This report provides the results of a detailed Level II analysis of scour potential at structure \nCORITH0003005C on Town Highway 3 crossing Cooksville Brook, Corinth, 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 east-central Vermont. The 20.2-mi2 drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is pasture with a residence on the \nupstream right bank near the bridge. The immediate channel banks have some woody \nvegetation cover.
\nIn the study area, Cooksville Brook has an incised, sinuous channel with a slope of \napproximately 0.005 ft/ft, an average channel top width of 46 ft and an average channel \ndepth of 8 ft. The channel bed material ranged from sand to cobble and had a median grain \nsize (D50) of 41.0 mm (0.135 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on September 5, 1995, indicated that the reach was stable.
\nThe Town Highway 3 crossing of Cooksville Brook is a 39-ft-long, two-lane bridge \nconsisting of one 37-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 17, 1995). The bridge is supported by vertical, concrete abutments \nwith wingwalls on the left abutment. The channel is skewed approximately 30 degrees to \nthe opening while the opening-skew-to-roadway is 0 degrees.
\nA scour hole 0.5 ft deeper than the mean thalweg depth was observed along the right \nabutment during the Level I assessment. The only scour protection measures at the site were \ntype-2 stone fill (less than 36 inches diameter) at the upstream and downstream ends of the \nright abutment and type-4 (less than 60 inches diameter) along the upstream right bank \nbelow the residence. Also, there is a wall along the upstream right bank. Additional details \ndescribing conditions at the site are included in the Level II Summary and Appendices D \nand E.
\nScour depths and rock rip-rap sizes were computed using the general guidelines described \nin Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a \nhighway crossing is comprised of three components: 1) long-term streambed degradation; \n2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) \nand; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is \nthe sum of the three components. Equations are available to compute depths for contraction \nand local scour and a summary of the results of these computations follows.
\nContraction scour for all modelled flows ranged from 2.7 to 3.3 ft. The worst-case \ncontraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.0 to \n19.0 ft. The worst-case left abutment scour occurred at the incipient overtopping discharge. \nThe worst-case right 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.
\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/ofr97111","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., and Severance, T., 1997, Level II scour analysis for Bridge 5C (CORITH0003005C) on Town Highway 3, crossing Cooksville Brook, Corinth, Vermont: U.S. Geological Survey Open-File Report 97-111, iv, 50 p., https://doi.org/10.3133/ofr97111.","productDescription":"iv, 50 p.","numberOfPages":"55","costCenters":[],"links":[{"id":170112,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97111.GIF"},{"id":279816,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0111/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Corinth","otherGeospatial":"Cooksville Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.375,44.0 ], [ -72.375,44.125 ], [ -72.25,44.125 ], [ -72.25,44.0 ], [ -72.375,44.0 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a5a1c","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240421,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Severance, Tim","contributorId":53851,"corporation":false,"usgs":true,"family":"Severance","given":"Tim","affiliations":[],"preferred":false,"id":240422,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":56589,"text":"wdrNY961 - 1997 - Water resources data, New York, water year 1996; Volume 1. Eastern New York; excluding Long Island","interactions":[],"lastModifiedDate":"2025-05-23T15:58:01.149162","indexId":"wdrNY961","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":340,"text":"Water Data Report","code":"WDR","active":false,"publicationSubtype":{"id":5}},"seriesNumber":"NY-96-1","title":"Water resources data, New York, water year 1996; Volume 1. Eastern New York; excluding Long Island","docAbstract":"Water-resources data for the 1996 water year for New York consist of records of stage, discharge, and water quality of streams; stage, contents, and water quality of lakes and reservoirs; ground-water levels; and precipitation quality. This volume contains records for water discharge at 122 gaging stations; stage only at 7 gaging stations; stage and contents at 4 gaging stations, and 18 other lakes and reservoirs; water quality at 28 gaging stations and 1 precipitation-quality station; and water levels at 3 observation wells. Also included are data for 33 crest-stage partial-record stations. Additional water data were collected at various sites not involved in the systematic data-collection program, and are published as miscellaneous measurements and analyses in this volume. These data together with the data in Volumes 2 and 3 represent that part of the National Water Data System operated by the U.S. Geological Survey in cooperation with State, Municipal, and Federal agencies in New York.
Records of discharge and stage of streams, and contents and stage of lakes and reservoirs, were first published in a series of U.S. Geological Survey water-supply papers entitled, “Surface Water Supply of the United States.” Through September 30, 1960, these water-supply papers were in an annual series and then in a 5-year series for 1961-65 and 1966-70. Records of water quality, water temperatures, and suspended sediment were published from 1941 to 1970 in an annual series of water-supply papers entitled “Quality of Surface Waters of the United States.” Records of ground-water levels were published from 1935 to 1974 in a series of water-supply papers entitled “Ground-Water Levels in the United States.” Water-supply papers may be consulted in the libraries of the principal cities and universities in the United States or may be purchased from the U.S. Geological Survey, Branch of Distribution, 604 South Pickett Street, Alexandria, VA 22304.
Since the 1961 water year, streamflow data and since the 1964 water year, water-quality data have been released by the Geological Survey in annual reports on a State-boundary basis. These reports provided rapid release of water data in each state shortly after the end of the water year. Through 1970 the data were also released in the water-supply paper series mentioned above.
Streamflow and water-quality data beginning with the 1971 water year, and ground-water data beginning with the 1975 water year are published only in reports on a State-boundary basis. Beginning with the 1975 water year, these Survey reports carry an identification number consisting of the two-letter State abbreviation, the last two digits of the water year, and the volume number. For example, this volume is identified as “U.S. Geological Survey Water-Data Report NY-96-1.” Water-data reports are for sale in paper copy or in microfiche by the National Technical Information Service, U.S. Department of Commerce, Springfield, VA 22161.
Additional information, including current prices for ordering specific reports, may be obtained from the District Office at the address given on the back of the title page or by telephone (518) 285-5600.
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York\",\"nation\":\"USA \"}}]}","contact":"Director, New York Water Science Center
U.S. Geological Survey
425 Jordan Road
Troy, NY 12180-8349
(518) 285-5695
http://ny.water.usgs.gov/
The statewide average precipitation of 33.37 inches for the 1996 water year was 105 percent of the normal annual precipitation of 31.79 inches for water years 1961-90. Average precipitation values ranged from 77 percent of normal at Trempealeau Dam 6 weather station in west central Wisconsin to 151 percent of normal at Oconto 4 W weather station in northeast Wisconsin (State Climatologist Office, Geological and Natural History Survey, written commun., 1997).
\nRunoff was variable for rivers throughout the State ranging from 64 percent in southwest Wisconsin to 212 percent in east central Wisconsin. Runoff was lowest (64 percent of the average annual runoff from 1935-96) for the Platte River near Rockville and highest (212 percent of the average annual runoff from 1949-69, 1988-96) for the South Branch Rock River at Waupun. Departures of runoff in the 1996 water year as a percent of long-term average runoff in the State are shown in Figure 4. EXPLANATION
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\"}}]}","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4a0ce4b07f02db5fcb1e","contributors":{"authors":[{"text":"Maertz, D. E. (compiler)","contributorId":85221,"corporation":false,"usgs":true,"family":"Maertz","given":"D. E.","suffix":"(compiler)","affiliations":[],"preferred":false,"id":187934,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":50021,"text":"ofr97797 - 1997 - Level II scour analysis for Bridge 39 (TOPSTH00510039) on Town Highway 51, crossing Tabor Branch Waits River, Topsham, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T13:28:05","indexId":"ofr97797","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":"97-797","title":"Level II scour analysis for Bridge 39 (TOPSTH00510039) on Town Highway 51, crossing Tabor Branch Waits River, Topsham, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nTOPSTH00510039 on Town Highway 51 crossing the Tabor Branch Waits River, \nTopsham, 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 east-central Vermont. The 17.4-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is predominantly pasture. However, \nbeyond one bridge length on the right bank upstream the surface cover abruptly changes to \nforest.\nIn the study area, the Tabor Branch Waits River has a sinuous channel with a slope of \napproximately 0.01 ft/ft, an average channel top width of 53 ft and an average bank height \nof 6 ft. The predominant channel bed material is cobbles with a median grain size (D50) of \n86.4 mm (0.283 ft). The geomorphic assessment at the time of the Level I and Level II site \nvisit on August 30, 1995, indicated that the reach was stable.\nThe Town Highway 51 crossing of the Tabor Branch Waits River is a 34-ft-long, one-lane \nbridge consisting of one 32-foot concrete slab span (Vermont Agency of Transportation, \nwritten communication, March 28, 1995). The opening length of the structure parallel to the \nbridge face is 31.0 ft. The bridge is supported by vertical, concrete abutments with \nwingwalls. The channel is skewed approximately 5 degrees to the opening while the \nopening-skew-to-roadway is 10 degrees.\nThe only scour protection measure at the site was type-2 stone fill (less than 36 inches \ndiameter) along the left and right bank upstream, along the base of the upstream left \nwingwall, upstream right wingwall, left abutment, right abutment, downstream left \nwingwall, downstream right wingwall, and along the left and right bank downstream. \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 all modelled flows ranged from 0.0 to 0.4 ft. The worst-case \ncontraction scour occurred at the maximum free surface flow discharge, which was less \nthan the 100-year discharge. Abutment scour ranged from 4.8 to 8.0 ft. The worst-case \nabutment scour occurred at 500-year discharge. Additional information on scour depths and \ndepths to armoring are included in the section titled “Scour Results”. Scoured-streambed \nelevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were \ncalculated assuming an infinite depth of erosive material and a homogeneous particle-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/ofr97797","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Striker, L.K., and Severance, T., 1997, Level II scour analysis for Bridge 39 (TOPSTH00510039) on Town Highway 51, crossing Tabor Branch Waits River, Topsham, Vermont: U.S. Geological Survey Open-File Report 97-797, iv, 51 p., https://doi.org/10.3133/ofr97797.