Call number: LD2668 .T4 1984 W66 / Master of Science

The impact of forest roads and skid trails on stream health is being increasingly scrutinized. Forest roads and skid trails have repeatedly been identified as forest operations having the greatest potential to produce sediment by way of non-point source pollution. The stream crossing portion of a skid trail is where sediment delivery is most likely to occur. Forestry Best Management Practices (BMPs) have been developed by most states to reduce both erosion and sedimentation. In general, BMPs have been proven to be effective. Few studies have quantified the impact of various levels of BMPs on sedimentation. In this study, three replications of three skid trail stream crossing BMP treatments were monitored following skidder bridge removal to determine their efficacy in reducing sedimentation: slash, mulch, and mulch plus silt fence. Water samples were collected upstream and downstream of each crossing daily for one year following timber harvesting. Samples were evaluated for total suspended solids. Results indicate that both slash and mulch treatments applied to the stream crossing approach after skidder bridge removal are effective at reducing stream sedimentation after harvest. The mulch plus silt fence treatment allowed the most sediment to enter the stream at the approach, perhaps due to silt fence installation disturbances. We do not recommend using silt fences directly adjacent to a stream bank, if other alternatives exist. / Master of Science

Streamside management zones (SMZs) have become important management techniques to prevent the introduction of sediment to stream networks. This study examined the current Kentucky best management practice (BMP) guidelines for SMZs by outfitting mobile forest harvest equipment with global positioning system (GPS) receivers, enabling modeling of equipment traffic and spatial analysis of stream sediment delivery. Three SMZ configurations were implemented during commercial timber harvest, along with four different techniques of crossing ephemeral channels, in order to determine where and why sediment was introduced to the stream network. Results indicate that increasing the SMZ buffer width leads to decreased sediment delivery, and that requiring an SMZ buffer with some canopy retention on ephemeral channels will lead to improvements in stream water quality. Care should be taken in the placement and construction of water control measures for skid trail retirement, and improved stream channel crossings such as bridges and pipe culverts should be required to improve water quality over unimproved fords. A northeasterly aspect of harvested areas was shown to be related to increased sediment delivery to streams, while surface roughness downslope from the skid trail system was shown to decrease sediment delivery.

Forestry best management practices (BMPs) programs were developed by individual states in response to the Clean Water Act in order to protect water quality during and after timber harvests. Our research goals are to compare BMP implementation at stream crossings by region and road type in Virginia and to quantify effectiveness of BMPs by developing hypothetical upgrades and determining upgrade costs. Stream crossings (75 truck, 79 skidder) sampled for BMP implementation were on operational harvests conducted in 2016, from the Mountains, Piedmont, and Coastal Plain of Virginia. Erosion rates of stream crossing approaches were modeled using the Universal Soil Loss Equation modified for forest lands (USLE-Forest) and Water Erosion Prediction Project (WEPP) methodologies. Implementation ratings (BMP-, BMP-standard, BMP+) were developed to characterize crossings with respect to state implementation standards. Costs for upgrading crossings to a higher BMP category were estimated by adjusting cover percentages and approach lengths. Sixty-three percent of stream crossings were classified as BMP-standard, with an average erosion rate of 7.6 Mg/ha/yr; 25% of crossings were classified as BMP+, with an average erosion rate of 1.7 Mg/ha/yr; and 12% of crossings were classified as BMP-, with an average erosion rate of 26.2 Mg/ha/yr. Potential erosion rates decreased with increasing BMP implementation (p <0.0001). Average BMP implementation audit scores for stream crossings were 88% on skid trails and 82% on truck roads. To upgrade from a BMP- to BMP-standard, the cost-benefit ratio of dollars to tons of sediment prevented averaged $166.62/Mg for skid trails and $2274.22/Mg for truck roads. Enhancement to the BMP+ level is not economically efficient and BMP implementation at stream crossings reaches maximum efficiency at the BMP-standard level. / M. S. / Timber harvesting can accelerate erosion processes and result in the discharge of large quantities of sediment into nearby water resources if proper management is not used during and after harvests. Most of sediment entering streams is generated from forest roads and trails, particularly at stream crossings. This study includes 154 crossings (75 truck, 78 skidder) randomly selected from the Mountains, Piedmont, and Coastal Plain regions of Virginia. Evaluations were conducted on lands with silvicultural operations completed in 2016 that had truck road crossings and/or skidder crossings over any stream. Information was gathered at each crossing to model the erosion rates from both approaches to the stream by using the Universal Soil Loss Equation modified for forest lands and the Water Erosion Prediction Project. Implementation ratings (BMP-, BMP-standard, BMP+) were developed to characterize crossings with respect to state implementation standards, and evaluate other factors, including stream bank stability, ground cover, and evidence of sedimentation in the stream. The Virginia Department of Forestry BMP audit was used to score the crossings. Costs for upgrading the crossing to a higher BMP category were estimated by adjusting cover and approach lengths, and then using previous research data and existing road cost models. Potential erosion rates decreased with increasing BMP implementation (p <0.0001). Average BMP implementation audit scores for stream crossings were 88% on skid trails and 82% on truck roads. This research contributes to the evidence of BMP effectiveness and provides transparency to the citizens of Virginia regarding sustainable forestry practices.

