Geology topics

Research about Locust Creek

Source-linked reports with geographic coverage including Locust Creek.

9 recordsLinked to original sources

USGS2017

Assessment of an in-channel redistribution technique for large woody debris management in Locust Creek, Linn County, Missouri

The U.S. Geological Survey, in cooperation with the Missouri Department of Conservation and Missouri Department of Natural Resources, completed a study to assess a mechanical redistribution technique used for the management of large woody debris (LWD) jams in Locust Creek within Pershing State Park and Fountain Grove Conservation Area, Linn County, Missouri. Extensive LWD jams were treated from 1996 to 2009 using a low-impact technique in which LWD from the jams was redistributed to reopen the channel and to mimic the natural geomorphic process of channel migration and adjustment to an obstruction. The scope of the study included the comparison of selected channel geometry characteristics and bed material particle-size distribution in seven LWD treatment reaches with that of adjacent untreated reaches (unaffected by LWD accumulations) of Locust Creek. A comparison of 1996 and 2015 survey cross sections in treated and untreated reaches and photograph documentation were used to assess channel geomorphic change and the stability of redistributed LWD. The physical characteristics of LWD within jams present in the study reach during 2015–16 also were documented. Based on the general lack of differences in channel metrics between treated and untreated reaches, it can be concluded that the mechanical redistribution technique has been an effective treatment of extensive LWD jams in Locust Creek. Channel alterations, including aggradation, streamflow piracy, and diversions, have resulted in temporal and spatial changes in the Locust Creek channel that may affect future applications of the redistribution technique in Pershing State Park. The redistribution technique was used to effectively manage LWD in Locust Creek at a potentially lower financial cost and reduced environmental disturbance than the complete removal of LWD. A comparison of four channel metrics (bankfull cross-sectional area, channel width, streamflow capacity, and width-depth ratio) for individual treatment reaches with adjacent untreated reaches indicated no statistically significant difference in most comparisons. Where statistically significant differences in channel metrics were determined between individual reaches, the channel metrics in treatment reaches were significantly less than adjacent untreated reaches in some comparisons, and significantly greater than adjacent untreated reaches in others. Without immediate posttreatment cross sections in treated and untreated reaches for comparison, it is impossible to say with certainty that a lack of significant differences in channel metrics is a result of posttreatment channel adjustment or, conversely, that any significant differences that remain are a result of the treatment of LWD. Characteristics of LWD in accumulations sampled within the study area in 2015 indicate that most sampled pieces were in the 1–2 foot diameter size class, the 5–16 foot length class, and the advanced decay class. Most of documented LWD pieces were loose and not buried, about 20 percent on average had a root wad attached, and about 6.5 percent on average were sawn logs. Most of sampled material was less than one-half of the bankfull channel width, indicating it was easily transportable, and the advanced decay class of material entering the study area indicated that it was likely sourced from outside of Pershing State Park. Redistributed LWD associated with treatment seems to be intact in the 1996 treated reaches from direct observation and from inference because there was net channel aggradation between 1996 and 2015 in comparison surveys. The change in channel area resulting from aggradation in time (1996 to 2015) in treated and untreated reaches exceeded the differences in channel characteristics between the treated and untreated channels in 2015 surveys.

Missouri↗

USGS1997

Level II scour analysis for Bridge 28 (BRNATH00660028) on Town Highway 66, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00660028 on Town Highway 66 crossing the Locust Creek, Barnard, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 21.5-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the surface cover is pasture. In the study area, the Locust Creek has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 47 ft and an average channel depth of 5 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 72.6 mm (0.238 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 22 and 29, 1994, respectively, indicated that the reach was stable. Additional Level I data was collected on 12/15/94 and was used to update the data shown in Appendix E. The Town Highway 66 crossing of the Locust Creek is a 41-ft-long, one-lane bridge consisting of a 39 ft steel stringer type bridge with a concrete deck (Vermont Agency of Transportation, written communication, August 24, 1994). The clear span is 36.8 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The upstream right wingwall is protected by stone fill. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 0 degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00660028 on Town Highway 66 crossing the Locust Creek, Barnard, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 21.5-mi2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the surface cover is pasture. In the study area, the Locust Creek has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 47 ft and an average channel depth of 5 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D50) of 72.6 mm (0.238 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 22 and 29, 1994, respectively, indicated that the reach was stable. Additional Level I data was collected on 12/15/94 and was used to update the data shown in Appendix E. The Town Highway 66 crossing of the Locust Creek is a 41-ft-long, one-lane bridge consisting of a 39 ft steel stringer type bridge with a concrete deck (Vermont Agency of Transportation, written communication, August 24, 1994). The clear span is 36.8 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The upstream right wingwall is protected by stone fill. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 0 degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.

