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USGS1996

Level II scour analysis for Bridge 51 (RANDTH00SC0051) on School Street, crossing Thayer Brook, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00SC0051 on School Street crossing Thayer Brook, Randolph, 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 Randolph. The 5.30-mi 2 drainage area is a predominantly rural basin. In the vicinity of the study site, the left and right banks are forested with residences on the left overbanks. In the study area, Thayer Brook has a sinuous channel with a slope of approximately 0.03 ft/ ft, an average channel top width of 36 ft and an average channel depth of 3 ft. The predominant channel bed materials are gravel and cobble (D 50 is 58.2 mm or 0.191 ft). The geomorphic assessment at the time of the Level I site visits on August 4, 1994 and December 8, 1994, indicated that the reach was stable. The School Street crossing of Thayer Brook is a 39-ft-long, two-lane bridge consisting of one 35-foot concrete span (Vermont Agency of Transportation, written commun., August 2, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. Type-2 stone fill (less than 36 inches diameter) along the downstream left bank was the only existing protection. The approach channel is skewed approximately 45 degrees to the bridge face; the opening-skew-to-roadway is also 45 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 1.0 to 2.2 ft. with the worst-case scenario occurring at the 500-year discharge. Abutment scour ranged from 6.2 to 12.0 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). 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↗
USGS1996

Estimation of flood-frequency characteristics of small urban streams in North Carolina

A statewide study was conducted to develop methods for estimating the magnitude and frequency of floods of small urban streams in North Carolina. This type of information is critical in the design of bridges, culverts and water-control structures, establishment of flood-insurance rates and flood-plain regulation, and for other uses by urban planners and engineers. Concurrent records of rainfall and runoff data collected in small urban basins were used to calibrate rainfall-runoff models. Historic rain- fall records were used with the calibrated models to synthesize a long- term record of annual peak discharges. The synthesized record of annual peak discharges were used in a statistical analysis to determine flood- frequency distributions. These frequency distributions were used with distributions from previous investigations to develop a database for 32 small urban basins in the Blue Ridge-Piedmont, Sand Hills, and Coastal Plain hydrologic areas. The study basins ranged in size from 0.04 to 41.0 square miles. Data describing the size and shape of the basin, level of urban development, and climate and rural flood charac- teristics also were included in the database. Estimation equations were developed by relating flood-frequency char- acteristics to basin characteristics in a generalized least-squares regression analysis. The most significant basin characteristics are drainage area, impervious area, and rural flood discharge. The model error and prediction errors for the estimating equations were less than those for the national flood-frequency equations previously reported. Resulting equations, which have prediction errors generally less than 40 percent, can be used to estimate flood-peak discharges for 2-, 5-, 10-, 25-, 50-, and 100-year recurrence intervals for small urban basins across the State assuming negligible, sustainable, in- channel detention or basin storage.

