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At least 289 records · Page 16Linked to original sources
USGS1996

Level II scour analysis for Bridge 36 (BRIDTH00050036) on Town Highway 5, crossing Bridgewater Hollow Brook, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050036 on town highway 5 crossing Bridgewater Hollow Brook, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province of central Vermont. The 3.60-mi 2 drainage area is in a predominantly forested basin. In the vicinity of the study site, the banks have dense woody vegetation coverage. In the study area, Bridgewater Hollow Brook has an incised, sinuous channel with a slope of approximately 0.028 ft/ft, an average channel top width of 24 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble (D 50 is 196 mm or 0.644 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 2, 1994, indicated that the reach was stable. The town highway 5 crossing of Bridgewater Hollow Brook is a 30-ft-long, one-lane bridge consisting of one 27-foot steel-beam span (Vermont Agency of Transportation, written communication, August 25, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening and the opening-skew-to-roadway is also 30 degrees. The scour protection measures at this site were sparse type-2 stone fill (less than 36 inches diameter) along both abutments, upstream wingwalls, and the downstream left wingwall and type-1 stone fill (less than 12 inches diameter) along 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 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. There was no contraction scour for all modelled flows. Abutment scour ranged from 4.9 to 7.0 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. 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 46 (BRIDTH00050046) on Town Highway 05, crossing North Branch Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050046 on town highway 5 crossing the North Branch Ottauquechee River, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). 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 Bridgewater. The 5.61-mi 2 drainage area is a predominantly rural and forested basin. In the vicinity of the study site, the banks are forested. Town highway 5 parallels the upstream left bank. In the study area, the North Branch Ottauquechee River has a sinuous channel with a slope of approximately 0.015 ft/ft, an average channel top width of 48 ft and an average channel depth of 6 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 66.2 mm (0.217 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 2 and 3, 1994, indicated that the reach was stable. The town highway 5 crossing of North Branch Ottauquechee Riveris a 40-ft-long, one-lane bridge consisting of a 34-ft steel-beam span, supported by vertical abutments with no wingwalls (Vermont Agency of Transportation, written communication, August 25, 1994). The left abutment is stone; the right abutment is log cribwork with type-2 stone fill (less than 36 inches diameter) along its base. Type-2 stone fill has also been placed on the upstream and downstream sides of the road embankments, except the upstream left which has type-3 (less than 48 inches diameter). The channel is skewed approximately 60 degrees; the opening-skew-to-roadway is 30 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 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 was 0.0 ft. Abutment scour ranged from 5.7 ft to 7.7 ft. with the worst-case abutment scour occurring 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 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↗
USGS2005

Marine mineral resources of Pacific Islands— A review of the Exclusive Economic Zones of islands of U.S. affiliation, excluding the State of Hawaii

The United States Exclusive Economic Zone (EEZ) was established in 1983 and comprises all marine areas within 200 nautical miles (370 kilometers) of the nearest U.S. land. This vast area of 3.38 million square nautical miles (11.6 million square kilometers) is about 20 percent greater than the entire land area of the United States. The resource potential of the vast mineral deposits that occur within the U.S. EEZ is unknown, despite field studies that have taken place during the past 25 years. Since about 1975, information on marine mineral deposits has been obtained by numerous research cruises to the Pacific Ocean by the U.S. Geological Survey (USGS), the U.S. National Oceanic and Atmospheric Administration (NOAA), equivalent government agencies in Germany, Canada, France, Russia, Japan, China, South Korea, Australia, and New Zealand, and by academic researchers from all of these nations. Although most of the cruises by other nations explored areas outside the U.S. EEZ, information gained from those studies can aid in the evaluation of the mineral potential in the U.S. EEZ. However, the global effort remains inadequate to allow for the quantitative evaluation of mineral resources contained within the EEZ of nations or within international regions of the oceans.