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":161568,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97797.PNG"},{"id":279642,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0797/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Topsham","otherGeospatial":"Tabor 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":"4f4e4b17e4b07f02db6a620f","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240649,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Severance, Tim","contributorId":53851,"corporation":false,"usgs":true,"family":"Severance","given":"Tim","affiliations":[],"preferred":false,"id":240650,"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":49949,"text":"ofr97406 - 1997 - Level II scour analysis for Bridge 29 (PUTNTH00210029) on Town Highway 21, crossing East Putney Brook, Putney, Vermont","interactions":[],"lastModifiedDate":"2013-12-19T10:52:24","indexId":"ofr97406","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":"97-406","title":"Level II scour analysis for Bridge 29 (PUTNTH00210029) on Town Highway 21, crossing East Putney Brook, Putney, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nPUTNTH00210029 on Town Highway 21 crossing East Putney Brook, Putney, 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 10.3-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover consists of pasture and \nforest.\nIn the study area, East Putney Brook has an incised, sinuous channel with a slope of \napproximately 0.009 ft/ft, an average channel top width of 33 ft and an average bank height \n(channel depth) of 3 ft. The channel bed material is cobbles predominantly with a median \ngrain size (D50) of 80.7 mm (0.265 ft). The geomorphic assessment at the time of the Level \nI and Level II site visit on August 19, 1996, indicated that the reach was stable.\nThe Town Highway 21 crossing of East Putney Brook is a 35-ft-long, one-lane bridge \nconsisting of one 29-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 30, 1995). The bridge is supported by vertical, concrete abutments \nwith wingwalls. The channel is skewed approximately 40 degrees to the opening. Historical \nrecords show an opening-skew-to-roadway of 10 degrees but 20 degrees was computed \nusing field survey data and used in this study.\nThe scour protection measures at the site were type-2 stone fill (less than 36 inches \ndiameter) on each abutment wall, the upstream right wingwall and the upstream right bank, \nand type-3 stone fill (less than 48 inches diameter) on the left bank upstream, the upstream \nleft wingwall, and the downstream right bank. Additional details describing conditions at \nthe site are included 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 all modelled flows ranged from 0.0 to 0.9 feet. The worst-case \ncontraction scour occurred at the incipient-overtopping discharge, which was less than the \n100-year discharge. Abutment scour ranged from 6.1 to 18.4 feet. The worst-case abutment \nscour occurred at the 500-year discharge for the right abutment and the incipient \novertopping discharge for the left abutment. Additional information on scour depths and \ndepths to armoring are included in the section titled “Scour Results”. Scoured-streambed \nelevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were \ncalculated assuming an infinite depth of erosive material and a homogeneous particle-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/ofr97406","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Boehmler, E.M., and Ivanoff, M.A., 1997, Level II scour analysis for Bridge 29 (PUTNTH00210029) on Town Highway 21, crossing East Putney Brook, Putney, Vermont: U.S. Geological Survey Open-File Report 97-406, iv, 50 p., https://doi.org/10.3133/ofr97406.","productDescription":"iv, 50 p.","numberOfPages":"55","costCenters":[],"links":[{"id":176360,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97406.PNG"},{"id":279734,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0406/report.pdf"}],"scale":"25000","country":"United States","state":"Vermont","city":"Putney","otherGeospatial":"Putney Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.75,42.5 ], [ -72.75,43.125 ], [ -72.0,43.125 ], [ -72.0,42.5 ], [ -72.75,42.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b19e4b07f02db6a7f25","contributors":{"authors":[{"text":"Boehmler, Erick M.","contributorId":96303,"corporation":false,"usgs":true,"family":"Boehmler","given":"Erick","email":"","middleInitial":"M.","affiliations":[],"preferred":false,"id":240524,"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":240523,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49955,"text":"ofr97423 - 1997 - Level II scour analysis for Bridge 63 (CHESTH00090063) on Town Highway 9, crossing the Williams River, Chester, Vermont","interactions":[],"lastModifiedDate":"2013-12-19T10:08:17","indexId":"ofr97423","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":"97-423","title":"Level II scour analysis for Bridge 63 (CHESTH00090063) on Town Highway 9, crossing the Williams River, Chester, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nCHESTH00090063 on Town Highway 9 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 24.0-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is grass with trees and brush along \nthe immediate banks.\nIn the study area, the the Williams River has an incised, sinuous channel with a slope of \napproximately 0.005 ft/ft, an average channel top width of 64 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 57.7 mm (0.189 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 stable.\nThe Town Highway 9 crossing of the Williams River is a 45-ft-long, two-lane bridge \nconsisting of one 35-foot steel-beam span with a timber deck (Vermont Agency of \nTransportation, written communication, April 6, 1995). The bridge is supported by vertical, \nconcrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the \nopening while the opening-skew-to-roadway is 0 degrees.\nA scour hole 1.8 ft deeper than the mean thalweg depth was observed along the left \nabutment during the Level I assessment. The scour hole undermines the left abutment and \nextends from 50 ft upstream of the upstream bridge face to 50 ft downstream of the \ndownstream bridge face. The scour protection measures at the site included type-3 stone fill \n(less than 48 inches diameter) under the bridge along the entire base length of the right \nabutment and along the right bank from 50 to 88 ft upstream. Type-2 (less than 36 inches \ndiameter) stone fill scour protection was observed along the downstream left bank from 18 \nft to 115 ft, along the downstream right bank from 8 ft to 25 ft and along the upstream left \nbank from 50 to 75 ft. Additional details describing conditions at the site are included in the \nLevel 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 computed to be 0.0 ft. Abutment scour ranged \nfrom 10.1 ft to 11.0 ft along the left abutment and from 14.1 ft to 15.1 ft along the right \nabutment. The worst-case abutment scour for the left abutment occurred at the 500-year \ndischarge while the worst-case abutment scour for the right abutment occurred at the 100-\nyear discharge. Additional information on scour depths and depths to armoring are included \nin the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated \nscour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the \nbridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of \nerosive 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/ofr97423","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Flynn, R.H., 1997, Level II scour analysis for Bridge 63 (CHESTH00090063) on Town Highway 9, crossing the Williams River, Chester, Vermont: U.S. Geological Survey Open-File Report 97-423, iv, 50 p., https://doi.org/10.3133/ofr97423.","productDescription":"iv, 50 p.","numberOfPages":"55","costCenters":[],"links":[{"id":176454,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97423.PNG"},{"id":279727,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0423/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":"4f4e4b16e4b07f02db6a5911","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":240534,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":49966,"text":"ofr97626 - 1997 - Level II scour analysis for Bridge 18 (GROTTH00480018) on Town Highway 48, crossing the Wells River Groton, Vermont","interactions":[],"lastModifiedDate":"2013-12-18T13:12:37","indexId":"ofr97626","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":"97-626","title":"Level II scour analysis for Bridge 18 (GROTTH00480018) on Town Highway 48, crossing the Wells River Groton, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nGROTTH00480018 on Town Highway 48 crossing the Wells River, Groton, 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 53.6-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 right bank \nupstream and the left bank downstream while the surface cover is shrub and brushland \nalong the left bank upstream and the right bank downstream. The immediate banks are \nvegetated with brush and scattered trees.
\nIn the study area, the Wells River has an incised, straight channel with a slope of \napproximately 0.003 ft/ft, an average channel top width of 69 ft and an average bank height \nof 7 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) \nof 66.7 mm (0.219 ft). The geomorphic assessment at the time of the Level I and Level II \nsite visit on August 28, 1995, indicated that the reach was stable.
\nThe Town Highway 48 crossing of the Wells River is a 38-ft-long, one-lane bridge \nconsisting of one 36-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 24, 1995). The opening length of the structure parallel to the bridge \nface is 33.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 0 degrees to the opening and the opening-skew-toroadway is also 0 degrees.
\nLocal scour 3.25 ft deeper than the mean thalweg depth was observed underneath the bridge \nalong the left and right abutments during the Level I assessment. In addition, a scour hole \nextends from 90 ft US to 50 ft DS for a total length of 115 ft with an average scour depth of \n2.0 ft. The only scour protection measure at the site was type-2 stone fill (less than 36 \ninches diameter) along the left bank upstream, along the entire base length of the \ndownstream right wingwall, and along the left and right banks downstream; and type-1 \nstone fill (less than 12 inches diameter) along the entire base length of the upstream left \nwingwall. Additional details describing conditions at the site are included in the Level II \nSummary 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 2.0 to 2.3 \nft at the left abutment and 8.8 to 14.6 ft at the right abutment. The worst-case abutment \nscour occurred at the 500-year discharge at the right 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/ofr97626","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 18 (GROTTH00480018) on Town Highway 48, crossing the Wells River Groton, Vermont: U.S. Geological Survey Open-File Report 97-626, iv, 51 p., https://doi.org/10.3133/ofr97626.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":175732,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97626.GIF"},{"id":279712,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0626/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Groton","otherGeospatial":"Wells River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.25,44.125 ], [ -72.25,44.25 ], [ -72.125,44.25 ], [ -72.125,44.125 ], [ -72.25,44.125 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a8308","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240555,"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":240554,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49970,"text":"ofr97632 - 1997 - Level II scour analysis for Bridge 7 (WALDTH00020007) on Town Highway 2, crossing Coles Brook, Walden, Vermont","interactions":[],"lastModifiedDate":"2013-12-18T12:01:13","indexId":"ofr97632","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":"97-632","title":"Level II scour analysis for Bridge 7 (WALDTH00020007) on Town Highway 2, crossing Coles Brook, Walden, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nWALDTH00020007 on Town Highway 2 crossing Coles Brook, Walden, Vermont (figures \n1–8). Coles Brook is also referred to as Joes Brook. 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 north-eastern Vermont. The 12.8-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is predominantly shrub and \nbrushland.