North Carolina↗
USGS1997

Level II scour analysis for Bridge 22 (JAY-TH00400022) on Town Highway 40, crossing Jay Branch, Jay, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure JAY-TH00400022 on Town Highway 40 crossing Jay Tributary, Jay, 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 northern Vermont. The 2.15-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is primarily pasture on the upstream and downstream left overbank while the immediate banks have dense woody vegetation. The downstream right overbank of the bridge is forested. In the study area, Jay Branch Tributary has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 26 ft and an average bank height of 3 ft. The channel bed material ranges from gravel to cobble with a median grain size (D 50 ) of 40.5 mm (0.133 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 7, 1995, indicated that the reach was stable. The Town Highway 40 crossing of Jay Branch Tributary is a 27-ft-long, two-lane bridge consisting of one 25-foot steel-beam span (Vermont Agency of Transportation, written communication, March 6, 1995). The opening length of the structure parallel to the bridge face is 23.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel skew and the opening-skew-to-roadway are zero degrees. The scour counter-measures at the site included type-2 stone fill (less than 36 inches diameter) at the upstream end of the left and right abutments, at the upstream right wingwall, and at the downstream left wingwall. There was also type-3 stone fill (less than 48 inches diameter) at the upstream left and 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 0.7 to 1.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 4.6 to 4.9 ft. The worst-case left abutment scour occurred at the 100-year discharge. Right abutment scour ranged from 4.0 to 5.0 ft. The worst-case right 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 4 (MAIDTH00070004) on Town Highway 7, crossing Cutler Mill Brook, Maidstone, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MAIDTH00070004 on Town Highway 7 crossing the Cutler Mill Brook, Maidstone, 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 White Mountain section of the New England physiographic province in northeastern Vermont. The 18.1-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly shrub and brushland. In the study area, the Cutler Mill Brook has a non-incised, meandering channel with local braiding and a slope of approximately 0.004 ft/ft, an average channel top width of 43 ft and an average bank height of 2 ft. The channel bed material ranges from sand to cobble with a median grain size (D 50 ) of 27.6 mm (0.091 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 19, 1995, indicated that the reach was laterally unstable due to large meanders in the channel. The Town Highway 7 crossing of the Cutler Mill Brook is a 25-ft-long, one-lane bridge consisting of one 22-foot concrete span (Vermont Agency of Transportation, written communication, August 5, 1994). The opening length of the structure parallel to the bridge face is 21.7 ft. 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 0 degrees. A scour hole 2.0 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along both banks upstream, along the entire base length of the upstream left wingwall, and along the upstream end of the upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.2 to 4.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.7 to 12.4 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 1 (JAY-TH00040001) on Town Highway 4, crossing Crook Brook, Jay, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure JAY-TH00040001 on Town Highway 4 crossing Crook Brook, Jay, 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 northern Vermont. The 20.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is thick woody vegetation and/or forest except for the upstream right bank and overbank which is pasture. In the study area, Crook Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 86 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 48.7 mm (0.160 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 5, 1995, indicated that the reach was stable. The Town Highway 4 crossing of Crook Brook is a 49-ft-long, two-lane bridge consisting of one 45-foot concrete span (Vermont Agency of Transportation, written communication, March 6, 1995). The opening length of the structure parallel to the bridge face is 42 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening. The opening-skew-to-roadway is also 5 degrees. Channel scour is present along the left abutment. The scoured area was 1.5 ft deeper than the mean thalweg depth during the Level I assessment. Scour countermeasures include type-2 stone fill (less than 36 inches diameter) on the upstream and downstream sides of the left road embankment and at the upstream end of the left abutment. There is type-3 stone fill (less than 48 inches diameter) along the base 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 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 2.5 to 3.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour at the left abutment ranged from 15.4 to 18.5 ft. Abutment scour at the right abutment ranged from 12.3 to 15.3 ft. The worst-case abutment scour occurred at the 500-year discharge for both abutments. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 44 (LINCTH00330044) on Town Highway 33, crossing the New Haven River, Lincoln, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00330044 on Town Highway 33 crossing the New Haven River, Lincoln, 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 west-central Vermont. The 6.3-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, the New Haven River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 56 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 101.9 mm (0.334 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 10, 1996, indicated that the reach was stable. The Town Highway 33 crossing of the New Haven River is a 33-ft-long, one-lane bridge consisting of one 31-foot timber-beam span (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 29.3 ft. The bridge is supported by vertical, wood-beam crib abutments with wingwalls. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) at the downstream end of the downstream left wingwall and along the downstream right bank, type-2 stone fill (less than 36 inches diameter) along the upstream right bank and type-3 stone fill (less than 48 inches diameter) at the upstream end of the upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.3 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 9.4 to 12.6 ft. The worst-case abutment scour occurred at the 100-year discharge for the left abutment and at the incipient overtopping discharge for 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↗
USGS1997