Master of Science / Department of Biological & Agricultural Engineering / James M. Steichen / Military maneuvers involve effectively moving soldiers and equipment across training lands, and this often involves crossing streams. Fording of streams by military vehicles poses a potential for degradation of stream habitats through change of bank angle or excess shear of stream banks and the resultant generation of excessive quantities of sediment, possibly exceeding Total Maximum Daily Loads (TMDL) limits for water quality downstream. This study examines the impact of low water fords on stability of six stream reaches at Fort Riley. Streams with constructed low water fords were mapped and classified according to Rosgen Stream Classification System (1996). Results indicate that some of these streams exhibit some level of instability, which includes bed form changes, accelerated stream bank erosion and backwater pool formation in the vicinity of stream crossings. Poorly constructed fords may act as dams disrupting the transport of sediment along the stream reaches, posing a potential shift in stream equilibrium. Another factor contributing to stream instability is sediment generated from upland areas and routed through approach roads leading to stream crossing sites. The sediment deposited into streams at these crossing locations is a water quality concern, and again poses the potential of disrupting stream equilibrium. Field observations indicate that poorly located stream crossings can alter the direction of stream flow, causing bank erosion on areas immediately below stream crossings. This demonstrates the importance of locating stream crossings on stable locations along a stream reach. Some of the stream reaches also show signs of success ional change. These stream changes have direct implications on the low water fords on Fort Riley. As a result of these stream changes, there will be need to constantly modify the designs and construction techniques of the low water fords in order to accommodate changes in stream dimensions, pattern and profile. Finally, criteria for site selection, design and construction of low water fords are discussed.

Stream crossings are an integral component of forest road systems that provide access for timber harvesting and silvicultural activities. Stream crossings and their associated approaches are often the most critical point of concern for water quality along forest roads. Several types of crossings are used for extracting timber, but limited studies actually compare different types of stream crossings with regard to their effect on water quality. The objectives of this study were to examine four different stream crossing structures: 1) steel bridges, 2) pole bridges (pipe with poles), 3) standard culverts, and 4) re-enforced fords (with GeoWeb or Geotextile) to determine the influence of stream crossing type on water quality and to evaluate erosion associated with stream crossing approaches. We also evaluated each site at four different time intervals to determine if water quality was more affected during different stages of the operations. Prior to operational timber harvests, we identified six replications for each type of crossings (4 fords) and collected data at four time intervals: 1) prior to reopening or installation of crossing, 2) after crossing installation, 3) during harvest operation, and 4) after road closure. Potential erosion rates from approaches to the crossings were estimated by collecting the road/site information necessary to estimate erosion with the Water Erosion Prediction Project for forest roads (WEPP) and the forest version of the Universal Soil Loss Equation (USLE). In-stream water samples were collected at fixed locations above and below each crossing and were evaluated for total dissolved solids (TDS), pH, conductivity, water temperature, and total suspended solids (TSS) or sediment concentration. Steel bridge crossings generally caused the least amount of water quality disturbance. Model-generated estimates of erosion demonstrated that culvert crossings were associated with the highest average soil loss potential. Although steel bridge crossings had the best overall results, pole bridges proved to be a viable option for ephemeral or intermittent streams due to low potential of soil loss. Ford crossings were found to impact water quality indicators, but showed a decrease in total dissolved solids (TDS) after installation, prior to harvest. Overall, the steel skidder bridges were generally the best crossing type, but any of the crossings can be used effectively with minimal impact under specific site conditions and with judicious installation, use, and closure. Road/skid trail location and adherence to existing road grade, water control, cover, and closure best management practices are critical for protection of water quality at stream crossings. / Master of Science