\nIn the study area, Coles Brook has a sinuous channel with a slope of approximately 0.005 ft/\nft, an average channel top width of 37 ft and an average bank height of 4 ft. The channel bed \nmaterial ranges from sand to cobble with a median grain size (D50) of 32.9 mm (0.108 ft). \nThe geomorphic assessment at the time of the Level I and Level II site visit on August 9, \n1995, indicated that the reach was laterally unstable due to cut-banks, point bars, and loose \nunconsolidated bed material.
\nThe Town Highway 2 crossing of Coles Brook is a 74-ft-long, two-lane bridge consisting of \none 71-foot steel-beam span (Vermont Agency of Transportation, written communication, \nApril 5, 1995). The opening length of the structure parallel to the bridge face is 69.3 ft. The \nbridge is supported by spill-through abutments. The channel is skewed approximately 35 \ndegrees to the opening while the measured opening-skew-to-roadway is 15 degrees.
\nA scour hole 1.5 ft deeper than the mean thalweg depth was observed from 60 ft. to 100 ft. \ndownstream during the Level I assessment. Scour protection measures at the site include: \ntype-1 stone fill (less than 12 inches diameter) along the right bank upstream, at the \ndownstream end of the downstream left wingwall and downstream right wingwall; and \ntype-2 stone fill (less than 36 inches diameter) along the left bank upstream, at the upstream \nend of the upstream right wingwall, and along the entire base of the left and right \nabutments. Additional details describing conditions at the site are included in the Level II \nSummary 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 ranged from 0.0 to 0.8 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge. Abutment scour \nranged from 5.7 to 12.9 ft. The worst-case abutment scour occurred at the 500-year \ndischarge. Additional information on scour depths and depths to armoring are included in \nthe section titled “Scour Results”. Scoured-streambed elevations, based on the calculated \nscour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the \nbridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of \nerosive 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/ofr97632","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 7 (WALDTH00020007) on Town Highway 2, crossing Coles Brook, Walden, Vermont: U.S. Geological Survey Open-File Report 97-632, iv, 51 p., https://doi.org/10.3133/ofr97632.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":175736,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97632.GIF"},{"id":279708,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0632/report.pdf"}],"scale":"25000","country":"United States","state":"Vermont","city":"Walden","otherGeospatial":"Coles Brook","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":"4f4e4b16e4b07f02db6a571f","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240561,"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":240560,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":44842,"text":"wri974054B - 1997 - Rock-stratigraphic nomenclature, lithology, and subcrop area of the Galena-Platteville bedrock unit in Illinois and Wisconsin","interactions":[],"lastModifiedDate":"2022-10-04T18:38:07.376529","indexId":"wri974054B","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":"97-4054","chapter":"B","title":"Rock-stratigraphic nomenclature, lithology, and subcrop area of the Galena-Platteville bedrock unit in Illinois and Wisconsin","docAbstract":"The Galena-Platteville bedrock unit is a dependable source of ground water for many private well owners and some municipal-water-supply systems in northern Illinois (Hackett, 1960) and in Wisconsin. The carbonate lithology of the unit contributes to the availability of ground water and also to the susceptibility of the unit to ground-water contamination. Susceptibility to contamination is greatest in areas where the unit is overlain by only a thin layer (less than 50 feet) of soil or unconsolidated glacial deposits.
\nWithin the study area in Illinois and Wisconsin (fig. 1), volatile organic compounds and other contaminants have been detected in groundwater samples from various sites (Kay and others, 1989; Mills, 1993a, 1993b; Kay and others, 1994). Known and suspected sources of contaminants are numerous, including landfills and industrial facilities. To determine the possible effects of contamination on the ground-water supply, an understanding of the regional hydrogeologic framework of the Galena-Platteville bedrock unit is needed.
\nPublished map and point data describing the geologic and hydrologic properties of the Galena-Platteville bedrock unit are available from many sources. The U.S. Geological Survey, in cooperation with the U.S. Environmental Protection Agency, Region 5, has selected and compiled pertinent data. The objective of this study is to publish these data in a series of concise map reports and a bibliographic report listing available sources of information by county for the Galena-Platteville bedrock unit. Investigators involved in site-specific studies within the subcrop area will be able to utilize these reports to design effective site investigations.
\nThis report presents the rock-stratigraphic nomenclature of the lithologic units that make up the Galena-Platteville bedrock unit (fig.2) and provides a brief, generalized description of the lithologic characteristics of each unit. Sources with more detailed descriptions of lithology can be found below in SELECTED REFERENCES. Figure 3 is a map, created from published maps of various scales, showing the areal extent of the Galena-Platteville subcrop and major known geologic structural features in Illinois and Wisconsin. The subcrop area of the Galena-Platteville bedrock unit is that area where the unit crops out, or is the uppermost bedrock unit and is overlain by soil or glacial deposits. The unit is present at depth under younger bedrock units south and east of the subcrop area and is absent north and west of the subcrop area. Data sources used to prepare the map are included in SELECTED REFERENCES.
\n","language":"English","publisher":"U.S. Geological Survey","doi":"10.3133/wri974054B","usgsCitation":"Batten, W.G., Brown, T., Mills, P., and Sabin, T.J., 1997, Rock-stratigraphic nomenclature, lithology, and subcrop area of the Galena-Platteville bedrock unit in Illinois and Wisconsin: U.S. Geological Survey Water-Resources Investigations Report 97-4054, 1 Plate: 36.00 x 47.59 inches, https://doi.org/10.3133/wri974054B.","productDescription":"1 Plate: 36.00 x 47.59 inches","onlineOnly":"N","additionalOnlineFiles":"N","costCenters":[{"id":677,"text":"Wisconsin Water Science Center","active":true,"usgs":true}],"links":[{"id":168870,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/usgs_thumb.jpg"},{"id":82195,"rank":400,"type":{"id":17,"text":"Plate"},"url":"https://pubs.usgs.gov/wri/1997/4054b/plate-1.pdf","linkFileType":{"id":1,"text":"pdf"}},{"id":407868,"rank":2,"type":{"id":36,"text":"NGMDB Index Page"},"url":"https://ngmdb.usgs.gov/Prodesc/proddesc_48682.htm","linkFileType":{"id":5,"text":"html"}}],"scale":"500000","country":"United States","state":"Illinois, Wisconsin","geographicExtents":"{\n \"type\": \"FeatureCollection\",\n \"features\": [\n {\n \"type\": \"Feature\",\n \"properties\": {},\n \"geometry\": {\n \"type\": \"Polygon\",\n \"coordinates\": [\n [\n [\n -91.20849609375,\n 41.53325414281322\n ],\n [\n -91.20849609375,\n 45.1433047394883\n ],\n [\n -87.51708984375,\n 45.1433047394883\n ],\n [\n -87.51708984375,\n 41.53325414281322\n ],\n [\n -91.20849609375,\n 41.53325414281322\n ]\n ]\n ]\n }\n }\n ]\n}","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4a0ee4b07f02db5fe455","contributors":{"authors":[{"text":"Batten, W. G.","contributorId":89504,"corporation":false,"usgs":true,"family":"Batten","given":"W.","email":"","middleInitial":"G.","affiliations":[{"id":595,"text":"U.S. Geological Survey","active":false,"usgs":true}],"preferred":false,"id":230536,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Brown, T.A.","contributorId":12885,"corporation":false,"usgs":true,"family":"Brown","given":"T.A.","email":"","affiliations":[],"preferred":false,"id":230533,"contributorType":{"id":1,"text":"Authors"},"rank":2},{"text":"Mills, P. C.","contributorId":69117,"corporation":false,"usgs":true,"family":"Mills","given":"P. C.","affiliations":[],"preferred":false,"id":230535,"contributorType":{"id":1,"text":"Authors"},"rank":3},{"text":"Sabin, T. J.","contributorId":56698,"corporation":false,"usgs":true,"family":"Sabin","given":"T.","email":"","middleInitial":"J.","affiliations":[],"preferred":false,"id":230534,"contributorType":{"id":1,"text":"Authors"},"rank":4}]}} ,{"id":49971,"text":"ofr97646 - 1997 - Level II scour analysis for Bridge 2 (RYEGTH00020002) on Town Highway 2, crossing the Wells River, Ryegate, Vermont","interactions":[],"lastModifiedDate":"2013-12-18T11:50:48","indexId":"ofr97646","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":"97-646","title":"Level II scour analysis for Bridge 2 (RYEGTH00020002) on Town Highway 2, crossing the Wells River, Ryegate, Vermont","docAbstract":"
This report provides the results of a detailed Level II analysis of scour potential at structure \nRYEGTH00020002 on Town Highway 2 crossing the Wells River, Ryegate, 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 east-central Vermont. The 75.7-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover consists of cut grass, trees, and \nbrush on the flood plains while the immediate banks have dense woody vegetation.
\nIn the study area, the Wells River has an incised, sinuous channel with a slope of \napproximately 0.006 ft/ft, an average channel top width of 110 ft and an average bank \nheight of 12 ft. The channel bed material ranges from sand to boulder with a median grain \nsize (D50) of 82.3 mm (0.270 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on August 24, 1995, indicated that the reach was laterally unstable with \nmoderate fluvial erosion and meandering downstream of the bridge.
\nThe Town Highway 2 crossing of the Wells River is a 79-ft-long, two-lane bridge \nconsisting of one 75-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 27, 1995). The opening length of the structure parallel to the bridge \nface is 75.1 ft. The bridge is supported by vertical, concrete abutments, the left has a spill-through embankment, with wingwalls. The channel is not skewed to the opening and the \nopening-skew-to-roadway is zero degrees.