Level II scour analysis for Bridge 31 (BRISTH00030031) on Town Highway 3, crossing the New Haven River, Bristol, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRISTH00030031 on Town Highway 3 crossing the New Haven River, Bristol, 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 west-central, western Vermont. The 69.1-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 on the downstream left overbank which has closely spaced houses with lawns. In the study area, the New Haven River has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 136 ft and an average bank height of 13 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 233 mm (0.765 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 20, 1996, indicated that the reach was stable. The Town Highway 3 crossing of the New Haven River is a 105-ft-long, two-lane bridge consisting of a 101-ft-long pony truss span (Vermont Agency of Transportation, written communication, November 30, 1995). The opening length of the structure parallel to the bridge face is 98 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 60 degrees to the opening, with no opening-skew-to-roadway. A local scour hole 3 ft deeper than the mean thalweg depth was observed near the exit cross section during the Level I assessment. Scour countermeasures included a stone wall on the upstream right bank, type-3 stone fill (less than 48 inches diameter) on the upstream and downstream left banks, and type-2 stone fill (less than 36 inches diameter) on the downstream end of the right abutment and on the downstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). 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 any of the modelled flows. Abutment scour ranged from 12.7 to 16.4 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1998

Level II scour analysis for Bridge 46 (LINCTH00060046) on Town Highway 6, crossing the New Haven River, Lincoln, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00060046 on Town Highway 6 crossing the New Haven River, Lincoln, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 45.9-mi 2 drainage area is in a predominantly suburban and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge. The downstream right overbank near the bridge is suburban with buildings, homes, lawns, and pavement (less than fifty percent). The downstream left overbank is brushland while the immediate banks have dense woody vegetation. In the study area, the New Haven River has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 95 ft and an average bank height of 7 ft. The channel bed material ranges from sand to bedrock with a median grain size (D 50 ) of 120.7 mm (0.396 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 13, 1996, indicated that the reach was stable. The Town Highway 34 crossing of the New Haven River is a 85-ft-long, two-lane bridge consisting of an 80-foot steel arch truss (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 69 feet. 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 5 degrees. A scour hole 2.0 ft deeper than the mean thalweg depth was observed in the downstream channel during the Level I assessment. Protection measures at the site include type-1 stone fill (less than 12 inches diameter) at the upstream left wingwall, type-2 stone fill (less than 36 inches diameter) at the downstream end of the downstream left wingwall, and type-3 stone fill (less than 48 inches diameter) at the upstream right wingwall and the downstream end of 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 Davis, 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 1.7 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. Left abutment scour ranged from 12.9 to 17.8 ft. Right abutment scour ranged from 5.9 to 11.9 ft. The worst-case abutment scour occurred at the incipient roadway-overtopping 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. 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 17 (NEWHTH00200017) on Town Highway 20, crossing Little Otter Creek, New Haven, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWHTH00200017 on Town Highway 20 crossing Little Otter Creek, New Haven, 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 Champlain section of the St. Lawrence Valley physiographic province in west-central Vermont. The 10.8-mi 2 drainage area is in a predominantly rural and wetland basin. In the vicinity of the study site, the surface cover is shrubland on the downstream right overbank. The surface cover of the downstream left overbank, the upstream right overbank and the upstream left overbank is wetland and pasture. In the study area, Little Otter Creek has a meandering channel with a slope of approximately 0.0007 ft/ft, an average channel top width of 97 ft and an average bank height of 5 ft. The channel bed material ranges from silt and clay to cobble. Medium sized silt and clay is the channel material upstream of the approach cross-section and downstream of the exit cross-section. The median grain size (D 50 ) of the silt and clay channel bed material is 1.52 mm (0.005 ft), which was used for contraction and abutment scour computations. From the approach cross-section, under the bridge, and to the exit cross-section, stone fill is the channel bed material. The median grain size (D 50 ) of the stone fill channel bed material is 95.7 mm (0.314 ft). The stone fill median grain size was used solely for armoring computations. The geomorphic assessment at the time of the Level I and Level II site visit on June 11, 1996, indicated that the reach was stable. The Town Highway 20 crossing of Little Otter Creek is a 32-ft-long, two-lane bridge consisting of a 28-ft steel-beam span (Vermont Agency of Transportation, written communication, December 15, 1995). The opening length of the structure parallel to the bridge face is 24.9 ft. The bridge is supported by almost vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while the opening-skew-toroadway is zero degrees. The scour countermeasures at the site consisted of type-1 stone fill (less than 12 inches diameter) along the left and right abutments, as well as along the upstream left and right banks. Type-2 stone fill (less than 36 inches diameter) was present along the downstream right bank. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 9.7 to 13.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.9 to 7.9 ft. Right abutment scour ranged from 10.5 to 11.8 ft. The worst-case left and right 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. 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 23 (WOLCTH00130023) on Town Highway 13, crossing the Wild Branch of the Lamoille River, Wolcott, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WOLCTH00130023 on Town Highway 13 crossing the Wild Branch Lamoille River, Wolcott, 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, collected 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 northcentral Vermont. The 27.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the upstream right overbank. The upstream left overbank is brushland. Downstream of the bridge, the surface cover is forested on the right overbank. The downstream left overbank is pasture while the immediate bank has dense woody vegetation. In the study area, the Wild Branch Lamoille River has an incised, straight channel with a slope of approximately 0.009 ft/ft, an average channel top width of 65 ft and an average bank height of 7 ft. The channel bed material ranges from sand to boulders with a median grain size (D 50 ) of 85.3 mm (0.280 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 17, 1996 indicated that the reach was laterally unstable. The Town Highway 13 crossing of the Wild Branch Lamoille River is a 41-ft-long, one-lane bridge consisting of a 39-foot steel girder span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 38 ft. The bridge is supported by vertical, concrete abutments. The right abutment has concrete wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 3.5 ft deeper than the mean thalweg depth was observed in the channel during the Level I assessment. Scour countermeasures at the site includes type-2 stone fill (less than 3 feet diameter) along the banks, the right wingwalls, the right abutment and the road embankments. 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 1.0 to 2.1 ft. The worst-case contraction scour occurred at the 100-year discharge. Left abutment scour ranged from 9.1 to 13.2 ft. Right abutment scour ranged from 15.7 to 22.3 ft. The worst-case abutment scour occurred at the 500- year discharge for both abutments. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. During the August 1995 flood, the Wild Branch Lamoille River overtopped the bridge deck at structure WOLCTH00130023. Debris also was caught in the upstream I-beam of the structure. 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 27 (STJOTH00080027) on Town Highway 8, crossing the Sleepers River, St. Johnsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure STJOTH00080027 on Town Highway 8 crossing the Sleepers River, St. Johnsbury, 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 in northeastern Vermont. The 40.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the upstream right bank with some pasture on the upstream left bank. The downstream right overbank cover is comprised of cut grass, trees and shrubs while the immediate banks have dense woody vegetation. The downstream left bank is forested with some pasture. In the study area, the Sleepers River has an incised, sinuous channel with a slope of approximately 0.007 ft/ft, an average channel top width of 72 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to cobble with a median grain size (D 50 ) of 48.5 mm (0.159 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 10, 1995, indicated that the reach was stable. The Town Highway 8 crossing of the Sleepers River is a 74-ft-long, two-lane bridge consisting of one 71-foot steel-beam span (Vermont Agency of Transportation, written communication, March 28, 1995). The opening length of the structure parallel to the bridge face is 68 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the computed openingskew-to-roadway is 45 degrees. The VTAOT database states the opening-skew-to-roadway as 30 degrees. A scour hole 2.5 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. There is also a three to four foot deep scour hole in the channel adjacent to the upstream right wingwall. The scour protection at the site included type-3 stone fill (less than 48 inches diameter) at the upstream end of the upstream left wingwall, at the downstream end of the downstream right wingwall, and along the downstream left bank. There was also type-2 stone fill (less than 36 inches diameter) at the downstream end of the downstream left wingwall, along the upstream left bank, and along the downstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour computed for all modelled flows was zero ft. Abutment scour ranged from 6.2 to 9.7 ft. The worst-case abutment scour occurred at the 100-year discharge at the right abutment and at the 500-year discharge at the left 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↗
USGS2015