Circular↗
USGS2012

The United States National Climate Assessment - Alaska Technical Regional Report

The Alaskan landscape is changing, both in terms of effects of human activities as a consequence of increased population, social and economic development and their effects on the local and broad landscape; and those effects that accompany naturally occurring hazards such as volcanic eruptions, earthquakes, and tsunamis. Some of the most prevalent changes, however, are those resulting from a changing climate, with both near term and potential upcoming effects expected to continue into the future. Alaska's average annual statewide temperatures have increased by nearly 4°F from 1949 to 2005, with significant spatial variability due to the large latitudinal and longitudinal expanse of the State. Increases in mean annual temperature have been greatest in the interior region, and smallest in the State's southwest coastal regions. In general, however, trends point toward increases in both minimum temperatures, and in fewer extreme cold days. Trends in precipitation are somewhat similar to those in temperature, but with more variability. On the whole, Alaska saw a 10-percent increase in precipitation from 1949 to 2005, with the greatest increases recorded in winter. The National Climate Assessment has designated two well-established scenarios developed by the Intergovernmental Panel on Climate Change (Nakicenovic and others, 2001) as a minimum set that technical and author teams considered as context in preparing portions of this assessment. These two scenarios are referred to as the Special Report on Emissions Scenarios A2 and B1 scenarios, which assume either a continuation of recent trends in fossil fuel use (A2) or a vigorous global effort to reduce fossil fuel use (B1). Temperature increases from 4 to 22°F are predicted (to 2070-2099) depending on which emissions scenario (A2 or B1) is used with the least warming in southeast Alaska and the greatest in the northwest. Concomitant with temperature changes, by the end of the 21st century the growing season is expected to lengthen by 15-25 days in some areas of Alaska, with much of that corresponding with earlier spring snow melt. Future projections of precipitation (30-80 years) over Alaska show an increase across the State, with the largest changes in the northwest and smallest in the southeast. Because of increasing temperatures and growing season length, however, increased precipitation may not correspond with increased water availability, due to temperature related increased evapotranspiration. The extent of snow cover in the Northern Hemisphere has decreased by about 10 percent since the late 1960s, with stronger trends noted since the late 1980s. Alaska has experienced similar trends, with a strong decrease in snow cover extent occurring in May. When averaged across the State, the disappearance of snow in the spring has occurred from 4 to 6 days earlier per decade, and snow return in fall has occurred approximately 2 days later per decade. This change appears to be driven by climate warming rather than a decrease in winter precipitation, with average winter temperatures also increasing by about 2.5°F. The extent of sea ice has been declining, as has been widely published in both national and scientific media outlets, and is projected to continue to decline during this century. The observed decline in annual sea ice minimum extent (September) has occurred more rapidly than was predicted by climate models and has been accompanied by decreases in ice thickness and in the presence of multi-year ice. This decrease was first documented by satellite imagery in the late 1970s for the Bering and Chukchi Seas, and is projected to continue, with the potential for the disappearance of summer sea ice by mid- to late century. A new phenomenon that was not reported in previous assessments is ocean acidification. Uptake of carbon dioxide (CO2) by oceans has a significant effect on marine