\nA scour hole 3 ft deeper than the mean thalweg depth was observed in the channel from \nupstream and through the bridge during the Level I assessment. The scour protection \ncounter-measures at the site included type-4 stone fill (less than 60 inches diameter) along \nthe base of the left abutment forming a spill-through embankment. There was also type-2 \nstone fill (less than 36 inches diameter) along the entire base length of the upstream right \nwingwall, the upstream right bank and downstream left bank. There was a stone wall along \nthe upstream left bank extending 130 ft from the bridge. In addition there was type-1 stone \nfill (less than 12 inches diameter) 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. 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 was zero. Abutment scour ranged from 7.1 to 11.4 \nft. The worst-case 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.
\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/ofr97646","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., 1997, Level II scour analysis for Bridge 2 (RYEGTH00020002) on Town Highway 2, crossing the Wells River, Ryegate, Vermont: U.S. Geological Survey Open-File Report 97-646, iv, 50 p., https://doi.org/10.3133/ofr97646.","productDescription":"iv, 50 p.","numberOfPages":"55","costCenters":[],"links":[{"id":175737,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97646.GIF"},{"id":279707,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0646/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Ryegate","otherGeospatial":"Wells River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.25,44.125 ], [ -72.25,44.25 ], [ -72.125,44.25 ], [ -72.125,44.125 ], [ -72.25,44.125 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a81c7","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240562,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":49974,"text":"ofr97649 - 1997 - Level II scour analysis for Bridge 38 (TOPSTH00570038) on Town Highway 57, crossing Waits River, Topsham, Vermont","interactions":[],"lastModifiedDate":"2013-12-18T10:48:55","indexId":"ofr97649","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":"97-649","title":"Level II scour analysis for Bridge 38 (TOPSTH00570038) on Town Highway 57, crossing Waits River, Topsham, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nTOPSTH00570038 on Town Highway 57 crossing the Waits River, Topsham, 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 east central Vermont. The 37.3-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is predominantly pasture while the \nleft bank upstream is suburban.
\nIn the study area, the Waits River has a sinuous locally anabranched channel with a slope of \napproximately 0.01 ft/ft, an average channel top width of 76 ft and an average bank height \nof 6 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) \nof 57.2 mm (0.188 ft). The geomorphic assessment at the time of the Level I and Level II \nsite visit on August 28, 1995, indicated that the reach was considered laterally unstable due \nto cut-banks upstream, mid-channel bars and lateral migration of the channel towards the \nleft abutment.
\nThe Town Highway 34 crossing of the Waits River is a 34-ft-long, one-lane bridge \nconsisting of one 31-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 30.4 ft. The bridge is supported by a vertical, stone abutment with concrete facing \nand wingwalls on the right and by a vertical, concrete abutment with wingwalls on the left. \nThe channel is skewed approximately 0 degrees to the opening and the opening-skew-to-roadway is also zero degrees.
\nA scour hole 2.0 ft deeper than the mean thalweg depth was observed towards the left bank \nunderneath the bridge. The only scour protection measure at the site was type-2 stone fill \n(less than 36 inches diameter) along the left bank upstream, in the upstream left wing wall \narea, along the left abutment, at the downstream end of the right abutment, and in the \ndownstream left wing wall area. There is type-3 stone fill (less than 48 inches diameter) in \nthe downstream right wing wall area. 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 all modelled flows ranged from 1.6 to 5.2 ft. The worst-case \ncontraction scour occurred at the 100-year discharge. Abutment scour ranged from 9.8 to \n18.5 ft. The worst-case 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.
\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/ofr97649","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Striker, L.K., and Boehmler, E.M., 1997, Level II scour analysis for Bridge 38 (TOPSTH00570038) on Town Highway 57, crossing Waits River, Topsham, Vermont: U.S. Geological Survey Open-File Report 97-649, iv, 51 p., https://doi.org/10.3133/ofr97649.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":175840,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97649.GIF"},{"id":279704,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0649/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Topsham","otherGeospatial":"Waits River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.375,44.0 ], [ -72.375,44.125 ], [ -72.25,44.125 ], [ -72.25,44.0 ], [ -72.375,44.0 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a646c","contributors":{"authors":[{"text":"Striker, Lora K.","contributorId":41481,"corporation":false,"usgs":true,"family":"Striker","given":"Lora","email":"","middleInitial":"K.","affiliations":[],"preferred":false,"id":240566,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Boehmler, Erick M.","contributorId":96303,"corporation":false,"usgs":true,"family":"Boehmler","given":"Erick","email":"","middleInitial":"M.","affiliations":[],"preferred":false,"id":240567,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49989,"text":"ofr97674 - 1997 - Level II scour analysis for Bridge 23 (WALDTH00060023) on Town Highway 6, crossing Stannard Brook, Walden, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T14:06:20","indexId":"ofr97674","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":"97-674","title":"Level II scour analysis for Bridge 23 (WALDTH00060023) on Town Highway 6, crossing Stannard Brook, Walden, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nWALDTH00060023 on Town Highway 6 crossing Stannard Brook, Walden, 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 5.61-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the upstream surface cover is shrub and brushland \nwith some trees. The downstream surface cover is forest.
\nIn the study area, Stannard Brook has an incised, straight channel with a slope of \napproximately 0.02 ft/ft, an average channel top width of 54 ft and an average bank height \nof 9 ft. The channel bed material ranges from gravel to boulder with a median grain size \n(D50) of 64.0 mm (0.210 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on August 8, 1995, indicated that the reach was stable.
\nThe Town Highway 6 crossing of Stannard Brook is a 59-ft-long (bottom width), two-lane \npipe arch culvert consisting of one 22-foot corrugated plate pipe arch span (Vermont \nAgency of Transportation, written communication, March 28, 1995). The opening length of \nthe structure parallel to the bridge face is 21.9 ft.The pipe arch is supported by vertical, \nconcrete kneewalls. The channel is skewed approximately 10 degrees to the opening while \nthe opening-skew-to-roadway is zero degrees.
\nA scour hole 1.5 ft deeper than the mean thalweg depth was observed along the upstream \nend of the right kneewall during the Level I assessment. There was also a scour hole 0.5 ft \ndeeper than the mean thalweg depth observed along the downstream end of the left \nkneewall. The scour counter measures at the site included type-3 stone fill (less than 48 \ninches diameter) at the upstream and downstream end of the left and right kneewall. There \nwas also type-2 stone fill (less than 36 inches diameter) along the upstream right bank. \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 \nkneewalls). 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 2.3 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge, which was \ngreater than the 100-year discharge. Left kneewall scour ranged from 11.7 to 16.8 ft. The \nworst-case left kneewall scour occurred at the 500-year discharge. Right kneewall scour \nranged from 13.7 to 16.7 ft. The worst-case right kneewall scour occurred at the incipient \nroadway-overtopping 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. \nDuring the Level I survey ledge was discovered at the upstream end of the right abutment. \nThe ledge in the channel may limit scour depths.
\nIt is generally accepted that the Froehlich equation (abutment/ kneewall 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/ofr97674","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., and Hammond, R.E., 1997, Level II scour analysis for Bridge 23 (WALDTH00060023) on Town Highway 6, crossing Stannard Brook, Walden, Vermont: U.S. Geological Survey Open-File Report 97-674, 50 p., https://doi.org/10.3133/ofr97674.","productDescription":"50 p.","costCenters":[],"links":[{"id":176250,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97674.GIF"},{"id":279689,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0674/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Walden","otherGeospatial":"Stannard Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.375,44.5 ], [ -72.375,44.625 ], [ -72.125,44.625 ], [ -72.125,44.5 ], [ -72.375,44.5 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a80c8","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240592,"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":240593,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49993,"text":"ofr97753 - 1997 - Level II scour analysis for Bridge 45 (BRNETH00070045) on Town Highway 7, crossing the Stevens River, Barnet, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T13:29:28","indexId":"ofr97753","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":"97-753","title":"Level II scour analysis for Bridge 45 (BRNETH00070045) on Town Highway 7, crossing the Stevens River, Barnet, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nBRNETH00070045 on Town Highway 7 crossing the Stevens River, Barnet, 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 east-central Vermont. The 41.5-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is forest upstream and pasture \ndownstream of the bridge while the immediate banks have dense woody vegetation.
\nIn the study area, the Stevens River has an incised, sinuous channel with a slope of \napproximately 0.02 ft/ft, an average channel top width of 100 ft and an average bank height \nof 17 ft. The channel bed material ranges from gravel to boulder with a median grain size \n(D50) of 105 mm (0.344 ft). The geomorphic assessment at the time of the Level I and Level \nII site visit on August 22, 1995, indicated that the reach was stable.
\nThe Town Highway 7 crossing of the Stevens River is a 37-ft-long, two-lane bridge \nconsisting of one 34-foot concrete slab span (Vermont Agency of Transportation, written \ncommunication, March 16, 1995). The opening length of the structure parallel to the bridge \nface is 33 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-to-roadway is 20 degrees.