Curiosity’s robotic arm-mounted Mars Hand Lens Imager (MAHLI): Characterization and calibration status

MAHLI (Mars Hand Lens Imager) is a 2-megapixel, Bayer pattern color CCD camera with a macro lens mounted on a rotatable turret at the end of the 2-meters-long robotic arm aboard the Mars Science Laboratory rover, Curiosity. The camera includes white and longwave ultraviolet LEDs to illuminate targets at night. Onboard data processing services include focus stack merging and data compression. Here we report on the results and status of MAHLI characterization and calibration, covering the pre-launch period from August 2008 through the early months of the extended surface mission through February 2015. Since landing in Gale crater in August 2012, MAHLI has been used for a wide range of science and engineering applications, including distinction among a variety of mafic, siliciclastic sedimentary rocks; investigation of grain-scale rock, regolith, and eolian sediment textures and structures; imaging of the landscape; inspection and monitoring of rover and science instrument hardware concerns; and supporting geologic sample selection, extraction, analysis, delivery, and documentation. The camera has a dust cover and focus mechanism actuated by a single stepper motor. The transparent cover was coated with a thin film of dust during landing, thus MAHLI is usually operated with the cover open. The camera focuses over a range from a working distance of 2.04 cm to infinity; the highest resolution images are at 13.9 µm per pixel; images acquired from 6.9 cm show features at the same scale as the Mars Exploration Rover Microscopic Imagers at 31 µm/pixel; and 100 µm/pixel is achieved at a working distance of ~26.5 cm. The very highest resolution images returned from Mars permit distinction of high contrast silt grains in the 30–40 µm size range. MAHLI has performed well; the images need no calibration in order to achieve most of the investigation’s science and engineering goals. The positioning and repeatability of robotic arm placement of the MAHLI camera head have been excellent on Mars, often with the hardware arriving within millimeters of expectation. Stability while imaging is usually such that the images are sharply focused; some exceptions—thought to result from motion induced by wind—have occurred during longer exposure LED-illuminated night imaging. Image calibration includes relative radiometric correction by removal of dark current and application of a flat field. Dark current is negligible to minor for typical daytime exposure durations and temperatures at the Gale field site. A pre-launch flat field product is usually applied to the data but new products created from images acquired by MAHLI of the Martian sky are superior and can provide a relative radiometric accuracy of ~6%. The camera lens imparts negligible distortion to its images; camera models derived from pre-launch data, with CAHV and CAHVOR parameters captured in their archived labels, can be applied to the images for analysis. MAHLI data and derived products, including pre-launch images, are archived with the NASA Planetary Data System (PDS). This report includes supplementary calibration and characterization data that are not available in the PDS archive (see supplement file MAHLITechRept0001_Supplement.zip).