biogeochemistry by reducing seawater pH. Ocean acidification is of particular concern in Alaska, because cold sea water absorbs CO2 more rapidly than warm water, and a decrease in sea ice extent has allowed increased sea surface exposure and more uptake of CO2 into these northern waters. Ocean acidification will likely affect the ability of organisms to produce and maintain shell material, such as aragonite or calcite (calcium carbonate minerals structured from carbonate ions), required by many shelled organism, from mollusks to corals to microscopic organisms at the base of the food chain. Direct biological effects in Alaska further along the food chain have yet to be studied and may vary among organisms. Some of the potentially most significant changes to Alaska that could result from a changing climate are the effects on the terrestrial cryosphere - particularly glaciers and permafrost. Alaskan glaciers are changing at a rapid rate, the primary driver appearing to be temperature. Statewide, glaciers lost 13 cubic miles of ice annually from the 1950s to the 1990s, and that rate doubled in the 2000s. However, like temperature and precipitation, glacier ice loss is not spatially uniform; most glaciers are losing mass, yet some are growing (for example Hubbard Glacier in southeast Alaska). Alaska glaciers with the most rapid loss are those terminating in sea water or lakes. With this increasing rate of melt, the contribution of surplus fresh water entering into the oceans from Alaska's glaciers, as well as those in neighboring British Columbia, Canada, is approximately 20 percent of that contributed by the Greenland Ice Sheet. Permafrost degradation (that is, the thawing of ice-rich soils) is currently (2012) impacting infrastructure and surface-water availability in areas of both discontinuous and continuous ground ice. Over most of the State, the permafrost is warming, with increasing temperatures broadly consistent with increasing air temperatures. On the Arctic coastal plain of Alaska, permafrost temperatures showed some cooling in the 1950s and 1960s but have been followed by a roughly 5°F increase since the 1980s. Many areas in the continuous permafrost zone have seen increases in temperature in the seasonally active layer and a decrease in re-freezing rates. Changes in the discontinuous permafrost zone are initially much more observable due to the resulting thermokarst terrain (land surface formed as ice rich permafrost thaws), most notable in boreal forested areas. Climate warming in Alaska has potentially broad implications for human health and food security, especially in rural areas, as well as increased risk for injury with changing winter ice conditions. Additionally, such warming poses the potential for increasing damage to existing water and sanitation facilities and challenges for development of new facilities, especially in areas underlain by permafrost. Non-infectious and infectious diseases also are becoming an increasing concern. For example, from 1999 to 2006 there was a statistically significant increase in medical claims for insectbite reactions in five of six regions of Alaska, with the largest percentage increase occurring in the most northern areas. The availability and quality of subsistence foods, normally considered to be very healthy, may change due to changing access, changing habitats, and spoilage of meat in food storage cellars. These and other trends and potential outcomes resulting from a changing climate are further described in this report. In addition, we describe new science leadership activities that have been initiated to address and provide guidance toward conducting research aimed at making available information for policy makers and land management agencies to better understand, address, and plan for changes to the local and regional environment. This report cites data in both metric and standard units due to the contributions by numerous authors and the direct reference of their data.