\nThe only scour protection measure at the site was type-2 stone fill (less than 36 inches \ndiameter) along the entire left and right abutments, upstream and downstream wingwalls, \nand upstream and downstream banks. 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 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 0.8 to 5.4 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge, which was \ngreater than the 100-year discharge. Left abutment scour ranged from 21.8 to 28.6 ft. The \nworst-case left abutment scour occurred at the 500-year discharge. Right abutment scour \nranged from 14.6 to 17.4 ft. The worst-case right abutment scour occurred at the incipient \nroadway-overtopping 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/ofr97753","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., and Hammond, R.E., 1997, Level II scour analysis for Bridge 45 (BRNETH00070045) on Town Highway 7, crossing the Stevens River, Barnet, Vermont: U.S. Geological Survey Open-File Report 97-753, iv, 51 p., https://doi.org/10.3133/ofr97753.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":176840,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97753.GIF"},{"id":279685,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0753/report.pdf"}],"scale":"25000","country":"United States","state":"Vermont","city":"Barnet","otherGeospatial":"Stevens River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.25,44.25 ], [ -72.25,44.375 ], [ -72.0,44.375 ], [ -72.0,44.25 ], [ -72.25,44.25 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a60fa","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240599,"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":240600,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":49998,"text":"ofr97759 - 1997 - Level II scour analysis for Bridge 3 (EASTTH00010003) on Town Highway 1, crossing the East Branch Passumpsic River, East Haven, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T12:40:17","indexId":"ofr97759","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":"97-759","title":"Level II scour analysis for Bridge 3 (EASTTH00010003) on Town Highway 1, crossing the East Branch Passumpsic River, East Haven, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nEASTTH00010003 on Town Highway 1 crossing the East Branch Passumpsic River, East \nHaven, 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 White Mountain section of the New England physiographic province in \nnortheastern Vermont. The 50.4-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 upstream is forest. \nOn the remaining three banks the surface cover is pasture while the immediate banks have \ndense woody vegetation.
\nIn the study area, the East Branch Passumpsic River has an incised, sinuous channel with a \nslope of approximately 0.003 ft/ft, an average channel top width of 62 ft and an average \nbank height of 5 ft. The channel bed material ranges from gravel to boulder with a median \ngrain size (D50) of 61.5 mm (0.187 ft). The geomorphic assessment at the time of the Level \nI and Level II site visit on August 14, 1995, indicated that the reach was stable.
\nThe Town Highway 1 crossing of the East Branch Passumpsic River is a 89-ft-long, two-lane bridge consisting of one 87-foot steel-beam span (Vermont Agency of Transportation, \nwritten communication, March 17, 1995). The opening length of the structure parallel to the \nbridge face is 84.7 ft. The bridge is supported by vertical, concrete abutments with sloped \nstone fill in front that creates a spill through embankment. The channel is skewed \napproximately zero degrees to the opening and the opening-skew-to-roadway is also zero \ndegrees.
\nChannel scour 0.5 ft deeper than the mean thalweg depth was observed to the left of the \ncenter of the channel under the bridge during the Level I assessment. The scour \ncountermeasures at the site are type-2 stone fill (less than 36 inches diameter) along the \ndownstream left bank and type-4 stone fill (less than 60 inches diameter) in front of the \nabutments creating spill through slopes. Additional details describing conditions at the site \nare included 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. 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 to 1.8 ft. The worst-case contraction \nscour occurred at the 500-year discharge. Abutment scour ranged from 6.4 to 11.7 ft. The \nworst-case abutment scour occurred at the 500-year 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/ofr97759","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Burns, R.L., and Boehmler, E.M., 1997, Level II scour analysis for Bridge 3 (EASTTH00010003) on Town Highway 1, crossing the East Branch Passumpsic River, East Haven, Vermont: U.S. Geological Survey Open-File Report 97-759, iv, 48 p., https://doi.org/10.3133/ofr97759.","productDescription":"iv, 48 p.","numberOfPages":"53","costCenters":[],"links":[{"id":176339,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97759.GIF"},{"id":279680,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0759/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"East Haven","otherGeospatial":"Passumpsic 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":"4f4e4b19e4b07f02db6a7eca","contributors":{"authors":[{"text":"Burns, Ronda L.","contributorId":71602,"corporation":false,"usgs":true,"family":"Burns","given":"Ronda","email":"","middleInitial":"L.","affiliations":[],"preferred":false,"id":240608,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Boehmler, Erick M.","contributorId":96303,"corporation":false,"usgs":true,"family":"Boehmler","given":"Erick","email":"","middleInitial":"M.","affiliations":[],"preferred":false,"id":240609,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":50000,"text":"ofr97765 - 1997 - Level II scour analysis for Bridge 4 (RYEGTH00050004) on Town Highway 5, crossing the Wells River, Ryegate, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T16:18:31","indexId":"ofr97765","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":"97-765","title":"Level II scour analysis for Bridge 4 (RYEGTH00050004) on Town Highway 5, crossing the Wells River, Ryegate, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nRYEGTH00050004 on Town Highway 5 crossing the Wells River, Ryegate, 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 84.7-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover includes shrubs and brush on the \nupstream left bank and downstream right bank of the bridge. The upstream right bank and \ndownstream left bank of the bridge is forested.\nIn the study area, the Wells River has an incised, sinuous channel with a slope of \napproximately 0.008 ft/ft, an average channel top width of 107 ft and an average bank \nheight of 11 ft. The channel bed material ranges from gravel to boulder with a median grain \nsize (D50) of 67.4 mm (0.221 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on August 21, 1995, indicated that the reach was laterally unstable with \nmass wasting along the upstream right bank.\nThe Town Highway 5 crossing of the Wells River is a 108-ft-long, two-lane bridge \nconsisting of a 100-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 27, 1995). The opening length of the structure parallel to the bridge \nface is 93.4 ft. The bridge is supported by vertical, stone block abutments with wingwalls. \nThe channel is skewed approximately 50 degrees to the opening while the opening-skew-toroadway is 45 degrees. \nThe scour protection counter-measures at the site included type-1 stone fill (less than 12 \ninches diameter) along the downstream left road embankment. Also, type-2 stone fill (less \nthan 36 inches diameter) along the upstream right wingwall, extending 30 feet upstream \nalong the right bank, along the downstream end of the downstream right wingwall, along \nthe downstream right road embankment, and along the downstream left bank below the old \nrailroad bed. Additional details describing conditions at the site are included in the Level II \nSummary 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. 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 1.8 to 2.6 ft. The worst-case \ncontraction scour occurred at the 500-year discharge. Abutment scour ranged from 10.2 to \n22.6 ft. The worst-case 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. \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/ofr97765","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., and Hammond, R.E., 1997, Level II scour analysis for Bridge 4 (RYEGTH00050004) on Town Highway 5, crossing the Wells River, Ryegate, Vermont: U.S. Geological Survey Open-File Report 97-765, iv, 48 p., https://doi.org/10.3133/ofr97765.","productDescription":"iv, 48 p.","numberOfPages":"53","costCenters":[],"links":[{"id":176341,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97765.PNG"},{"id":279678,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0765/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Ryegate","otherGeospatial":"Wells River","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.25,44.125 ], [ -72.25,44.25 ], [ -72.125,44.25 ], [ -72.125,44.125 ], [ -72.25,44.125 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a6209","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240612,"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":240613,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":50001,"text":"ofr97766 - 1997 - Level II scour analysis for Bridge 46 (BRNETH00610046) on Town Highway 61, crossing East Peacham Brook, Barnet, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T16:11:32","indexId":"ofr97766","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":"97-766","title":"Level II scour analysis for Bridge 46 (BRNETH00610046) on Town Highway 61, crossing East Peacham Brook, Barnet, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nBRNETH00610046 on Town Highway 61 crossing East Peacham Brook, Barnet, 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 east-central Vermont. The 15.8-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, East Peacham Brook has an incised, sinuous channel with a slope of \napproximately 0.02 ft/ft, an average channel top width of 59 ft and an average bank height \nof 5 ft. The channel bed material ranges from gravel to boulder with a median grain size \n(D50) of 121 mm (0.397 ft). The geomorphic assessment at the time of the Level I and Level \nII site visit on August 23, 1995, indicated that the reach was laterally unstable with cut \nbanks both upstream and downstream of the bridge.\nThe Town Highway 61 crossing of East Peacham Brook is a 28-ft-long, one-lane bridge \nconsisting of one 26-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 24, 1995). The opening length of the structure parallel to the bridge \nface is 24.