Vermont↗

USGS1997

Level II scour analysis for Bridge 30 (BRNATH00470030) on Town Highway 47, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00470030 on Town Highway 47 crossing Locust Creek, Barnard, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 4.18-mi 2 drainage area is a predominantly rural and forested basin. In the vicinity of the study site, the surface cover consists of trees, shrubs, and brush. In the study area, Locust Creek has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 32 ft and an average bank height of 4 ft. The predominant channel bed material is gravel with a median grain size (D 50 ) of 49.5 mm (0.162 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 13, 1994, indicated that the reach was stable. The Town Highway 47 crossing of Locust Creek is a 28-ft-long, one-lane bridge consisting of one 25-foot concrete span (Vermont Agency of Transportation, written communication, August 23, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening. Historical bridge data indicates that the opening-skew-to-roadway is 45 degrees, but 35 degrees was computed by use of survey data from this study. A minor scour hole, 0.5 ft deeper than the mean thalweg depth was observed along the left abutment wall during the Level I assessment. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on the upstream wingwalls. There also is type-3 stone fill on the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.4 feet. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 2.3 to 8.9 feet. The worst-case abutment scour occurred at the 100-year discharge at the right abutment. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗

USGS1996

Level II scour analysis for Bridge 49 (BETHTH00790049) on Town Highway 79, crossing Locust Creek, Bethel, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BETHTH00790049 on town highway 79 crossing Locust Creek, Bethel, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge available from VTAOT files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Bethel. The 24.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks are forested. In the study area, Locust Creek has an incised, sinuous channel with a slope of approximately 0.015 ft/ft, an average channel top width of 74 ft and an average channel depth of 6 ft. The predominant channel bed material is gravel and cobble (D 50 is 124 mm or 0.407 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 21 & 26, 1994, respectively, with a check on 12/15/94, indicated that the reach was stable. The town Highway 79 crossing of Locust Creek is a 55-ft-long, one-lane bridge consisting of one 50-foot concrete span (Vermont Agency of Transportation, written commun., August 24, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-toroadway is 45 degrees. Scour protection measures in place at the site were type-1 stone fill (less than 12 inches diameter) at the upstream right and downstream left road embankment, type-2 stone fill (less than 36 inches diameter) at the upstream left bank, upstream wingwalls, and downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of these computed results follow. Contraction scour for all modelled flows ranged from 0.0 ft to 1.0 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 10.3 ft to 13.3 ft. with the worst-case abutment scour also occurring at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated depths, are presented in tables 1 and 2. A cross-section of the computed scour at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 22). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗

USGS1996

Level II scour analysis for Bridge 16 (BRNATH00800016) on Town Highway 80, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00800016 on town highway 80 crossing Locust Creek, Barnard, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Barnard. The 22.0-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the left banks are forested and the right banks are covered with shrub and brush. Vermont Route 12 is adjacent to the right bank. In the study area, Locust Creek has an incised channel with a slope of approximately 0.02 ft/ft, an average channel top width of 60 ft and an average channel depth of 4 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 102 mm (0.336 ft). The geomorphic assessment at the time of the Level I and Level II site visits on September 22, 1994 and October 12, 1994, indicated that the reach was stable. The town highway 80 crossing of Locust Creek is a 36-ft-long, one-lane bridge consisting of one 33-foot steel-beam span with timber deck (Vermont Agency of Transportation, written communication, August 23, 1994). The bridge is supported by vertical, log crib abutments with wingwalls. Type-2 stone fill (less than 36 inches diameter) protects the upstream and downstream left wingwalls and the downstream left road embankment. Type- 3 stone fill (less than 48 inches diameter) protects the upstream and downstream right wingwalls. The upstream left and downstream right road embankments are not protected and road wash is eroding these areas. The channel approach to the bridge is straight with the bridge skewed zero degrees to flow; the opening-skew-to-roadway is also zero degrees. Additional details describing conditions at the site are included in the Level II Summary, Appendix D, and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 3.7 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge, which was between the 100- and 500-year discharge. Abutment scour ranged from 17.5 to 23.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗

USGS1996

Level II scour analysis for Bridge 31 (BRNATH00470031) on Town Highway 47, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00470031 on town highway 47 crossing Locust Creek, Barnard, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from VTAOT files, was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Barnard. The 4.47-mi 2 drainage area is a predominantly rural and forested basin. In the vicinity of the study site, the banks have dense woody vegetation coverage except for areas of grass and brush on the upstream banks. In the study area, Locust Creek has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 34 ft and an average channel depth of 3 ft. The predominant channel bed materials are gravel and cobble (D 50 is 55.2 mm or 0.181 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 12, 1994, indicated that the reach was stable. The town highway 47 crossing of Locust Creek is a 28-ft-long, one-lane bridge consisting of one 25-foot span concrete slab superstructure (Vermont Agency of Transportation, written commun., August 23, 1994). The bridge is supported by vertical, concrete abutments with concrete wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 15 degrees. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on the right and left abutments and all wingwalls. The banks upstream and downstream are not protected. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.6 to 9.2 ft. The worst-case abutment scour also occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗

USGS1996

Level II scour analysis for Bridge 25 (BRNAVT00120025) on State Highway 12, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNAVT00120025 on State Highway 12 crossing Locust Creek, Barnard, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge available from VTAOT files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic division of central Vermont in the town of Barnard. The 11.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage. In the study area, Locust Creek has a sinuous channel with a slope of approximately 0.023 ft/ft, an average channel top width of 49 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble (D 50 is 109 mm or 0.359 ft). The geomorphic assessment at the time of the Level I and Level II site visits on September 23 and December 16, 1994, indicated that the reach was stable. The State Highway 12 crossing of Locust Creek is a 41-ft-long, two-lane bridge consisting of one 39-foot concrete slab type superstructure (Vermont Agency of Transportation, written communication, August 23, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the opening-skew-to-roadway is 45 degrees. A scour hole 1 ft deeper than the mean thalweg depth was observed along a bedrock outcrop near the upstream left wingwall during the Level I assessment. The scour protection measures in place at the site are type-1 stone fill (less than 12 inches diameter) along the left abutment, upstream right bank, and both downstream banks; type-2 stone fill (less than 36 inches diameter) at the downstream side of the right road approach and upstream left bank; type-3 stone fill (less than 48 inches diameter) at the upstream end of the upstream right wingwall and downstream end of downstream left wingwall; type-5 (wall/ artificial levee) at the upstream end of the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.4 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 8.5 to 20.9 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗

USGS1996

Level II scour analysis for Bridge 32 (BRNATH00470032) on Town Highway 47, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00470032 on town highway 47 crossing Locust Creek, Barnard, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province of central Vermont in the town of Barnard. The 6.26-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have dense woody vegetation coverage except for the upstream right bank, which is grass and brush covered. In the study area, Locust Creek has an incised, sinuous channel with a slope of approximately 0.029 ft/ft, an average channel top width of 44 ft., and an average channel depth of 5 ft. The predominant channel bed material is gravel and cobbles (D50 is 91.7 mm or 0.301 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 12, 1994, indicated that the reach was stable. The town highway 47 crossing of Locust Creek is a 28-ft-long, one-lane bridge consisting of one 25-foot span concrete slab superstructure (Vermont Agency of Transportation, written commun., August 23, 1994). The bridge is supported by vertical, concrete abutments with concrete wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 35 degrees. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on the banks upstream, the upstream wingwalls, the downstream right wingwall, and the downstream right bank. The downstream left wingwall and left bank are protected with type-3 stone fill (less than 48 inches diameter). Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of these computed results follow. Contraction scour for all modelled flows ranged from 1.4 to 2.2 feet. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 10.3 to 15.0 feet. The worst-case abutment scour also occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗

USGS1996

Level II scour analysis for Bridge 25 (BRNATH00290034) on Town Highway 29, crossing Locust Creek, Barnard, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNATH00290034 on Town Highway 29 crossing Locust Creek, Barnard, Vermont (figures 1-8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 11.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest, except for pasture on the downstream right overbank. In the study area, Locust Creek has an incised, generally straight channel with a slope of approximately 0.03 ft/ft, an average channel top width of 64 ft and an average channel depth of 7 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 89.3 mm (0.293 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 13, 1994 and December 16, 1994, indicated that the reach was stable. The Town Highway 29 crossing of Locust Creek is a 37-ft-long, one-lane bridge consisting of one 32-foot concrete span (Vermont Agency of Transportation, written communication, August 23, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is 25 degrees. There was no observable scour protection measure at the site. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.

Vermont↗