increasing or decreasing the degree of saltwater intrusion. Two representational methods were applied by the selection and use of appropriate model codes. The SHARP code simulates the position of the saltwater front as a sharp interface, which implies that no transition zone (a zone in which a gradational change between freshwater and saltwater occurs) separates freshwater and saltwater. The Subsurface Waste Injection Program (SWIP) code simulates a two-fluid, variable-density system using a convective-diffusion approach that includes a representation of the transition zone that occurs between the freshwater and saltwater bodies. The models were applied to: (1) approximately replicate predevelopment and current positions of the interface in the study area; and (2) study the relative importance of various factors affecting the interface position. The model analyses assumed a conceptual model of uniform easterly flow in the aquifer toward points of offshore discharge to tidewater. Measurements of water-table altitude and the depth to the interface in the study area exhibit an interrelation that differes substantially from the classical Ghyben-Herzberg relation. However, both model codes simulated water-table altitudes and interface positions that were generally consistent with the Ghyben-Herzberg relation but differed substantially from observed data. The simulate interface positions were inland of the known positions, and simulate water-table altitudes were higher than measured ones. The SHARP and SWIP simulations were in general agreement with each other when a low value of longitudinal dispersivity was specified in the SWIP simulation and also for higher values of longitudinal dispersivity when modified dispersion algorithms were used in SWIP that greatly reduced the simulated degree of vertical dispersion. Sensitivity analyses performed using the SHARP code indicated simulation results to be relatively insensitive to a substantial change in the specified slope of the base of the aquifer and moderately sensitive to a 150-percent change in net atmospheric recharge to the aquifer (rainfall minus evapotranspiration). Representing well-field pumping by the City of hallandale had only a minor, localized influence on the simulated regional interface position. Using various cross-sectional grid designs in applications of the SWIP code, near convergence of all lines of equal concentrations in the transition zone was achieved within a simulation time of 10 years. The simulated equilibrium interface location was sensitive to substantial spatial variations in the specified hydraulic conductivity values, but was relatively insensitive to seasonal varying","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Reston, VA","doi":"10.3133/wri964221","usgsCitation":"Merritt, M.L., 1996, Assessment of saltwater intrusion in southern coastal Broward County, Florida: U.S. Geological Survey Water-Resources Investigations Report 96-4221, v, 133 p., https://doi.org/10.3133/wri964221.","productDescription":"v, 133 p.","costCenters":[{"id":27821,"text":"Caribbean-Florida Water Science Center","active":true,"usgs":true}],"links":[{"id":119036,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/wri/1996/4221/report-thumb.jpg"},{"id":57536,"rank":299,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/wri/1996/4221/report.pdf","text":"Report","size":"9.16 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Water Science Center
U.S. Geological Survey
3321 College Avenue
Davie, FL 33314
Contaminated ground water characterized by high concentrations of dissolved solids and dissolved sulfate, and in areas, by low pH and elevated concentrations of metals, is present near public-supply wells in the southwestern Salt Lake Valley. To provide State officials and water users with information concerning the potential movement of contaminated ground water to points of withdrawal in the area, an analysis of solute transport using computer models was done by the U.S. Geological Survey in cooperation with the Utah Department of Natural Resources, Division of Water Rights, and local municipalities and water users.
A three-dimensional solute-transport model was developed and couples with an existing ground-water flow model of Salt Lake Valley to simulate the movement of dissolved sulfate in ground water in southwestern Salt Lake Valley. Development and calibration of the transport model focused mainly on sulfate movement down-gradient from the Bingham Creek Reservoirs and the South Jordan evaporation ponds east of the mouth of Bingham Canyon. Estimates of transport parameters were adjusted during a calibration simulation representing conditions during 1965-93. After calibration, the transport model was used to simulate future sulfate movement for 1994-2043.
Because of uncertainty in estimated transport-parameter values, three projection transport simulations incorporating a range of probable parameter values were done to evaluate future sulfate movement and changes in sulfate concentrations at selected public-supply wells. These projection simulations produced a possible range of computed transport rates and patterns. In general, the projection simulations indicated movement of the sulfate plume east of the Bingham Creek reservoir toward public-supply wells northeast of the reservoirs and then eastward toward the Jordan River. Ground water with high concentrations of sulfate east of the South Jordan evaporation ponds is simulated as moving west to east under the Jordan River towards public-supply wells during the final 25 years of the simulation period. An increase in sulfate concentration from 200 mg/l in 2006 to 4,100 mg/l in 2022 was the largest simulated increase at public-supply wells northeast of the reservoirs. An increase in sulfate concentration from 150 mg/l in 2024 to 340 mg/l in 2043 was the largest simulated increase at public-supply wells in the south-central Salt Lake Valley just east of the Jordan River.