Alaska↗
USGS1997

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

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH00220030 on Town Highway 22 crossing Brush Brook, Huntington, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 4.98-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, Brush Brook has an incised, straight channel with a slope of approximately 0.06 ft/ft, an average channel top width of 49 ft and an average bank height of 9 ft. The channel bed material ranges from sand to boulders with a median grain size (D 50 ) of 206 mm (0.675 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 25, 1996, indicated that the reach was stable. The Town Highway 22 crossing of Brush Brook is a 30-ft-long, one-lane bridge consisting of one 27-foot steel-beam span (Vermont Agency of Transportation, written communication, December 12, 1995). The opening length of the structure parallel to the bridge face is 25.6 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately zero degrees to the opening while the computed opening-skew-toroadway is 15 degrees. A scour hole 1 ft deeper than the mean thalweg was observed along the left abutment during the Level I assessment. The left abutment footing is exposed and undermined. The only scour countermeasure noted at the site was type-2 stone fill (less than 36 inches diameter) along the downstream left road approach embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero. Abutment scour ranged from 7.8 to 10.1 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1996

Level II scour analysis for Bridge 14 (CLARTH00010014) on Town Highway 1, crossing Cold River, Clarendon, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CLARTH00010014 on town highway 1 crossing the Cold River, Clarendon, 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 Taconic Section of the New England physiographic province in westcentral Vermont in the town of Clarendon. The 36.2-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the surface cover is primarily pasture, except for the right bank upstream which is forested. In the study area, the Cold River has a sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 104 ft and an average channel depth of 3 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 103 mm (0.339 ft). The geomorphic assessment at the time of the Level I and Level II site visit on April 27, 1995, indicated that the reach was laterally unstable. This assessment was due to the cut-banks and the local anabranching occurring upstream of the bridge. The town highway 1 crossing of the Cold River is a 80-ft-long, two-lane bridge consisting of one 77-foot span (Vermont Agency of Transportation, written communication, March 13, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The left abutment and upstream wingwalls are protected by type-2 stone fill (less than 36 inches diameter). The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 15 degrees. 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 modelled flows ranged from 0.0 to 0.6 ft. Abutment scour ranged from 17.4 to 23.3 ft. The worst-case contraction and 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↗
USGS1997

Level II scour analysis for Bridge 7 (MORRTH00020007) on Town Highway 2 (FAS 239), crossing Ryder Brook, Morristown, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MORRTH00020007 on Town Highway 2 crossing Ryder Brook, Morristown, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in North-central Vermont. The 18.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture and forest. In the study area, Ryder Brook generally is straight and incised with a slope of approximately 0.002 ft/ft, an average channel top width of 48 ft and an average channel depth of 3 ft. The channel bed is bedrock with pockets of sand and gravel in several locations through the reach. The gravel has a median grain size (D 50 ) of 17.7 mm (0.0581 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 16, 1996 indicated that the reach was stable. The Town Highway 2 crossing of Ryder Brook is a 84-ft-long, two-lane bridge consisting of one 84-foot steel-beam span (Vermont Agency of Transportation, written communication, January 31, 1996). The bridge is supported by vertical, concrete abutment walls with spill-through embankments. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 15 degrees. The only scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) on the spill-through embankments of each abutment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour predictions for all modelled flows at this site were zero. Abutment scour predictions ranged from 5.6 to 8.1 ft. The worst-case abutment scour occurred at the 500- year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. However, historical bridge records and field notes indicate the abutment footings may be set on bedrock. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS2018

Understanding the influence of nutrients on stream ecosystems in agricultural landscapes

Sustaining the quality of the Nation’s water resources and the health of our diverse ecosystems depends on the availability of sound water-resources data and information to develop effective, science-based policies. Effective management of water resources also brings more certainty and efficiency to important economic sectors. Taken together, these actions lead to immediate and long-term economic, social, and environmental benefits that make a difference to the lives of the almost 400 million people projected to live in the United States by 2050. In 1991, Congress established the U.S. Geological Survey (USGS) National Water-Quality Assessment (NAWQA) to address where, when, why, and how the Nation’s water quality has changed, or is likely to change in the future, in response to human activities and natural factors. Since then, NAWQA has been a leading source of scientific data and knowledge used by national, regional, State, and local agencies to develop science-based policies and management strategies to improve and protect water resources used for drinking water, recreation, irrigation, energy development, and ecosystem needs ( https://water.usgs.gov/nawqa/applications/ ). Plans for the third decade of NAWQA (2013–23) address priority water-quality issues and science needs identified by NAWQA stakeholders, such as the Advisory Committee on Water Information and the National Research Council, and are designed to meet increasing challenges related to population growth, increasing needs for clean water, and changing land-use and weather patterns. Excess nutrients are a pervasive problem of streams, lakes, and coastal waters. The current report, “The Quality of Our Nation’s Waters—Understanding the Effects of Nutrients on Stream Ecosystems in Agricultural Landscapes,” presents a summary of results from USGS investigations conducted from 2003 to 2011 on processes that influence nutrients and how nutrient enrichment can alter biological components of agricultural streams. This study included collecting data from 232 sites distributed among eight study areas. This report summarizes findings on processes that influence nutrients and how nutrient enrichment can alter biological communities in agricultural streams. These findings are relevant to local, State, regional, and national decision-makers involved in efforts to (1) better understand the influence of nutrients on agricultural streams, (2) develop nutrient criteria for streams and rivers, (3) reduce nutrients to streams and downstream receiving waters, and (4) develop tools for tracking nutrient and biological conditions following nutrient reduction strategies. All NAWQA reports are available online at https://water.usgs.gov/nawqa/bib/ . We hope this publication will provide you with insights and information to meet your water-resource needs and will foster increased citizen awareness and involvement in the protection and restoration of our Nation’s waters. The information in this report is intended primarily for those interested or involved in resource management and protection, conservation, regulation, and policymaking at the regional and national levels.