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 5 degrees to the opening while the opening-skew-toroadway is zero degrees. \nA scour hole 0.7 ft deeper than the mean thalweg depth was observed along the upstream \nleft wingwall extending along the left abutment during the Level I assessment. The only \nscour protection measure at the site was type-2 stone fill (less than 36 inches diameter) at \nthe upstream end of the upstream left wingwall extending along the upstream left bank and \nalong the entire base of the downstream left wingwall. Additional details describing \nconditions at the site are included 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 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 to 1.2 ft. The worst-case contraction \nscour occurred at the 500-year discharge. Abutment scour ranged from 10.4 to 13.9 ft. The \nworst-case abutment scour occurred at the 500-year 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/ofr97766","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration","usgsCitation":"Ivanoff, M.A., 1997, Level II scour analysis for Bridge 46 (BRNETH00610046) on Town Highway 61, crossing East Peacham Brook, Barnet, Vermont: U.S. Geological Survey Open-File Report 97-766, iv, 51 p., https://doi.org/10.3133/ofr97766.","productDescription":"iv, 51 p.","numberOfPages":"56","costCenters":[],"links":[{"id":176342,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97766.PNG"},{"id":279677,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0766/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","city":"Barnet","otherGeospatial":"East Peacham Brook","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.25,44.25 ], [ -72.25,44.375 ], [ -72.0,44.375 ], [ -72.0,44.25 ], [ -72.25,44.25 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b17e4b07f02db6a60f8","contributors":{"authors":[{"text":"Ivanoff, Michael A.","contributorId":27105,"corporation":false,"usgs":true,"family":"Ivanoff","given":"Michael","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":240614,"contributorType":{"id":1,"text":"Authors"},"rank":1}]}} ,{"id":50026,"text":"ofr97804 - 1997 - Level II scour analysis for Bridge 65 (NEWBTH00500065) on Town Highway 50, crossing Peach Brook, Newbury, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T14:47:51","indexId":"ofr97804","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":"97-804","title":"Level II scour analysis for Bridge 65 (NEWBTH00500065) on Town Highway 50, crossing Peach Brook, Newbury, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nNEWBTH00500065 on Town Highway 50 crossing Peach Brook, Newbury, 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 east-central Vermont. The 15.3-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is forest upstream of the bridge and \nshrub and brushland downstream of the bridge.\nIn the study area, Peach Brook has an incised, sinuous channel with a slope of \napproximately 0.005 ft/ft, an average channel top width of 40 ft and an average bank height \nof 8 ft. The channel bed material ranges from cobble to boulder with a median grain size \n(D50) of 83.1 mm (0.273 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on August 29, 1995, indicated that the reach was stable.\nThe Town Highway 50 crossing of the Peach Brook is a 29-ft-long, two-lane bridge \nconsisting of one 25-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 27, 1995). The opening length of the structure parallel to the bridge \nface is 24.9 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 20 degrees.\nA channel scour hole 0.75 ft deeper than the mean thalweg depth was observed under the \nbridge during the Level I assessment. Also observed was channel scour 0.75 ft deeper than \nthe mean thalweg at the upstream face of the bridge and channel scour 0.25 ft deeper than \nthe mean thalweg along the right bank downstream. The scour protection measures at the \nsite included type-1 stone fill (less than 12 inches diameter) along the upstream and \ndownstream right wingwalls and type-2 stone fill (less than 36 inches diameter) along the \nupstream right bank and along the downstream left wingwall and bank. In addition, there \nare four 3 ft square concrete blocks at the corner where the upstream right wingwall joins \nthe right abutment. The upstream left wingwall and upstream half of the left abutment were \nconstructed on top of a bedrock outcrop. Additional details describing conditions at the site \nare included 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 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 1.3 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge, which was less \nthan the 100-year discharge. The right abutment scour ranged from 6.1 to 7.2 ft. The worstcase right abutment scour occurred at the incipient roadway-overtopping discharge. The left \nabutment scour ranged from 7.1 to 10.3 ft. The worst-case left abutment scour occurred at \nthe 500-year discharge. Additional information on scour depths and depths to armoring are \nincluded in the section titled “Scour Results”. Scoured-streambed elevations, based on the \ncalculated scour depths, are presented in tables 1 and 2. A cross-section of the scour \ncomputed at the bridge is presented in figure 8. Scour depths were calculated assuming an \ninfinite 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 he","language":"English","publisher":"U.S. Geological Survey","publisherLocation":"Pembroke, NH","doi":"10.3133/ofr97804","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and the Federal Highway Administration","usgsCitation":"Burns, R., and Severance, T., 1997, Level II scour analysis for Bridge 65 (NEWBTH00500065) on Town Highway 50, crossing Peach Brook, Newbury, Vermont: U.S. Geological Survey Open-File Report 97-804, 51 p., https://doi.org/10.3133/ofr97804.","productDescription":"51 p.","additionalOnlineFiles":"N","costCenters":[],"links":[{"id":161674,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97804.JPG"},{"id":279658,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0804/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.125,44.000 ], [ -72.125,44.125 ], [ -72.000,44.125 ], [ -72.000,44.000 ], [ -72.125,44.000 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b16e4b07f02db6a5842","contributors":{"authors":[{"text":"Burns, R.L.","contributorId":62651,"corporation":false,"usgs":true,"family":"Burns","given":"R.L.","email":"","affiliations":[],"preferred":false,"id":240659,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Severance, Timothy","contributorId":104927,"corporation":false,"usgs":true,"family":"Severance","given":"Timothy","email":"","affiliations":[],"preferred":false,"id":240660,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":50027,"text":"ofr97805 - 1997 - Level II scour analysis for Bridge 16 (GROTTH00170016) on Town Highway 17, crossing the Wells River, Groton, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T15:08:07","indexId":"ofr97805","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":"97-805","title":"Level II scour analysis for Bridge 16 (GROTTH00170016) on Town Highway 17, crossing the Wells River, Groton, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nGROTTH00170016 on Town Highway 17 crossing the Wells River, Groton, 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 43.4-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is predominantly shrub and \nbrushland, while the left bank downstream is forested. \nIn the study area, the Wells River has an incised, straight channel with a slope of \napproximately 0.003 ft/ft, an average channel top width of 57 ft and an average bank height \nof 4 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) \nof 77.8 mm (0.255 ft). The geomorphic assessment at the time of the Level I and Level II \nsite visit on August 29, 1995, indicated that the reach was stable.\nThe Town Highway 17 crossing of the Wells River is a 43-ft-long, one-lane bridge \nconsisting of one 41-foot steel-beam span with a concrete deck (Vermont Agency of \nTransportation, written communication, March 24, 1995). The opening length of the \nstructure parallel to the bridge face is 39.4 ft. The bridge is supported by vertical, concrete \nabutments. The channel is skewed approximately 0 degrees and the opening-skew-toroadway is also zero degrees. \nA scour hole 1.7 ft deeper than the mean thalweg depth was observed from 30 ft upstream \nto 70 ft downstream in mid-channel during the Level I assessment. Scour protection \nmeasures at the site included: type-3 stone fill (less than 48 inches diameter) along the left \nand right bank upstream, and along the left and right bank downstream. The protection \nalong the banks begins in the road embankment areas where the wingwalls would be \nlocated. Additional details describing conditions at the site are included in the Level II \nSummary 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 ft. Abutment scour ranged from 7.6 to 8.4 ft \nat the left abutment and from 9.9 to 14.8 ft at the right abutment. The worst-case abutment \nscour occurred at the 500-year discharge. Additional information on scour depths and \ndepths to armoring are included in the section titled “Scour Results”. Scoured-streambed \nelevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were \ncalculated assuming an infinite depth of erosive material and a homogeneous particle-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/ofr97805","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and the Federal Highway Administration","usgsCitation":"Striker, L., and Ivanoff, M., 1997, Level II scour analysis for Bridge 16 (GROTTH00170016) on Town Highway 17, crossing the Wells River, Groton, Vermont: U.S. Geological Survey Open-File Report 97-805, 51 p., https://doi.org/10.3133/ofr97805.","productDescription":"51 p.","additionalOnlineFiles":"N","costCenters":[],"links":[{"id":161675,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/ofr97805.JPG"},{"id":279657,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0805/report.pdf"}],"projection":"24000","country":"United States","state":"Vermont","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.250,44.125 ], [ -72.250,44.250 ], [ -72.125,44.250 ], [ -72.125,44.125 ], [ -72.250,44.125 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b1ae4b07f02db6a8373","contributors":{"authors":[{"text":"Striker, L.K.","contributorId":55872,"corporation":false,"usgs":true,"family":"Striker","given":"L.K.","email":"","affiliations":[],"preferred":false,"id":240662,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Ivanoff, M.A.","contributorId":45758,"corporation":false,"usgs":true,"family":"Ivanoff","given":"M.A.","email":"","affiliations":[],"preferred":false,"id":240661,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":50028,"text":"ofr97807 - 1997 - Level II scour analysis for Bridge 71 (WODSTH00050071) on Town Highway 5, crossing Kedron Brook, Woodstock, Vermont","interactions":[],"lastModifiedDate":"2013-12-17T15:34:18","indexId":"ofr97807","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":"97-807","title":"Level II scour analysis for Bridge 71 (WODSTH00050071) on Town Highway 5, crossing Kedron Brook, Woodstock, Vermont","docAbstract":"This report provides the results of a detailed Level II analysis of scour potential at structure \nWODSTH00050071 on Town Highway 5 crossing Kedron Brook, Woodstock, 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 east-central Vermont. The 16.1-mi2\n drainage area is in a predominantly rural and forested \nbasin. However, the bridge site is within the Village of Woodstock. In the vicinity of the \nstudy site, the surface cover is best described as suburban downstream of the bridge and \nforest and brush upstream of the bridge.\nIn the study area, Kedron Brook has an incised, sinuous channel with a slope of \napproximately 0.03 ft/ft, an average channel top width of 33 ft and an average bank height \nof 11 ft. The predominant channel bed material is cobble with a median grain size (D50) of \n112 mm (0.368 ft). The geomorphic assessment at the time of the Level I and Level II site \nvisit on September 14, 1994, indicated that the reach was vertically degraded. Evidence of \nthe degradation was observed at the outlet of the bridge where the stream bed is 4 ft below \nthe downstream invert of the structure (see figure 6).