Made available in DSpace on 2017-07-10T17:31:24Z (GMT). No. of bitstreams: 1 Leandro_Neri_Bortoluzzi.pdf: 4120006 bytes, checksum: e870dd7340723061217fb4d7fdece089 (MD5) Previous issue date: 2012-05-03 / The bridges and culverts alter the natural conditions of rivers, causing changes in fluvial processes. The level of stability of river banks and beds around crossing structures was evaluated in the Paraná III watershed, Western region of Paraná State (Brazil), adopting the methodology of Johnson (2006). The study area is characterized by outcrops of basaltic rocks of Cretaceous age. The degree of channel stability was analyzed at 46 structures (18 bridges, 15 culverts box, 7 culverts pipe and 6 small bridges). We selected all crossings structures located in the Paraná Basin III along paved roads, positioned outside the urban area. Among the crossings structure, 14 were classified as excellent level of stability and level 32 as good. There was no point with fair or poor stability. The predominance of soils with low erodibility (Oxisols and Ultisols) derived from basaltic rocks provide greater stability to streams banks which mostly show vertical phases. It was noted that in culverts (box and pipe), the stability of channels tends to lower than the bridges. / As obras de engenharia como pontes, pontilhões, bueiros tubulares de concreto e bueiros celulares de concreto são consideradas estruturas de transposição do talvegue. Elas têm como objetivo permitir a passagem de um curso d água abaixo e alteram as condições naturais dos rios, acarretando mudanças nos processos fluviais. O nível de estabilidade das margens e leitos fluviais em torno das estruturas de transposição do talvegue foi avaliado na bacia hidrográfica do Paraná III, Oeste do Paraná, adotando a metodologia de Johnson (2006). A região é caracterizada pelo afloramento de rochas basálticas de idade cretácea que integra a unidade morfoescultural do Terceiro Planalto Paranaense, sub-dividido na área em apreço em quatro sub-unidades: Planaltos de Cascavel, São Francisco, Campo Mourão e Foz do Iguaçu. O grau de estabilidade do leito e das margens foi analisado em 46 pontos (18 pontes, 15 bueiros em célula de concreto, sete bueiros tubulares de concreto e seis pontilhões). Foram alvo dos levantamentos as estruturas situadas em estradas federais, estaduais e municipais asfaltadas posicionadas fora das áreas urbanas. Dentre os pontos observados, 14 estruturas foram classificadas como de nível excelente de estabilidade e 32 como de nível bom. Não houve nenhum ponto com estabilidade regular ou ruim. O predomínio de Latossolos e Nitossolos na área de estudo proporcionou estabilidade física nas margens dos cursos de água que em sua maioria apresentam fases com 90º de declividade. Com este estudo pode-se identificar as condições de estabilidade das estruturas de transposição do talvegue dentro da bacia do Paraná III. Foi constatado que nos bueiros (tubulares ou celulares), a estabilidade dos canais tende a ser menor do que nas pontes e pontilhões.