Central Columbia-Yakima River Basins, Great River ↗
USGS1996

Level II scour analysis for Bridge 24 (WODSTH00190024) on Town Highway 19, crossing North Bridgewater Brook, Woodstock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WODSTH00190024 on Town Highway 19 crossing North Bridgewater Brook, Woodstock, 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 east-central Vermont in the town of Woodstock. The 3.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the left and right banks are covered by moderate tree cover along the immediate banks with some pasture/ grassland beyond. In the study area, the North Bridgewater Brook has a sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 44 ft and an average channel depth of 4 ft. The channel bed materials ranges from sand to boulders with a D 50 (median diameter)of 70.1 mm or 0.229 ft. The geomorphic assessment at the time of the Level I and Level II site visits on August 17, 1994 and December 13, 1994, indicated that the reach was stable. Localized bank cutting existed at the immediate downstream left bank. The Town Highway 19 crossing of the North Bridgewater Brook is a 26-ft-long, one-lane bridge consisting of one 23-ft steel-beam span (Vermont Agency of Transportation, written commun., August 3, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. Type-2 (less than 3 ft diameter) stone fill protects the upstream left wingwall which is impacted by flow. The channel bed under the bridge is constructed of wood. This construction is preventing channel degradation along the impacted left abutment.The channel is skewed approximately 40 degrees to the opening; the opening-skew-to-roadway is 10 degrees. 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 0.8 ft. Abutment scour ranged from 6.6 to 14.9 ft. with the worst-case scenario occurring 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). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, 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↗
USGS2025

U.S. Geological Survey Colorado River Basin science and technology collaboration meetings on drought (2021)—Synthesis of findings

Ongoing, prolonged, and severe drought and water overuse during the first two decades of the 21st century have reduced water supplies of the Colorado River Basin, with effects cascading to ecosystems and human communities throughout the basin. In June and July 2021, the U.S. Geological Survey (USGS) Colorado River Basin Actionable and Strategic Integrated Science and Technology initiative team held a series of 12 collaboration meetings with USGS scientists and managers to discuss complicated, integrated science challenges and solutions related to drought in the Colorado River Basin. These Science and Technology collaboration meetings were structured to identify challenges experienced by meeting participants when working on complex problems, explore opportunities for coproducing scientific information, and envision future collaborative programs that leverage new technology. The 12 meetings were attended by 79 USGS staff representing 43 unique affiliations (for example, USGS science centers, mission areas, and regional offices). Meeting participants submitted 865 individual responses to six general discussion prompt topics (“Challenges,” “Knowledge Gaps,” “Existing Capabilities,” “Strategies and Actions,” “Example Applications,” and “Next Steps”) using a structured online collaboration tool. However, specific questions or tasks from each general discussion prompt varied by meeting topic. Terms from the USGS Thesaurus ( https://apps.usgs.gov/thesaurus/ ) and USGS Data Lifecycle Model ( https://www.usgs.gov/data-management/data-lifecycle ) were used to identify and summarize participant responses relevant to science integration, stakeholder engagement, and information management technology. From these responses, opportunities for the Colorado River Basin Actionable and Strategic Integrated Science and Technology initiative to facilitate science integration in the Colorado River Basin are highlighted in this report, including (a) pursuing specific interdisciplinary research topics that require integrating knowledge across spatial and temporal scales, (b) connecting scientists across disciplines, (c) reducing barriers to stakeholder engagement, (d) identifying new technologies, and (e) facilitating data access. Multiple strategies for designing future Science and Technology collaboration meetings are also outlined in this circular to better collect and analyze participant responses.