\nThe Town Highway 5 crossing of Kedron Brook is a 30-ft-long, two-lane bridge/box \nculvert consisting of one 25-foot concrete span (Vermont Agency of Transportation, written \ncommunication, August 3, 1994). The opening length of the structure parallel to the bridge \nface is 23.5 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel bed under the bridge is covered entirely by a concrete slab. The channel is skewed \napproximately 45 degrees to the opening and the opening-skew-to-roadway is also 45 \ndegrees.\nScour countermeasures at the site include concrete retaining walls on both the left and right \ndownstream banks extending approximately 130 ft downstream; a drywall constructed of \nstone on the upstream right bank extending to the next bridge upstream; type-2 stone fill \n(less than 36 inches diameter) along the upstream left bank, at the upstream end of the \nupstream right wingwall, and along the base of the retaining wall on the downstream left \nbank; and type-3 stone-fill (less than 48 inches diameter) along the base of the retaining \nwall on the downstream right bank. In addition, the channel under the bridge is concrete. \nFurther details 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) \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 2.5 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge, which was less \nthan the 100-year discharge. The contraction scour depths do not take the concrete channel \nbed under the bridge into account. Abutment scour ranged from 8.7 to 18.2 ft. The worstcase abutment scour occurred at the 500-year discharge. Additional information on scour \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 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/ofr97807","collaboration":"Prepared in cooperation with Vermont Agency of Transportation and the Federal Highway Administration","usgsCitation":"Olson, S., and Ayotte, J., 1997, Level II scour analysis for Bridge 71 (WODSTH00050071) on Town Highway 5, crossing Kedron Brook, Woodstock, Vermont: U.S. Geological Survey Open-File Report 97-807, 51 p., https://doi.org/10.3133/ofr97807.","productDescription":"51 p.","onlineOnly":"N","costCenters":[],"links":[{"id":161676,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/usgs_thumb.jpg"},{"id":279656,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/of/1997/0807/report.pdf"}],"scale":"24000","country":"United States","state":"Vermont","geographicExtents":"{ \"type\": \"FeatureCollection\", \"features\": [ { \"type\": \"Feature\", \"properties\": {}, \"geometry\": { \"type\": \"Polygon\", \"coordinates\": [ [ [ -72.625,43.50 ], [ -72.625,43.75 ], [ -72.5,43.75 ], [ -72.5,43.50 ], [ -72.625,43.50 ] ] ] } } ] }","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4b16e4b07f02db6a56df","contributors":{"authors":[{"text":"Olson, S.A.","contributorId":58681,"corporation":false,"usgs":true,"family":"Olson","given":"S.A.","email":"","affiliations":[],"preferred":false,"id":240663,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Ayotte, J. D.","contributorId":96667,"corporation":false,"usgs":true,"family":"Ayotte","given":"J. D.","affiliations":[],"preferred":false,"id":240664,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":68159,"text":"ha730D - 1997 - Ground Water Atlas of the United States: Segment 3, Kansas, Missouri, Nebraska","interactions":[{"subject":{"id":68159,"text":"ha730D - 1997 - Ground Water Atlas of the United States: Segment 3, Kansas, Missouri, Nebraska","indexId":"ha730D","publicationYear":"1997","noYear":false,"chapter":"D","title":"Ground Water Atlas of the United States: Segment 3, Kansas, Missouri, Nebraska"},"predicate":"IS_PART_OF","object":{"id":68687,"text":"ha730 - 2000 - Ground Water Atlas of the United States","indexId":"ha730","publicationYear":"2000","noYear":false,"title":"Ground Water Atlas of the United States"},"id":1}],"isPartOf":{"id":68687,"text":"ha730 - 2000 - Ground Water Atlas of the United States","indexId":"ha730","publicationYear":"2000","noYear":false,"title":"Ground Water Atlas of the United States"},"lastModifiedDate":"2017-05-30T14:35:11","indexId":"ha730D","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":318,"text":"Hydrologic Atlas","code":"HA","active":false,"publicationSubtype":{"id":5}},"seriesNumber":"730","chapter":"D","title":"Ground Water Atlas of the United States: Segment 3, Kansas, Missouri, Nebraska","docAbstract":"The three States-Kansas, Missouri, and Nebraska-that comprise Segment 3 of this Atlas are in the central part of the United States. The major rivers that drain these States are the Niobrara, the Platte, the Kansas, the Arkansas, and the Missouri; the Mississippi River is the eastern boundary of the area. These rivers supply water for many uses but ground water is the source of slightly more than one-half of the total water withdrawn for all uses within the three-State area. The aquifers that contain the water consist of consolidated sedimentary rocks and unconsolidated deposits that range in age from Cambrian through Quaternary. This chapter describes the geology and hydrology of each of the principal aquifers throughout the three-State area.
Some water enters Segment 3 as inflow from rivers and aquifers that cross the segment boundaries, but precipitation, as rain and snow, is the primary source of water within the area. Average annual precipitation (1951-80) increases from west to east and ranges from about 16 to 48 inches (fig. 1). The climate of the western one-third of Kansas and Nebraska, where the average annual precipitation generally is less than 20 inches per year, is considered to be semiarid. This area receives little precipitation chiefly because it is distant from the Gulf of Mexico, which is the principal source of moisture-laden air for the entire segment, but partly because it is located in the rain shadow of the Rocky Mountains. Average annual precipitation is greatest in southeastern Missouri.
Much of the precipitation is returned to the atmosphere by evapotranspiration, which is the combination of evaporation from the land surface and surface-water bodies, and transpiration from plants. Some of the precipitation either flows directly into streams as overland runoff or percolates into the soil and then moves downward into aquifers where it is stored for a time and subsequently released as base flow to streams. Average annual runoff, which is the total discharge into a stream from surface- and ground-water sources, ranges from about 0.2 inch in the western part of the area to about 20 inches in southeastern Missouri (fig. 2). Average annual runoff generally reflects the distribution of average annual precipitation during the same period. However, runoff is less than precipitation everywhere and ranges from less than 5 to about 35 percent of the average annual precipitation. Evapotranspiration rates are high, especially in the western one-half of the area; thus, only a small percentage of the precipitation is available to recharge aquifers in most places. Locally, however, runoff might be significantly less than shown in figure 2, and ground-water recharge, greater, especially where highly permeable rocks or deposits at the land surface allow precipitation to rapidly infiltrate. Examples of such places are the Sand Hills area of Nebraska, which is blanketed by permeable windblown sands, and parts of southern Missouri, where permeable limestone is at or near the land surface.
The land surface of Segment 3 generally slopes gradually from west to east. In the Great Plains Physiographic Province (fig. 3), the altitude of the flat land surface locally is about 5,000 feet above sea level in westernmost Nebraska. By contrast, in the flat Coastal Plain Physiographic Province of eastern Missouri, the altitude is about 500 feet above sea level. The land surface is gently rolling in the Central Lowland Province except where major rivers and their tributaries are deeply incised. In the Ozark Plateaus Physiographic Province, rugged topography has developed where the underlying rocks have been uplifted and deeply eroded.
","largerWorkTitle":"Ground Water Atlas of the United States","language":"English","publisher":"U.S. Geological Survey","doi":"10.3133/ha730D","isbn":"0607883030","usgsCitation":"Miller, J.A., and Appel, C.L., 1997, Ground Water Atlas of the United States: Segment 3, Kansas, Missouri, Nebraska: U.S. Geological Survey Hydrologic Atlas 730, 24 p., https://doi.org/10.3133/ha730D.","productDescription":"24 p.","startPage":"D1","endPage":"D24","costCenters":[{"id":595,"text":"U.S. Geological Survey","active":false,"usgs":true}],"links":[{"id":11481,"rank":100,"type":{"id":15,"text":"Index Page"},"url":"https://pubs.usgs.gov/ha/ha730/ch_d/index.html","linkFileType":{"id":5,"text":"html"}},{"id":189283,"rank":0,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/ha/730d/report-thumb.jpg"},{"id":115253,"rank":300,"type":{"id":11,"text":"Document"},"url":"https://pubs.usgs.gov/ha/730d/report.pdf","text":"Report","size":"55.86 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\"}}]}","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"4f4e4ab0e4b07f02db66de58","contributors":{"authors":[{"text":"Miller, James A.","contributorId":49772,"corporation":false,"usgs":true,"family":"Miller","given":"James","email":"","middleInitial":"A.","affiliations":[],"preferred":false,"id":277754,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Appel, Cynthia L.","contributorId":34509,"corporation":false,"usgs":true,"family":"Appel","given":"Cynthia","email":"","middleInitial":"L.","affiliations":[],"preferred":false,"id":277753,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ,{"id":67963,"text":"ha730L - 1997 - Ground Water Atlas of the United States: Segment 11, Delaware, Maryland, New Jersey, North Carolina, Pennsylvania, Virginia, West Virginia","interactions":[{"subject":{"id":67963,"text":"ha730L - 1997 - Ground Water Atlas of the United States: Segment 11, Delaware, Maryland, New Jersey, North Carolina, Pennsylvania, Virginia, West Virginia","indexId":"ha730L","publicationYear":"1997","noYear":false,"chapter":"L","title":"Ground Water Atlas of the United States: Segment 11, Delaware, Maryland, New Jersey, North Carolina, Pennsylvania, Virginia, West Virginia"},"predicate":"IS_PART_OF","object":{"id":68687,"text":"ha730 - 2000 - Ground Water Atlas of the United States","indexId":"ha730","publicationYear":"2000","noYear":false,"title":"Ground Water Atlas of the United States"},"id":1}],"isPartOf":{"id":68687,"text":"ha730 - 2000 - Ground Water Atlas of the United States","indexId":"ha730","publicationYear":"2000","noYear":false,"title":"Ground Water Atlas of the United States"},"lastModifiedDate":"2017-05-30T14:45:55","indexId":"ha730L","displayToPublicDate":"1994-01-01T00:00:00","publicationYear":"1997","noYear":false,"publicationType":{"id":18,"text":"Report"},"publicationSubtype":{"id":5,"text":"USGS Numbered Series"},"seriesTitle":{"id":318,"text":"Hydrologic Atlas","code":"HA","active":false,"publicationSubtype":{"id":5}},"seriesNumber":"730","chapter":"L","title":"Ground Water Atlas of the United States: Segment 11, Delaware, Maryland, New Jersey, North Carolina, Pennsylvania, Virginia, West Virginia","docAbstract":"Segment 11 consists of the States of Delaware, Maryland, New Jersey, North Carolina, West Virginia, and the Commonwealths of Pennsylvania and Virginia. All but West Virginia border on the Atlantic Ocean or tidewater. Pennsylvania also borders on Lake Erie. Small parts of northwestern and north-central Pennsylvania drain to Lake Erie and Lake Ontario; the rest of the segment drains either to the Atlantic Ocean or the Gulf of Mexico. Major rivers include the Hudson, the Delaware, the Susquehanna, the Potomac, the Rappahannock, the James, the Chowan, the Neuse, the Tar, the Cape Fear, and the Yadkin-Peedee, all of which drain into the Atlantic Ocean, and the Ohio and its tributaries, which drain to the Gulf of Mexico.