MSL MAHLI Technical Report↗
USGS1989

Structures associated with strike-slip faults that bound landslide elements

Large landslides are bounded on their flanks and on elements within the landslides by structures analogous to strike-slip faults. We observed the formation of thwse strike-slip faults and associated structures at two large landslides in central Utah during 1983-1985. The strike-slip faults in landslides are nearly vertical but locally may dip a few degrees toward or away from the moving ground. Fault surfaces are slickensided, and striations are subparallel to the ground surface. Displacement along strike-slip faults commonly produces scarps; scarps occur where local relief of the failure surface or ground surface is displaced and becomes adjacent to higher or lower ground, or where the landslide is thickening or thinning as a result of internal deformation. Several types of structures are formed at the ground surface as a strike-slip fault, which is fully developed at some depth below the ground surface, propagates upward in response to displacement. The simplest structure is a tension crack oriented at 45?? clockwise or counterclockwise from the trend of an underlying right- or left-lateral strike-slip fault, respectively. The tension cracks are typically arranged en echelon with the row of cracks parallel to the trace of the underlying strike-slip fault. Another common structure that forms above a developing strike-slip fault is a fault segment. Fault segments are discontinuous strike-slip faults that contain the same sense of slip but are turned clockwise or counterclockwise from a few to perhaps 20?? from the underlying strike-slip fault. The fault segments are slickensided and striated a few centimeters below the ground surface; continued displacement of the landslide causes the fault segments to open and a short tension crack propagates out of one or both ends of the fault segments. These structures, open fault segments containing a short tension crack, are termed compound cracks; and the short tension crack that propagates from the tip of the fault segment is typically oriented 45?? to the trend of the underlying fault. Fault segments are also typically arranged en echelon above the upward-propagating strike-slip fault. Continued displacement of the landslide causes the ground to buckle between the tension crack portions of the compound cracks. Still more displacement produces a thrust fault on one or both limbs of the buckle fold. These compressional structures form at right angles to the short tension cracks at the tips of the fault segments. Thus, the compressional structures are bounded on their ends by one face of a tension crack and detached from underlying material by thrusting or buckling. The tension cracks, fault segments, compound cracks, folds, and thrusts are ephemeral; they are created and destroyed with continuing displacement of the landslide. Ultimately, the structures are replaced by a throughgoing strike-slip fault. At one landslide, we observed the creation and destruction of the ephemeral structures as the landslide enlarged. Displacement of a few centimeters to about a decimeter was sufficient to produce scattered tension cracks and fault segments. Sets of compound cracks with associated folds and thrusts were produced by displacements of up to 1 m, and 1 to 2 m of displacement was required to produce a throughgoing strike-slip fault. The type of first-formed structure above an upward-propagating strike-slip fault is apparently controlled by the rheology of the material. Brittle material such as dry topsoil or the compact surface of a gravel road produces echelon tension cracks and sets of tension cracks and compressional structures, wherein the cracks and compressional structures are normal to each other and 45?? to the strike-slip fault at depth. First-formed structures in more ductile material such as moist cohesive soil are fault segments. In very ductile material such as soft clay and very wet soil in swampy areas, the first-formed structure is a throughgoing strike-slip fault.

Engineering Geology↗
USGS1998

Level II scour analysis for bridge 42 (BAKETH00060042) on Town Highway 6, crossing The Branch, Bakersfield, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BAKETH00060042 on Town Highway 6 crossing The Branch, Bakersfield, 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.

Vermont↗
USGS1981

Research and development program; Conservation Division Outer Continental Shelf oil and gas operations; Technical report 1981

As a result of recommendations several years ago from the National Academy of Sciences, the University of Oklahoma, and the National Aeronautics and Space Administration (NASA), the U.S. Geological Survey has embarked upon a program of research and development to provide the technological insights needed for its regulatory operations offshore—operations which provide assurances to the public for safety and for the prevention of pollution in oil and gas drilling and production. These clear objectives are, therefore, those of the research program, not the economics of operations, which are of concern to industry. The Program is a contract research program and is an integral part of the Conservation Division. It is a focal point for deriving possible solutions from the university community, private industry, and the Federal laboratory system for identified offshore operational problems. This vast interdisciplinary body of science and technology provides the kind of research needed by the Division in its Outer Continental Shelf (OCS) operations which involve such problematic areas as structural dynamics, fluid flow, and geotechnology. The Program encourages innovation and creativity which can be accomplished only by talented scientists and engineers who are dedicated to man's endeavor to make breakthroughs in science and technology. Because the Division's mission is operational, in a sense like the U.S. Navy, the R&D Program must progress in a timely manner even though technological advances cannot really be scheduled. As the Navy's Office of Naval Research (ONR) has so successfully coped with the seeming dichotomy of anticipating the occurrence of innovations, so must the Conservation Division. Thus, USGS, like ONR, makes use of the unsolicited proposal and the best effort contract to accomplish its objectives. Good science and technology can only be accomplished when several variables converge: a talented investigator doing his own research, which happens to coincide with our needs, availability of resources, time scales, etc. Our task is to "beat the bushes" so that these people come to us with their innovative ideas and concepts. They have done so by learning of our interests through announcements of the Program in the Federal Register, reading reports which emanate from the Program, and by attending our seminars.