Arizona, California, Colorado, Nevada, New Mexico,↗
USGS1997

Full equations utilities (FEQUTL) model for the approximation of hydraulic characteristics of open channels and control structures during unsteady flow

The Full EQuations UTiLities (FEQUTL) model is a computer program for computation of tables that list the hydraulic characteristics of open channels and control structures as a function of upstream and downstream depths; these tables facilitate the simulation of unsteady flow in a stream system with the Full Equations (FEQ) model. Simulation of unsteady flow requires many iterations for each time period computed. Thus, computation of hydraulic characteristics during the simulations is impractical, and preparation of function tables and application of table look-up procedures facilitates simulation of unsteady flow. Three general types of function tables are computed: one-dimensional tables that relate hydraulic characteristics to upstream flow depth, two-dimensional tables that relate flow through control structures to upstream and downstream flow depth, and three-dimensional tables that relate flow through gated structures to upstream and downstream flow depth and gate setting. For open-channel reaches, six types of one-dimensional function tables contain different combinations of the top width of flow, area, first moment of area with respect to the water surface, conveyance, flux coefficients, and correction coefficients for channel curvilinearity. For hydraulic control structures, one type of one-dimensional function table contains relations between flow and upstream depth, and two types of two-dimensional function tables contain relations among flow and upstream and downstream flow depths. For hydraulic control structures with gates, a three-dimensional function table lists the system of two-dimensional tables that contain the relations among flow and upstream and downstream flow depths that correspond to different gate openings. Hydraulic control structures for which function tables containing flow relations are prepared in FEQUTL include expansions, contractions, bridges, culverts, embankments, weirs, closed conduits (circular, rectangular, and pipe-arch shapes), dam failures, floodways, and underflow gates (sluice and tainter gates). The theory for computation of the hydraulic characteristics is presented for open channels and for each hydraulic control structure. For the hydraulic control structures, the theory is developed from the results of experimental tests of flow through the structure for different upstream and downstream flow depths. These tests were done to describe flow hydraulics for a single, steady-flow design condition and, thus, do not provide complete information on flow transitions (for example, between free- and submerged-weir flow) that may result in simulation of unsteady flow. Therefore, new procedures are developed to approximate the hydraulics of flow transitions for culverts, embankments, weirs, and underflow gates.

Water-Resources Investigations Report↗
USGS2008

Ground-water availability in the United States

Ground water is among the Nation's most important natural resources. It provides half our drinking water and is essential to the vitality of agriculture and industry, as well as to the health of rivers, wetlands, and estuaries throughout the country. Large-scale development of ground-water resources with accompanying declines in ground-water levels and other effects of pumping has led to concerns about the future availability of ground water to meet domestic, agricultural, industrial, and environmental needs. The challenges in determining ground-water availability are many. This report examines what is known about the Nation's ground-water availability and outlines a program of study by the U.S. Geological Survey Ground-Water Resources Program to improve our understanding of ground-water availability in major aquifers across the Nation. The approach is designed to provide useful regional information for State and local agencies who manage ground-water resources, while providing the building blocks for a national assessment. The report is written for a wide audience interested or involved in the management, protection, and sustainable use of the Nation's water resources.

Circular↗
USGS1967

Results of the second phase of the drought-disaster test-drilling program near Morristown, N.J.

