Scouring of streambed material surrounding bridge structures is a leading cause of bridge failure in the United States. Damages resulting from bridge failure oftentimes lead to financial burdens and loss of life. To date, there has been no comprehensive evaluation of the current (2016) effectiveness of the guidance or overall long-term performance of bridge-scour countermeasures provided in the Federal Highway Administration (FHWA), Hydraulic Engineering Circular No. 23, Bridge Scour and Stream Instability Countermeasures. To that end, the U.S. Geological Survey (USGS), in cooperation with the Federal Highway Administration, obtained bathymetric, topographical, and other data at 20 sites across the United States to begin an evaluation of the effectiveness of bridge-scour countermeasures. This data release contains the supplemental bathymetric and topographic data for Dudunake and others (2018).

Scouring of streambed material surrounding bridge structures is a leading cause of bridge failure in the United States. Damages resulting from bridge failure oftentimes lead to financial burdens and loss of life. To date, there has been no comprehensive evaluation of the current (2016) effectiveness of the guidance or overall long-term performance of bridge-scour countermeasures provided in the Federal Highway Administration, Hydraulic Engineering Circular No. 23, Bridge Scour and Stream Instability Countermeasures. To that end, the U.S. Geological Survey, in cooperation with the Federal Highway Administration, obtained bathymetric, topographical, and other data at 14 of the surveyed sites across the United States to begin an evaluation of the effectiveness of bridge-scour countermeasures. This report presents survey site selection criteria, site-specific details, the bathymetric and topographical surveying methods used to collect data, and the compilation of the acquired data.

Scouring of streambed material surrounding bridge structures is a leading cause of bridge failure in the United States. Damages resulting from bridge failure oftentimes lead to financial burdens and loss of life. To date, there has been no comprehensive evaluation of the current (2016) effectiveness of the guidance or overall long-term performance of bridge-scour countermeasures provided in the Federal Highway Administration, Hydraulic Engineering Circular No. 23, Bridge Scour and Stream Instability Countermeasures. To that end, the U.S. Geological Survey, in cooperation with the Federal Highway Administration, obtained bathymetric, topographical, and other data at 14 of the surveyed sites across the United States to begin an evaluation of the effectiveness of bridge-scour countermeasures. This report presents survey site selection criteria, site-specific details, the bathymetric and topographical surveying methods used to collect data, and the compilation of the acquired data.

Scouring of streambed material surrounding bridge structures is a leading cause of bridge failure in the United States. Damages resulting from bridge failure oftentimes lead to financial burdens and loss of life. To date, there has been no comprehensive evaluation of the current (2016) effectiveness of the guidance or overall long-term performance of bridge-scour countermeasures provided in the Federal Highway Administration, Hydraulic Engineering Circular No. 23, Bridge Scour and Stream Instability Countermeasures. To that end, the U.S. Geological Survey, in cooperation with the Federal Highway Administration, obtained bathymetric, topographical, and other data at 14 of the surveyed sites across the United States to begin an evaluation of the effectiveness of bridge-scour countermeasures. This report presents survey site selection criteria, site-specific details, the bathymetric and topographical surveying methods used to collect data, and the compilation of the acquired data.

These data are supplemental site information in portable document format (.pdf) collected during 2016-2018 field seasons for select bridges in the United States (Dudunake and others, 2018). These files describe building plans for countermeasures, a field from to describe conditions during site assessment, and a photo summary of the study area.

These data are supplemental site information in portable document format (.pdf) collected during 2016-2018 field seasons for select bridges in the United States (Dudunake and others, 2018). These files describe building plans for countermeasures, a field from to describe conditions during site assessment, and a photo summary of the study area.

These data are supplemental rip-rap gradation data (Wolman Pebble Count) in text (.txt) format, collected during 2014-2018 field seasons for select bridges in the United States. These data were collected using a measuring tape to determine riprap gradation (D15, D50, D85, and D100) on in-place riprap at bridge piers and/or abutments at various locations in each study reach. They supplement the Geospatial Data for Bridge Scour Countermeasure Assessments at Select Bridges in the United States, 2016–18. For high-resolution sites, traditional multibeam surveys were conducted using methods described in Huizinga (2015).

These data are supplemental rip-rap gradation data (Wolman Pebble Count) in text (.txt) format, collected during 2014-2018 field seasons for select bridges in the United States. These data were collected using a measuring tape to determine riprap gradation (D15, D50, D85, and D100) on in-place riprap at bridge piers and/or abutments at various locations in each study reach. They supplement the Geospatial Data for Bridge Scour Countermeasure Assessments at Select Bridges in the United States, 2016–18. For high-resolution sites, traditional multibeam surveys were conducted using methods described in Huizinga (2015).

These data are high-resolution bathymetry (riverbed elevation) and depth-averaged velocities in ASCII format, generated from hydrographic and velocimetric surveys of the Missouri River near highway bridge structures on U.S. Highway 40 near St. Louis, Missouri, in 2010, 2011, and 2016. Hydrographic data were collected using a high-resolution multibeam echosounder mapping system (MBMS), which consists of a multibeam echosounder (MBES) and an inertial navigation system (INS) mounted on a marine survey vessel. Data were collected as the vessel traversed the river along planned survey lines distributed throughout the reach. Data collection software integrated and stored the depth data from the MBES and the horizontal and vertical position and attitude data of the vessel from the INS in real time. Data processing required computer software to extract bathymetry data from the raw data files and to summarize and map the information. Velocity data were collected using an acoustic Doppler current profiler (ADCP) mounted on a survey vessel equipped with a differential global positioning system (DGPS). Data were collected as the vessel traversed the river along planned transect lines distributed throughout the reach. Velocity data were processed using the Velocity Mapping Toolbox (Parsons and other, 2013), and smoothed using neighboring nodes.

These data are high-resolution bathymetry (riverbed elevation) and depth-averaged velocities in ASCII format, generated from hydrographic and velocimetric surveys of the Missouri River near highway bridge structures on U.S. Highway 40 near St. Louis, Missouri, in 2010, 2011, and 2016. Hydrographic data were collected using a high-resolution multibeam echosounder mapping system (MBMS), which consists of a multibeam echosounder (MBES) and an inertial navigation system (INS) mounted on a marine survey vessel. Data were collected as the vessel traversed the river along planned survey lines distributed throughout the reach. Data collection software integrated and stored the depth data from the MBES and the horizontal and vertical position and attitude data of the vessel from the INS in real time. Data processing required computer software to extract bathymetry data from the raw data files and to summarize and map the information. Velocity data were collected using an acoustic Doppler current profiler (ADCP) mounted on a survey vessel equipped with a differential global positioning system (DGPS). Data were collected as the vessel traversed the river along planned transect lines distributed throughout the reach. Velocity data were processed using the Velocity Mapping Toolbox (Parsons and other, 2013), and smoothed using neighboring nodes.