Although rivers are important sources of water supply for many cities, such as Trenton, N.J.; Philadelphia and Pittsburgh, Pa.; Baltimore, Md.; Washington, D.C.; Richmond, Va.; and Raleigh, N.C., one-fourth of the population, particularly the people who live on the Coastal Plain, depends on ground water for supply. Such cities as Camden, N.J.; Dover, Del.; Salisbury and Annapolis, Md.; Parkersburg and Weirton, W.Va.; Norfolk, Va.; and New Bern and Kinston, N.C., use ground water as a source of public supply.
All the water in Segment 11 originates as precipitation. Average annual precipitation ranges from less than 36 inches in parts of Pennsylvania, Maryland, Virginia, and West Virginia to more than 80 inches in parts of southwestern North Carolina (fig. 1). In general, precipitation is greatest in mountainous areas (because water tends to condense from moisture-laden air masses as the air passes over the higher altitudes) and near the coast, where water vapor that has been evaporated from the ocean is picked up by onshore winds and falls as precipitation when it reaches the shoreline.
Some of the precipitation returns to the atmosphere by evapotranspiration (evaporation plus transpiration by plants), but much of it either flows overland into streams as direct runoff or enters streams as base flow (discharge from one or more aquifers). The distribution of average annual runoff (fig. 2) is similar to the distribution of precipitation; that is, runoff is generally greatest where precipitation is greatest. Runoff rates range from more than 50 inches per year in parts of western North Carolina to less than 12 inches in parts of North Carolina, Virginia, and West Virginia.
Parts of the seven following physiographic provinces are in Segment 11: the Coastal Plain, the Piedmont, the Blue Ridge, the New England, the Valley and Ridge, the Appalachian Plateaus, and the Central Lowland. The provinces generally trend northeastward (fig. 3). The northeastern terminus of the Blue Ridge Province is in south-central Pennsylvania, and the southwestern part of the New England Province, the Reading Prong, ends in east-central Pennsylvania. The topography, lithology, and water-bearing characteristics of the rocks that underlie the Blue Ridge Province and the Reading Prong are similar. Accordingly, for purposes of this study, the hydrology of the Reading Prong is discussed with that of the Blue Ridge Province.
The Coastal Plain Province is a lowland that borders the Atlantic Ocean. The Coastal Plain is as much as 140 miles wide in North Carolina but narrows northeastward to New Jersey where it terminates in Segment 11 at the south shore of Raritan Bay. Although it is generally a flat, seaward-sloping lowland, this province has areas of moderately steep local relief, and its surface locally reaches altitudes of 350 feet in the southwestern part of the North Carolina Coastal Plain.
The Coastal Plain mostly is underlain by semiconsolidated to unconsolidated sediments that consist of silt, clay, and sand, with some gravel and lignite. Some consolidated beds of limestone and sandstone are present. The Coastal Plain sediments range in age from Jurassic to Holocene and dip gently toward the ocean.
The boundary between the Coastal Plain and the Piedmont Provinces is called the Fall Line (fig. 3) because falls and rapids commonly form where streams cross the contact between the consolidated rocks of the Piedmont (fig. 4) and the soft, semiconsolidated to unconsolidated sediments of the Coastal Plain. The increase in stream gradient at the Fall Line provided favorable locations for mills and other installations that harnessed water power during the early years of the Industrial Revolution, and on most major rivers, the Fall Line coincides with the head of navigation.
The Piedmont Province is an area of varied topography that ranges from lowlands to peaks and ridges of moderate altitude and relief. The metamorphic and igneous rocks of this province range in age from Precambrian to Paleozoic and have been sheared, fractured, and folded. Included in this province, however, are sedimentary basins that formed along rifts in the Earth's crust and contain shale, sandstone, and conglomerate of early Mesozoic age, interbedded locally with basaltic lava flows and minor coal beds. The sedimentary rocks and basalt flows are intruded in places by diabase dikes and sills.
The mountain belt of the Blue Ridge Province forms the northwestern margin of the Piedmont in most of Segment 11. This belt consists mostly of igneous and high-rank metamorphic rocks but also includes low-rank metamorphic rocks of late Precambrian age and small areas of sedimentary rocks of Early Cambrian age along its western margin. In this report, the Reading Prong of the New England Province, which is an upland that extends from east of the Susquehanna River in Pennsylvania northeastward into New Jersey (fig. 3), is treated as part of the Blue Ridge Province. Part of the Reading Prong in Pennsylvania and New Jersey and a small part of the Piedmont Province in northeastern New Jersey have been glaciated. Glacial deposits completely or partly fill some of the valleys, and the eroding action of the glacial ice removed some of the rock from the ridges. Thus, the glaciated parts of the province have a smoother topography and less relief than other parts.
The Valley and Ridge Province is characterized by layered sedimentary rock that has been complexly folded and locally thrust faulted. As the result of repeated cycles of uplift and erosion, resistant layers of well-cemented sandstone and conglomerate form elongate mountain ridges and less resistant, easily eroded layers of limestone, dolomite, and shale form valleys. The rocks of the province range in age from Cambrian to Pennsylvanian. Parts of this province from central Pennsylvania into New Jersey have been glaciated, and glacial deposits fill or partially fill some of the valleys.
The Appalachian Plateaus Province is underlain by rocks that are continuous with those of the Valley and Ridge Province, but in the Appalachian Plateaus the layered rocks are nearly flat-lying or gently tilted and warped, rather than being intensively folded and faulted. The boundary between the two provinces is a prominent southeast-facing scarp called the Allegheny Front in most of the northern part of Segment 11 (fig_ 5) and the Cumberland Escarpment in the southern part. The scarp faces the Valley and Ridge Province, and throughout most of the segment, the eastern edge of the Appalachian Plateaus Province is higher than the ridges in the Valley and Ridge. Like parts of the Reading Prong and the Valley and Ridge Province, the northern part of the Appalachian Plateaus Province in Pennsylvania has been glaciated. In the glaciated section, the surface is mantled by glacial drift, and the valleys are partly filled with glacial deposits.
The northwestern corner of Segment 11 contains a small part of the Central Lowland Province. This flat lowland is underlain by gently dipping sedimentary rocks, some of which are the same geologic formations as those of the Appalachian Plateaus Province. The two provinces are separated by a northwest- facing scarp. Because of the small area of the Central Lowland Province within the segment and the similarity of aquifer properties with those of the glaciated part of the Appalachian Plateaus Province, the two provinces are discussed together in this report.
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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
Systematic ground-water development began in Utah shortly after settlement by Mormon pioneers in 1847. By 1939, about 230,000 acrefeet per year of ground water was being withdrawn from wells for irrigation, public supply, industrial use, and rural-domestic and stock supply. Withdrawals increased from about 600,000 to 700,000 acre-feet per year during 1963-67 to about 800,000 to 900,000 acre-feet per year during 1989-93, with a peak of 940,000 acre-feet in 1990.
Most ground-water withdrawals from wells have been from unconsolidated basin-fill deposits in 13 areas along or near the eastern edge of the Basin and Range Province, which extends from the northern edge of Utah to its southwestern part. The proportions of withdrawals for various uses have changed; in 1964, 72 percent of withdrawals was for irrigation and II percent for public supply, whereas in 1993,64 percent was for irrigation and 21 percent for public supply.
Long-term withdrawals from wells have caused declines in water levels in parts of western Utah from the 1940's and 1950's to 1994; the withdrawals apparently have caused local increases in dissolved-solids concentrations in ground water. Water levels have declined as much as 67 feet owing to withdrawals for public supply and industrial use in northwestern Utah, and as much as 88 feet owing to withdrawals for irrigation in southwestern Utah. Declines of this magnitude, however, are confined to local areas of large withdrawals. Withdrawals for irrigation apparently have caused increases in dissolved-solids concentrations in ground water in at least six irrigated areas of western Utah. Minor land subsidence related to compaction of basin-fill deposits caused by water-level declines has been observed locally in southwestern Utah.
","language":"English","publisher":"Utah Department of Natural Resources, Division of Water Resources and Division of Water Rights","publisherLocation":"Salt Lake City, UT","collaboration":"Prepared in cooperation with the Utah Department of Natural Resources, Division of Water Resources and Division of Water Rights","usgsCitation":"Gates, J., and Allen, D.V., 1996, Ground-water development in Utah and effects on ground-water levels and chemical quality: Cooperative Investigations Report 37, iv, 20 p.","productDescription":"iv, 20 p.","numberOfPages":"26","costCenters":[{"id":610,"text":"Utah Water Science Center","active":true,"usgs":true}],"links":[{"id":333646,"type":{"id":24,"text":"Thumbnail"},"url":"https://pubs.usgs.gov/thumbnails/outside_thumb.jpg"}],"country":"United States","state":"Utah","noUsgsAuthors":false,"publicationStatus":"PW","scienceBaseUri":"5883303ae4b0d00231637812","contributors":{"authors":[{"text":"Gates, Joseph S.","contributorId":21647,"corporation":false,"usgs":true,"family":"Gates","given":"Joseph S.","affiliations":[],"preferred":false,"id":659499,"contributorType":{"id":1,"text":"Authors"},"rank":1},{"text":"Allen, David V.","contributorId":75989,"corporation":false,"usgs":true,"family":"Allen","given":"David","email":"","middleInitial":"V.","affiliations":[],"preferred":false,"id":659500,"contributorType":{"id":1,"text":"Authors"},"rank":2}]}} ]}