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At least 613 records · Page 34Linked to original sources
USGS2012

Should ground-motion records be rotated to fault-normal/parallel or maximum direction for response history analysis of buildings?

In the United States, regulatory seismic codes (for example, California Building Code) require at least two sets of horizontal ground-motion components for three-dimensional (3D) response history analysis (RHA) of building structures. For sites within 5 kilometers (3.1 miles) of an active fault, these records should be rotated to fault-normal and fault-parallel (FN/FP) directions, and two RHAs should be performed separately—when FN and then FP direction are aligned with transverse direction of the building axes. This approach is assumed to lead to two sets of responses that envelope the range of possible responses over all nonredundant rotation angles. The validity of this assumption is examined here using 3D computer models of single-story structures having symmetric (torsionally stiff) and asymmetric (torsionally flexible) layouts subjected to an ensemble of near-fault ground motions with and without apparent velocity pulses. In this parametric study, the elastic vibration period is varied from 0.2 to 5 seconds, and yield-strength reduction factors, R , are varied from a value that leads to linear-elastic design to 3 and 5. Further validations are performed using 3D computer models of 9-story structures having symmetric and asymmetric layouts subjected to the same ground-motion set. The influence of the ground-motion rotation angle on several engineering demand parameters (EDPs) is examined in both linear-elastic and nonlinear-inelastic domains to form benchmarks for evaluating the use of the FN/FP directions and also the maximum direction (MD). The MD ground motion is a new definition for horizontal ground motions for use in site-specific ground-motion procedures for seismic design according to provisions of the American Society of Civil Engineers/Seismic Engineering Institute (ASCE/SEI) 7-10. The results of this study have important implications for current practice, suggesting that ground motions rotated to MD or FN/FP directions do not necessarily provide the most critical EDPs in nonlinear-inelastic domain; however, they tend to produce larger EDPs than as-recorded (arbitrarily oriented) motions.

Open-File Report↗
USGS1996

Level II scour analysis for Bridge 24 (HARDTH00490024) on Town Highway 49, crossing Nichols Brook at Mackville Pond Outlet, Hardwick, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HARDTH00490024 on Town Highway 49 crossing Nichols Brook at Mackville Pond Outlet, Hardwick, 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 north-central Vermont. The 10.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is best described as suburban with residences, lawns, trees and roadways. There is a dam 54 feet downstream of the bridge which controls Mackville Pond upstream of the bridge. The vertical drop over the dam is 15 feet. Immediately upstream of the bridge the width of the waterway is 146 feet. The predominant channel bed material is sand with a median grain size (D 50 ) of 0.576 mm (0.00189 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 25, 1995, indicated that the reach was stable. The Town Highway 49 crossing of Nichols Brook at Mackville Pond Outlet is a 42-ft-long, two-lane bridge consisting of one 38-foot steel-beam span (Vermont Agency of Transportation, written communication, April 3, 1995). The bridge is supported by vertical, concrete abutments with wingwalls on the downstream end of the left abutment and upstream and downstream ends of the right abutment. The channel is not skewed to the opening, but the opening-skew-to-roadway is 5 degrees. Scour protection measures at the site include type-3 stone fill (less than 48 inches diameter) on the upstream side of the left roadway embankment and at the upstream end of the left abutment. Type-2 stone fill (less than 36 inches diameter) was on the upstream right roadway 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 ranged from 4.7 to 21.0 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour at the left abutment ranged from 13.3 to 15.8 ft. with the worst-case occurring at the 500-year discharge. Abutment scour at the right abutment ranged from 8.1 to 9.8 ft. with the worst-case occurring at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. 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 particlesize 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 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↗
USGS2023

Detrending Great Basin elevation to identify structural patterns for identifying geothermal favorability