The continued drought in northeastern New Jersey through the summer of 1966 with its attendant water-supply problems resulted in an extension of the drought-disaster test-drilling program originally requested by the Office of Emergency Planning on August 30, 1965. Authorization to continue test drilling was fiven by the Office of Emergency Planning on September 26, 1966, with the stipulation that all field work be complete by January 31, 1977. Contractural costs were paid by the Office of Emergency Planning, whereas personnel costs were shared by the U.S. Geological Survey and the New Jersey Department of Conservation and Economic Development, Division of Water Policy and Supply. The work undertaken in 1965 by the Geological Survey was "...to preform the necessary drilling and testing of wells to identify the extent and nature of a reserve ground-water source in the vicinity of the Passaic River near the northern New Jersey metropolitan area." Results of this first phase were made available in the fall of 1966 in Water Resources Circular 16 of the New Jersey Department of Conservation and Economic Development. Three of the five areas tested (figure 1)--two in Parsippany-Troy Hills Township (areas 2 and 4) and one in East Hanover Township (area 1), Morris County--proved capable of providing an aggregate sustained yield of 7.5 million gallons daily (mgd) from wells constructed in sand and gravel deposits. Because significant supplies of ground water for emergency use were located in the first phase of the exploratory test-drilling program, it was though desirable to extend the originally planned studies so as to obtain maximum practicable information on emergency supplies. During this second phase of the investigation, drilling was conducted in 16 sites in Chatham, Madison, and Florham Park Boroughs and in Hanover and East Hanover Townships, Morris County. (See figure 2.) The drilling in Hanover and East Hanover Townships, and part of the drilling done in Florham Park was to explore the availability of large undeveloped ground-water supplies. Drilling in Chatham, Madison, and Florham Park Boroughs was done primarily to determine the extent and continuity of buried valley-fill aquifers, so that a full evaluation of the effects of pumpage from other areas on these already heavily pumped areas could be made. In addition, it was anticipated that the drilling could help in defining the feasibility of artificial recharge of the heavily pumped areas and in the determination of the prospective method of recharge and points of emplacement. Arrangements for easements with landowners, preparation of specifications for well drilling and seismic work, and supervision of well drilling and seismic contracts were all performed by the New Jersey District, Water Resources Division of the Geological Survey. Prior to the test drilling, seismic exploration under contract with Alpine Geophysical Associates of Norwood, N. J. was conducted at five locations in the Chatham-Madison-Florham Park area and at one place in Parsippany-Troy Hills Township. The seismic work was done to determine the most favorable location for a test well at several potential test-well sites and to help in the interpretation of subsurface geology between test sites. Contracts for the drilling of the test holes were awarded during November and drilling commences on November 30. Kaye Well drilling, Inc. of Jackson, N. J. was the recipient of a contract for eight of the test holes, and a second contract was awarded to Rinbrand Well Drilling Co., Inc. of Glen Rock, N. J.--also for eight test holes. Acknowledgment is due to the many public officials of Chatham, Madison, Florham Park, Morristown, and East Hanover Township as well as officials of the Braidburn Corporation and Esso Research and Engineering Co., who cooperated by making their lands available for exploration.