Open-File Report↗
USGS1996

Level II scour analysis for Bridge 28 (BRIDTH00440028) on Town Highway 044 crossing Plymouth Brook, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00440028 on town highway 44 crossing Plymouth 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). 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 Bridgewater. The 11.3-mi 2 drainage area is a predominantly rural basin. In the vicinity of the study site, the left and right banks are pasture. In the study area, Plymouth Brook has an incised channel with a slope of approximately 0.0054 ft/ft, an average channel top width of 42 ft and an average channel depth of 3 ft. The predominant channel bed material is gravel (D 50 is 62.3 mm or 0.204 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 9, 1994, indicated that the reach was stable. The town highway 5 crossing of the Black River is a 70-ft-long, two-lane bridge consisting of one 65-foot clear span (Vermont Agency of Transportation, written commun., August 2, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. There is also a retaining wall along the upstream side of the road embankments. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 15 degrees. A scour hole 3.0 ft deeper than the mean thalweg depth was observed along the right abutment. The scour hole was 27 feet long, 15 feet wide, and was 2.5 feet below the abutment footing at the time of the Level I assessment. This right abutment had numerous cracks and had settled. 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. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗
USGS1996

Level II scour analysis for Bridge 38 (BETHTH00070038) on Town Highway 007, crossing Gilead Brook, Bethel, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BETHTH00070038 on town highway 7 crossing Gilead Brook, 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 8.83-mi 2 drainage area is predominantly rural and forested. In the vicinity of the study site, the banks have dense woody vegetation coverage. In the study area, Gilead Brook is an incised, straight channel with a slope of approximately 0.028 ft/ft, an average channel top width of 46 ft and an average channel depth of 3 ft. The predominant channel bed material is gravel (D 50 is 43.9 mm or 0.144 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 18, 1994, indicated that the reach was stable. The town highway 5 crossing of the Black River is a 70-ft-long, two-lane bridge consisting of one 65-foot clear span (Vermont Agency of Transportation, written commun., August 2, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. There is also a retaining wall along the upstream side of the road embankments. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 15 degrees. A scour hole 3.0 ft deeper than the mean thalweg depth was observed along the right abutment. The scour hole was 27 feet long, 15 feet wide, and was 2.5 feet below the abutment footing at the time of the Level I assessment. This right abutment had numerous cracks and had settled. 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. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗
USGS1996

Level II scour analysis for Bridge 32 (BETHTH00380032) on Town Highway 038, crossing Camp Brook, Bethel, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BETHTH00380032 on town highway 38 crossing Camp Brook, 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 were 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 7.57-mi 2 drainage area is predominantly rural and forested. In the vicinity of the study site, the banks have dense woody vegetation coverage. In the study area, Camp Brook is an incised, mildly sinuous channel with a slope of approximately 0.018 ft/ft, an average channel top width of 50 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel and cobble (D 50 is 66.4 mm or 0.218 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 29, 1994, indicated that the reach was stable. The town highway 38 crossing of Camp Brook is a 32-ft-long, one-lane bridge consisting of one 29-foot span steel beam with timber deck (Vermont Agency of Transportation, written commun., August 23, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is 0 degrees. The scour protection measures at the site include type-1 stone fill (less than 12 inches) at both of the US wingwalls, type-2 stone fill (less than 36 inches) at the US and DS right and DS left road approaches. The US right bank is protected by an artificial levee with a mix of stone fill. 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. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