Topography provides information about the structural controls of the Great Basin and therefore information that may be used to identify favorable structural settings for geothermal systems. The Nevada Machine Learning Project (NVML) tested the use of a digital elevation map (DEM) of topography as an input feature to predict geothermal system favorability. A recent study re-examines the NVML data, identifying the DEM as the most important feature, showing a broad uniform pattern of high-favorability in the lower-elevation west and low-favorability in the higher elevation east of their study area in north-central Nevada. This regional elevation trend conflicts with the geologic notion that local relative topography should be used to identify geologic structures associated with favorable structural settings for hydrothermal upflow. Specifically, local relative topography gives information about position in the mountains, in the valleys, or at the transitions between, aiding in identification of faults and fault intersections. As part of U.S. Geological Survey efforts to engineer features that are useful for predicting geothermal resources, we construct a detrended elevation map that emphasizes local relative topography and highlights features that geologists use for identifying geothermal systems (i.e., providing machine learning algorithms with features that may improve predictive skill by emphasizing the information used by geologists). Herein, we describe the removal of the regional trend in elevation to emphasize the basin-and-range scale structural features, creating detrended elevation maps. Regional elevation trends were estimated using a local linear regression and subtracted from the actual elevation using a 30-m DEM. In an effort to optimize the detrended surface, alternate versions were produced with different rates of smoothness resulting in three detrended elevation maps. The resulting elevation trend surfaces (a proxy for crustal thickness) are compared with conductive heat flow maps, and a general pattern was observed of a negative correlation between heat flow and regional elevation in many areas, indicating that thinner crust may be causing elevated heat flow in some areas and thicker crust may cause the observed heat flow lows. Because these detrended elevation maps emphasize geologic structure and relative displacement, these products may also be useful for other geologic research including mineral exploration, hydrologic research, and defining geologic provinces.

Geothermal Resources Council Transactions↗
USGS2012

Task committee on experimental uncertainty and measurement errors in hydraulic engineering: An update

As part of their long range goals for disseminating information on measurement techniques, instrumentation, and experimentation in the field of hydraulics, the Technical Committee on Hydraulic Measurements and Experimentation formed the Task Committee on Experimental Uncertainty and Measurement Errors in Hydraulic Engineering in January 2003. The overall mission of this Task Committee is to provide information and guidance on the current practices used for describing and quantifying measurement errors and experimental uncertainty in hydraulic engineering and experimental hydraulics. The final goal of the Task Committee on Experimental Uncertainty and Measurement Errors in Hydraulic Engineering is to produce a report on the subject that will cover: (1) sources of error in hydraulic measurements, (2) types of experimental uncertainty, (3) procedures for quantifying error and uncertainty, and (4) special practical applications that range from uncertainty analysis for planning an experiment to estimating uncertainty in flow monitoring at gaging sites and hydraulic structures. Currently, the Task Committee has adopted the first order variance estimation method outlined by Coleman and Steele as the basic methodology to follow when assessing the uncertainty in hydraulic measurements. In addition, the Task Committee has begun to develop its report on uncertainty in hydraulic engineering. This paper is intended as an update on the Task Committee's overall progress. Copyright ASCE 2005.

Conference Paper↗
USGS2006

Evaluating a small footprint, waveform-resolving lidar over coastal vegetation communities

NASA’s Experimental Advanced Airborne Research Lidar (EAARL) is a raster-scanning, waveform-resolving, green-wavelength (532 nm) lidar designed to map near-shore bathymetry, topography, and vegetation structure simultaneously. The EAARL sensor records the time history of the return waveform within a small footprint (20 cm diameter) for each laser pulse, enabling characterization of vegetation canopy structure and “bare earth” topography under a variety of vegetation types. A collection of individual waveforms combined within a synthesized large footprint was used to define three metrics: canopy height (CH), canopy reflection ratio (CRR), and height of median energy (HOME). Bare Earth Elevation (BEE) metric was derived using the individual small-footprint waveforms. All four metrics were tested for reproducibility, which resulted in an average of 95 percent correspondence within two standard deviations of the mean. CH and BEE values were also tested for accuracy using ground-truth data. The results presented in this paper show that combining several individual small-footprint laser pulses to define a composite “large-footprint” waveform is a possible method to depict the vertical structure of a vegetation canopy .

Photogrammetric Engineering and Remote Sensing↗
USGS2011

The fecal bacteria

The Fecal Bacteria offers a balanced, integrated discussion of fecal bacteria and their presence and ecology in the intestinal tract of mammals, in the environment, and in the food supply. This new volume covers their use in examining and assessing water quality in order to offer protection from illnesses related to swimming in or ingesting contaminated water, in addition to discussing their use in engineering considerations of water quality, modeling, monitoring, and regulations. Fecal bacteria are additionally used as indicators of contamination of ready-to-eat foods and fresh produce. The intestinal environment, the microbial community structure of the gut microbiota, and the physiology and genomics of this broad group of microorganisms are explored in the book. With contributions from an internationally recognized group of experts, the book integrates medicine, public health, environmental, and microbiological topics in order to provide a unique, holistic understanding of fecal bacteria. Moreover, it shows how the latest basic science and applied research findings are helping to solve problems and develop effective management strategies. For example, readers will discover how the latest tools and molecular approaches have led to our current understanding of fecal bacteria and enabled us to improve human health and water quality. The Fecal Bacteria is recommended for microbiologists, clinicians, animal scientists, engineers, environmental scientists, food safety experts, water quality managers, and students. It will help them better understand fecal bacteria and use their knowledge to protect human and environmental health. They can also apply many of the techniques and molecular tools discussed in this book to the study of a broad range of microorganisms in a variety of habitats.