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We conducted laboratory acute toxicity tests in both hard and soft waters with five commonly used fire control chemicals (Fire Trol LCG-R, Fire-Trol GTS-R, Phos-Chek D-75-F, Phos-Chek WD-881, and Silv-Ex). Organisms used in the tests included two fish (rainbow trout and fathead minnow), two aquatic invertebrates (Daphnia magna and Hyalella azteca), and a green algae (Selenastrum capricornutum). In general, the green algae was substantially more sensitive to the three non-foam fire chemicals than the animals, the Daphnia were the most sensitive test organism in exposures with foams. The two foams (Silv-Ex and Phos-Chek WD-881) had similar toxicity and were more toxic than the three non-foams. Water quality did not seem to modify the toxicity of the five fire chemicals in a consistent manner.
","largerWorkType":{"id":4,"text":"Book"},"largerWorkTitle":"Proceedings: International Wildland Fire Foam Symposium and Workshop","largerWorkSubtype":{"id":12,"text":"Conference publication"},"conferenceTitle":"International Wildland Fire Foam Symposium and Workshop","conferenceDate":"3-5 May, 1994","conferenceLocation":"Thunder Bay, ON","language":"English","publisher":"Canadian Forest Service","publisherLocation":"Chalk River, ON","isbn":"0662240693","usgsCitation":"Hamilton, S., McDonald, S.F., Gaikowski, M., and Buhl, K.J., 1996, Toxicity of fire retardant chemicals to aquatic organisms: Progress report, in Proceedings: International Wildland Fire Foam Symposium and Workshop, Thunder Bay, ON, 3-5 May, 1994, p. 132-144.","productDescription":"13 p.","startPage":"132","endPage":"144","costCenters":[{"id":192,"text":"Columbia Environmental Research Center","active":true,"usgs":true}],"links":[{"id":332716,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/outside_thumb.jpg"},{"id":332715,"rank":1,"type":{"id":15,"text":"Index Page"},"url":"https://cfs.nrcan.gc.ca/publications?id=25698"}],"publicComments":"Canadian Forest Service Publications Information Report (Petawawa) PI-X-123","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"5868d225e4b0cd2dabe7c803","contributors":{"compilers":[{"text":"Ramsey, G.S.","contributorId":177805,"corporation":false,"usgs":false,"family":"Ramsey","given":"G.S.","email":"","affiliations":[{"id":13584,"text":"Natural Resources Canada, Canadian Forest Service","active":true,"usgs":false}],"preferred":false,"id":657161,"contributorType":{"id":3,"text":"Compilers"},"rank":1}],"authors":[{"text":"Hamilton, Steven J.","contributorId":174108,"corporation":false,"usgs":false,"family":"Hamilton","given":"Steven J.","affiliations":[],"preferred":false,"id":657157,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"McDonald, Susan F.","contributorId":33285,"corporation":false,"usgs":true,"family":"McDonald","given":"Susan","email":"","middleInitial":"F.","affiliations":[],"preferred":false,"id":657158,"contributorType":{"id":1,"text":"Authors"},"rank":2},{"text":"Gaikowski, Mark P. 0000-0002-6507-9341 mgaikowski@usgs.gov","orcid":"https://orcid.org/0000-0002-6507-9341","contributorId":140353,"corporation":false,"usgs":true,"family":"Gaikowski","given":"Mark P.","email":"mgaikowski@usgs.gov","affiliations":[{"id":606,"text":"Upper Midwest Environmental Sciences Center","active":true,"usgs":true}],"preferred":false,"id":657159,"contributorType":{"id":1,"text":"Authors"},"rank":3},{"text":"Buhl, Kevin J. 0000-0002-9963-2352 kevin_buhl@usgs.gov","orcid":"https://orcid.org/0000-0002-9963-2352","contributorId":1396,"corporation":false,"usgs":true,"family":"Buhl","given":"Kevin","email":"kevin_buhl@usgs.gov","middleInitial":"J.","affiliations":[{"id":192,"text":"Columbia Environmental Research Center","active":true,"usgs":true}],"preferred":true,"id":657160,"contributorType":{"id":1,"text":"Authors"},"rank":4}]}} ]}