New Jersey↗
USGS1996

Level II scour analysis for Bridge 13 (IRAVT013300133) on State Route 133, crossing an Ira Brook Tributary, Ira, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure IRA-VT01330013 on State Route 133 crossing an Ira Brook Tributary, Ira, 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 Taconic section of the New England physiographic province in westcentral Vermont. The 2.88-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture while the immediate banks have dense tree cover. In the study area, this Ira Brook Tributary has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 40 ft and an average channel depth of 7 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 71.9 mm (0.236 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 14, 1995, indicated that the reach was stable. The State Route 133 crossing of this Ira Brook Tributary is a 28-ft-long, two-lane bridge consisting of one 26-foot concrete span (Vermont Agency of Transportation, written communication, March 13, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 5 degrees. A scour hole, approximately 0.5 ft deeper than the mean thalweg depth, was observed at the downstream end of the left abutment wall during the Level I assessment. The scour protection measures at the site were type-1 stone fill (less than 12 inches diameter) on the upstream left bank and upstream left wingwall and type-2 stone fill (less than 36 inches diameter) on the upstream right bank, upstream right wingwall, the downstream wingwalls and downstream banks. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. There was no computed contraction scour for any of the modelled flows. Abutment scour ranged from 3.6 to 4.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 19 (CHARTH00390019) on Town Highway 39, crossing Mad Brook, Charleston, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CHARTH00390019 on Town Highway 39 crossing Mad Brook, Charleston, 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 investigation also are included in this report in Appendix E. 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 is found in Appendix D. The site is in the White Mountain section of the New England physiographic province in northeastern Vermont in the town of Charleston. The 6.54-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 the upstream left side which is covered primarily with shrubs and brush. The immediate banks have dense woody vegetation. In the study area, Mad Brook has an incised, sinuous channel with a slope of approximately 0.023 ft/ft, an average channel top width of 40 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 135.0 mm (0.443 ft). The geomorphic assessment on October 26, 1994 indicated that the reach was laterally unstable due to long-term lateral migration of the channel. Data collection for the level II analysis was accomplished on October 26, 1994 and July 24, 1995. The Town Highway 39 crossing of Mad Brook is a 34-ft-long, two-lane bridge consisting of one 31-foot steel-beam span (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 45 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour protection measures evident at the site were type-2 stone fill (less than 36 inches diameter) on the upstream left wingwall and upstream end of the left abutment wall. Type-3 stone fill (less than 48 inches diameter) was noted on the upstream right wingwall and the upstream side of the left road approach embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 9.5 to 16.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1998

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

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

Vermont↗
USGS1997

Level II scour analysis for Bridge 22 (REDSVT01000022) on State Route 100, crossing the West Branch Deerfield River, Readsboro, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure REDSVT01000022 on State Route 100 crossing the West Branch Deerfield River, Readsboro, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in southern Vermont. The 25.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, the West Branch Deerfield River has an incised, straight channel with a slope of approximately 0.025 ft/ft, an average channel top width of 63 ft and an average channel depth of 10 ft. The predominant channel bed materials are cobbles and boulders with some bedrock exposure noted under the bridge. The bed material has a median grain size (D 50 ) of 141.0 mm (0.463 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 30, 1996, indicated that the reach was stable. The State Route 100 crossing of the West Branch Deerfield River is a 119-ft-long, two-lane bridge consisting of one 110-foot steel-beam span (Vermont Agency of Transportation, written communication, September 28, 1995). The bridge is supported by vertical, concrete abutments with spill-through embankments. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 50 degrees. The scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) on the spill-through embankments of each abutment and the banks upstream and downstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. There was no predicted contraction scour for any of the modelled flows. Abutment scour ranged from 4.9 to 11.6 ft. The worst-case abutment scour occurred at the right abutment for the 500-year discharge. However, historical information indicates the right abutment is in contact with bedrock at least in part. 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 37 (BARTTH00080037) on Town Highway 8, crossing Willoughby River, Barton, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BARTTH00080037 on town highway 8 crossing the Willoughby River, Barton, 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 New England Upland section of the New England physiographic province of north-central Vermont in the town of Barton. The 60.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have sparse to moderate woody vegetation coverage. In the study area, the Willoughby River is probably incised, has a sinuous channel with a slope of approximately 0.009 ft/ft, an average channel top width of 108 ft and an average channel depth of 6 ft. The predominant channel bed material is cobble (D 50 is 95.1 mm or 0.312 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 20, 1994, indicated that the reach was stable. The town highway 8 crossing of the Willoughby River is a 96-ft-long, two-lane bridge consisting of one 94-foot steel-beam span (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is 10 degrees. No scour was reported in the channel or along abutments or wingwalls during the Level I assessment. Type-2 stone fill (less than 24 inches diameter) was reported at each abutment and all four wingwalls. 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). Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. Data in appendix D (Vermont Agency of Transportation, written communication, August 4, 1994) indicate that the right abutment may be founded on or near marble bedrock which may limit scour depths. Bedrock was not detected by borings in the vicinity of the left abutment. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8. Contraction scour for all modelled flows was 0 ft. Abutment scour ranged from 7.3 to 10.7 ft and 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. 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↗