Book↗
USGS1997

Level II scour analysis for Bridge 37 (CABOTH00410037) on Town Highway 41, crossing the Winooski River, Cabot, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CABOTH00410037 on Town Highway 41 crossing the Winooski River (also referred to as Coit’s Pond Brook), Cabot, 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 21.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is primarily shrub and brushland while the immediate banks have dense woody vegetation. In the study area, the Winooski River has an incised, straight channel with a slope of approximately 0.01 ft/ft, an average channel top width of 53 ft and an average bank height of 4 ft. The channel bed material is primarily cobbles and boulder with a median grain size (D 50 ) of 64.5 mm (0.212 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 41 crossing of the Winooski River is a 29-ft-long, one-lane bridge consisting of one 26-foot span (Vermont Agency of Transportation, written communication, October 13, 1995) with four steel I-beams and a wooden deck . The opening length of the structure parallel to the bridge face is 26 ft.The bridge is supported by “laid up” granite block abutments with concrete footings. The channel is skewed approximately 35 degrees to the opening while the computed opening-skew-to-roadway is 15 degrees. The VTAOT computed opening-skew-to-roadway is zero degrees. The only scour protection measure observed at the site during the Level I assessment was type-2 stone fill (less than 36 inches diameter) along the entire base length of the left abutment and upstream right wingwall, along the upstream left bank and along the downstream left and right banks. 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 and maximum free-surface flow discharges were determined and analyzed as two other potential worst-case scour scenarios. 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 2.7 ft. The worst-case contraction scour occurred at the maximum free-surface flow (with road overflow) discharge, which was less than the 100-year discharge. Abutment scour ranged from 9.8 to 10.7 ft along the left abutment and from 16.2 to 19.9 ft along the right abutment. The worstcase abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. 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 particlesize distribution. It is generally accepted that the Froehlich and Hire equations (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↗
USGS2011

Two-dimensional streamflow simulations of the Jordan River, Midvale and West Jordan, Utah

The Jordan River in Midvale and West Jordan, Utah, flows adjacent to two U.S. Environmental Protection Agency Superfund sites: Midvale Slag and Sharon Steel. At both sites, geotechnical caps extend to the east bank of the river. The final remediation tasks for these sites included the replacement of a historic sheet-pile dam and the stabilization of the river banks adjacent to the Superfund sites. To assist with these tasks, two hydraulic modeling codes contained in the U.S. Geological Survey (USGS) Multi-Dimensional Surface-Water Modeling System (MD_SWMS), System for Transport and River Modeling (SToRM) and Flow and Sediment Transport and Morphological Evolution of Channels (FaSTMECH), were used to provide predicted water-surface elevations, velocities, and boundary shear-stress values throughout the study reach of the Jordan River. A SToRM model of a 0.7 mile subreach containing the sheet-pile dam was used to compare water-surface elevations and velocities associated with the sheet-pile dam and a proposed replacement structure. Maps showing water-surface elevation and velocity differences computed from simulations of the historic sheet-pile dam and the proposed replacement structure topographies for streamflows of 500 and 1,000 cubic feet per second (ft 3 /s) were created. These difference maps indicated that the velocities associated with the proposed replacement structure topographies were less than or equal to those associated with the historic sheet-pile dam. Similarly, water-surface elevations associated with the proposed replacement structure topographies were all either greater than or equal to water-surface elevations associated with the sheet-pile dam. A FaSTMECH model was developed for the 2.5-mile study reach to aid engineers in bank stabilization designs. Predicted water-surface elevations, velocities and shear-stress values were mapped on an aerial photograph of the study reach to place these parameters in a spatial context. Profile plots of predicted cross-stream average water-surface elevations and cross-stream maximum and average velocities showed how these parameters change along the study reach for two simulated discharges of 1,040 ft 3 /s and 2,790 ft 3 /s. The profile plots for the simulated streamflow of 1,040 ft 3 /s show that the highest velocities are associated with the constructed sheet-pile replacement structure. Results for the simulated streamflow of 2,790 ft 3 /s indicate that the geometry of the 7800 South Bridge causes more backwater and higher velocities than the constructed sheet-pile replacement structure.

Utah↗
USGS1997

Level II scour analysis for Bridge 7 (WALDTH00020007) on Town Highway 2, crossing Coles Brook, Walden, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WALDTH00020007 on Town Highway 2 crossing Coles Brook, Walden, Vermont (figures 1–8). Coles Brook is also referred to as Joes Brook. 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 north-eastern Vermont. The 12.8-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, Coles Brook has a sinuous channel with a slope of approximately 0.005 ft/ ft, an average channel top width of 37 ft and an average bank height of 4 ft. The channel bed material ranges from sand to cobble with a median grain size (D 50 ) of 32.9 mm (0.108 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 9, 1995, indicated that the reach was laterally unstable due to cut-banks, point bars, and loose unconsolidated bed material. The Town Highway 2 crossing of Coles Brook is a 74-ft-long, two-lane bridge consisting of one 71-foot steel-beam span (Vermont Agency of Transportation, written communication, April 5, 1995). The opening length of the structure parallel to the bridge face is 69.3 ft. The bridge is supported by spill-through abutments. The channel is skewed approximately 35 degrees to the opening while the measured opening-skew-to-roadway is 15 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed from 60 ft. to 100 ft. downstream during the Level I assessment. Scour protection measures at the site include: type-1 stone fill (less than 12 inches diameter) along the right bank upstream, at the downstream end of the downstream left wingwall and downstream right wingwall; and type-2 stone fill (less than 36 inches diameter) along the left bank upstream, at the upstream end of the upstream right wingwall, and along the entire base of the left and right abutments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.8 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. Abutment scour ranged from 5.7 to 12.9 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 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↗
USGS1960

Ground-water areas and well logs, Central Sevier Valley, Utah

Between September 1959 and June 1960 the United States Geological Survey and the Utah State Engineer, with financial assistance from Garfield, Millard, Piute, Sanpete, and Sevier Counties and from local water-users' associations, cooperated in an investigation to determine the structural framework of the central Sevier Valley and to evaluate the valley's ground-water potential. An important aspect of the study was the drilling of 22 test holes under private contract. These data and other data collected during the course of the larger ground-water investigation of which the test drilling was a part will be evaluated in a report on the geology and ground-water resources of the central Sevier Valley. The present report has been prepared to make available the logs of the test holes and to describe in general terms the availability of ground water in the different areas of the valley. The test holes were located to determine the subsurface geology of the valley, but of principal interest for this report is the water-bearing materials that were penetrated by the test holes. Ten of the holes penetrated materials capable of yielding sufficient water for irrigation; 10 holes penetrated water-yielding materials that could supply water for domestic or stock use; 2 holes were unsuccessful as water prospects but supplied geologic information. Generally, the water in the test holes was of good quality for stock, domestic, or irrigation use, except in test holes 1, 2, 4, 5, 16, 17, and 19 where water from some beds was highly mineralized. Water from the upper water-bearing bed in test holes 1, 2, 4, 5 and 16 and from the 6 upper water-bearing beds in test hole 19 was high in sodium chloride and sodium sulphate and would be unpalatable to humans and stock. The upper water in test hole 17 would be palatable to stock accustomed to brackish water, but the water from below 78 feet is too saline for any use. The central Sevier Valley has been divided into arbitrary ground-water areas that are based in part on topographic and geologic boundaries. The test holes are described by areas downstream from south to north, and the logs of table 1 are arranged from south to north.

Utah↗
USGS1996

Level II scour analysis for Bridge 46 (CHELTH00680046) on Town Highway 68, crossing the First Branch of the White River, Chelsea, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CHELTH00680046 on town highway 68 crossing the First Branch of the White River, Chelsea, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province of central Vermont in the town of Chelsea. The 58.2-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have dense woody vegetation coverage. In the study area, the First Branch of the White River has a sinuous channel with a slope of approximately 0.0054 ft/ft, an average channel top width of 92 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel and cobble (D 50 is 52.7 mm or 0.173 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 16, 1994, indicated that the reach was stable. The town highway 68 crossing of the First Branch of the White River is a 61-ft-long, onelane covered bridge with a 52-foot clear-span (Vermont Agency of Transportation, written commun., August 26, 1994). The bridge is supported by vertical, stone abutments with a concrete wingwall on the downstream right. The left abutment is laid-up stone supported by concrete at the upstream and downstream ends of the laid-up stone abutment. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 15 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed under the bridge during the Level I assessment. The scour protection measures in place at the site were type- 2 stone fill (less than 36 inches diameter) at the road approach embankments except the downstream left embankment which had no protection. The upstream right road embankment, impacted by the channel bend, has an extensive covering of stone fill for erosion protection. Type-3 stone fill (less than 48 inches diameter) was noted along the right 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 for all modelled flows ranged from 0.9 to 2.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 14.3 to 24.0 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. The left abutment sits atop a bedrock outcrop. The results of the calculated scour depths will be limited by the 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↗
USGS1996

Level II scour analysis for Bridge 49 (BRIDTH00530049) on Town Highway 53, crossing North Branch Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00530049 on town highway 53 crossing the North Branch of the 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). 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 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 Bridgewater. The 26.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the immediate banks have woody vegetation coverage with grass on the overbanks. In the study area, the North Branch Ottauquechee River has a sinuous channel with a slope of approximately 0.0075 ft/ft, an average channel top width of 66 ft and an average channel depth of 6 ft. The predominant channel bed material is cobble and gravel (D 50 is 68.4 mm or 0.224 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 27, 1994, indicated that the reach was stable. The town highway 53 crossing of the North Branch of the Ottauquechee Riveris a 51-ftlong, one-lane bridge consisting of one 49-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 not skewed to the opening and the opening-skew-to-roadway is zero degrees. The scour protection measures in place at the site are type-1 stone fill (less than 12 inches diameter) along the upstream left wingwall and type-2 stone fill (less than 36 inches diameter) along 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 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 aggradation or degradation; 2) contraction scour (due to reduction in flow area caused by 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 scour depths for contraction and local scour and a summary of the results follows. Contraction scour for all modelled flows was 0 feet. Abutment scour ranged from 2.3 to 12.0 feet and 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. 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 15 (GRNVTH00230015) on Town Highway 23, crossing the Third Branch of the White River, Granville, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure GRNVTH00230015 on town highway 23 crossing the Third Branch of the White River, Granville, 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 Granville. The 23.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage except for the downstream banks, which are residential. In the study area, the Third Branch of the White River has an incised, sinuous channel with a slope of approximately 0.0128 ft/ft, an average channel top width of 42 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble (D 50 is 108 mm or 0.353 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 21, 1994, indicated that the reach was laterally unstable. The town highway 23 crossing of the Third Branch of the White River is a 35-ft-long, one-lane bridge consisting of one 31-foot steel beam span (Vermont Agency of Transportation, written communication, August 26, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 10 degrees. The only scour protection measures in place at the site were type-1 stone fill (less than 12 inches diameter) along the upstream right bank, upstream right wingwall, and right abutment. Retaining walls are in place along the upstream left bank up to the upstream end of the upstream left wingwall and both downstream banks with the left bank wall extending from the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and 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 scour 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 to 0.4 ft. The worst-case contraction scour occurred at the incipient overtopping discharge. Abutment scour ranged from 9.8 to 13.9 ft. The worst-case abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated 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 38 (RANDTH00640038) on Town Highway 64, crossing the Second Branch of the White River, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00640038 on town highway 64 crossing the Second Branch of the White River, 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). 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 46.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the The upstream left bank is forested, the upstream right bank is covered primarily by brush, the surface cover is pasture on the downstream left and row crops on the downstream right. In the study area, the Second Branch of the White River has an incised, sinuous channel with a slope of approximately 0.0015 ft/ft, an average channel top width of 71 ft and an average channel depth of 8 ft. The predominant channel bed material is gravel with a median grain size (D 50 ) of 32.0 mm (0.105 ft). The geomorphic assessment at the time of the Level I site visits on August 10, 1994 and December 5, 1994 indicated that the reach was laterally unstable. The town highway 64 crossing of the Second Branch of the White Riveris a 43-ft-long, one-lane covered bridge consisting of one 35-foot steel-beam span (Vermont Agency of Transportation, written communication, August 1, 1994). The bridge is supported by vertical, stone abutments with upstream wingwalls. The channel bends sharply at it’s approach to the bridge, however, at the bridge face, the channel is skewed approximately 0 degrees to the opening. The opening-skew-to-roadway is also 0 degrees. A scour hole 2 ft deeper than the mean thalweg depth was observed upstream of the bridge along the outside of the channel bend. Other scour problems at this site included undermining of the right abutment at it’s upstream and downstream ends. 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 ranged from 1.7 to 2.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.2 to 24.2 ft. The worst-case abutment scour also occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 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 6 (RICHTH00030006) on Town Highway 3, crossing an unnamed tributary to the Missisquoi River, Richford, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RICHTH00030006 on Town Highway 3 crossing an unnamed tributary to the Missisquoi River, Richford, 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 northern Vermont. The 4.5-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge. In the study area, the unnamed tributary to the Missisquoi River is a sinuous channel with a slope of approximately 0.008 ft/ft, an average channel top width of 39 ft and an average channel depth of 2 ft. The channel slope was obtained from a topographic map (USGS, 1986). The predominant channel bed material is gravel with a median grain size (D 50 ) of 26.2 mm (0.0861 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 28, 1995, indicated that the reach was stable. The Town Highway 3 crossing of an unnamed tributary to the Missisquoi River is a 26-ftlong, two-lane bridge consisting of one 24-foot concrete T-beam span (Vermont Agency of Transportation, written communication, March 9, 1995). 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 0.0 degrees. The only scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) along the upstream right wingwall and at the upstream end of the right 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 for all modelled flows ranged from 1.7 to 1.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Scour at the left abutment ranged from 7.6 to 12.6 ft with the worst case occurring at the 100-year event. Scour at the right abutment ranged from 1.6 to 5.6 ft with the worst case occurring at the 500-year event. 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 145 (HANCVT01000145) on Vermont Highway 100, crossing the Hancock Branch of the White River, Hancock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HANCVT01000145 on State Route 100 crossing the Hancock Branch of the White River, Hancock, 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 22.0-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is urban on left bank and forested on the right bank upstream of the bridge while the immediate banks have woody vegetation. Downstream of the bridge surface cover on both banks is pasture while the immediate banks have woody vegetation. In the study area, the Hancock Branch of the White River has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 48 ft and an average channel depth of 3 ft. The predominant channel bed materials are cobble and gravel 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 November 16, 1994, indicated that the reach was stable. State Route 100 crossing the Hancock Branch of the White River is a 55-ft-long, two-lane bridge consisting of one 53-foot steel-beam span (Vermont Agency of Transportation, written communication, August 26, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is not skewed to the opening and the opening-skewto-roadway is 0 degrees. The only scour protection measures at the site were type-3 stone fill (less than 48 inches diameter) at the upstream right wingwall, both downstream wingwalls and the downstream ends of both abutments. Also there was type-2 stone fill (less than 36 inches diameter) at the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 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 3.4 to 4.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 8.2 to 11.1 ft. The worst-case abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 12 (SUNDFLR0030012) on Forest Land Road 3, crossing Roaring Branch Brook, Sunderland, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure SUNDFLR0030012 on Forest Land Road (FLR) 3 (FAS 114) crossing Roaring Branch Brook, Sunderland, 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 southwestern Vermont. The 4.93-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is dense forest along the left bank and primarily shrubs and trees along the right bank, both upstream and downstream of the bridge. In the study area, Roaring Branch Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 33 ft and an average bank height of 4 ft. The channel bed material ranges from cobble to bedrock with a median grain size (D 50 ) of 139 mm (0.457 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. Forest Land Road 3 (FAS 114) crossing of Roaring Branch Brook is a 37-ft-long, two-lane bridge consisting of one 35-foot steel-beam span (Vermont Agency of Transportation, written communication, December 14, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the opening-skew-to-roadway is 15 degrees. The scour protection measures at the site included type-3 stone fill (less than 48 inches diameter) along the left and right abutments, along the upstream left and downstream right wing walls and along the downstream right bank. Type-4 (less than 60 inches diameter) stone fill was found along the upstream right and downstream left wingwalls and along the downstream left bank. Type-2 (less than 36 inches diameter) stone fill scour protection was found along the upstream left and right 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. Contraction scour for all modelled flows was calculated to be 0.0 ft. Abutment scour ranged from 4.3 to 10.4 ft. The worst-case abutment scour occurred at the 500-year discharge along 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↗