Made available in DSpace on 2017-05-12T14:42:52Z (GMT). No. of bitstreams: 1 Leandro_Neri_Bortoluzzi.pdf: 4120006 bytes, checksum: e870dd7340723061217fb4d7fdece089 (MD5) Previous issue date: 2012-05-03 / The bridges and culverts alter the natural conditions of rivers, causing changes in fluvial processes. The level of stability of river banks and beds around crossing structures was evaluated in the Paraná III watershed, Western region of Paraná State (Brazil), adopting the methodology of Johnson (2006). The study area is characterized by outcrops of basaltic rocks of Cretaceous age. The degree of channel stability was analyzed at 46 structures (18 bridges, 15 culverts box, 7 culverts pipe and 6 small bridges). We selected all crossings structures located in the Paraná Basin III along paved roads, positioned outside the urban area. Among the crossings structure, 14 were classified as excellent level of stability and level 32 as good. There was no point with fair or poor stability. The predominance of soils with low erodibility (Oxisols and Ultisols) derived from basaltic rocks provide greater stability to streams banks which mostly show vertical phases. It was noted that in culverts (box and pipe), the stability of channels tends to lower than the bridges. / As obras de engenharia como pontes, pontilhões, bueiros tubulares de concreto e bueiros celulares de concreto são consideradas estruturas de transposição do talvegue. Elas têm como objetivo permitir a passagem de um curso d água abaixo e alteram as condições naturais dos rios, acarretando mudanças nos processos fluviais. O nível de estabilidade das margens e leitos fluviais em torno das estruturas de transposição do talvegue foi avaliado na bacia hidrográfica do Paraná III, Oeste do Paraná, adotando a metodologia de Johnson (2006). A região é caracterizada pelo afloramento de rochas basálticas de idade cretácea que integra a unidade morfoescultural do Terceiro Planalto Paranaense, sub-dividido na área em apreço em quatro sub-unidades: Planaltos de Cascavel, São Francisco, Campo Mourão e Foz do Iguaçu. O grau de estabilidade do leito e das margens foi analisado em 46 pontos (18 pontes, 15 bueiros em célula de concreto, sete bueiros tubulares de concreto e seis pontilhões). Foram alvo dos levantamentos as estruturas situadas em estradas federais, estaduais e municipais asfaltadas posicionadas fora das áreas urbanas. Dentre os pontos observados, 14 estruturas foram classificadas como de nível excelente de estabilidade e 32 como de nível bom. Não houve nenhum ponto com estabilidade regular ou ruim. O predomínio de Latossolos e Nitossolos na área de estudo proporcionou estabilidade física nas margens dos cursos de água que em sua maioria apresentam fases com 90º de declividade. Com este estudo pode-se identificar as condições de estabilidade das estruturas de transposição do talvegue dentro da bacia do Paraná III. Foi constatado que nos bueiros (tubulares ou celulares), a estabilidade dos canais tende a ser menor do que nas pontes e pontilhões.

Soil bioengineering is a widespread science which is usually applied in Europe and North America for natural systems stabilization such as streambanks, slopes and eroded areas. It is a relatively new technical discipline, that has well developed concepts, from a practical point of view. Nevertheless, it still has some theoretical and technical issues that should be addressed. One of those issues is related with the lack of analytical methodologies and procedures for the elaboration of projects based on soil bioengineering techniques. Taking this issue into consideration, the purpose of this dissertation is to accomplish the development of a project methodology for the application of soil bioengineering techniques in infrastructure works, and to show its use in one case study for river stabilization in pipeline stream crossing. The developed methodology presents an hierarchical procedure with three project phases: conceptual, basic and executive, each of which is composed by objectives and development activities. During project elaboration this methodology has proved to be relevant to acquire, manage and analyze information in a rationalized sequence, and hence, facilitating the understanding of the problem phenomenology, the choice of techniques and the design method for each problem, as well as logistic description and quantification required for the execution of the one projected case study. This methodology has proved to be an efficient tool to standardize and generalize soil bioengineering project activities for greater responsibility applications. / A engenharia natural é bastante difundida e comumente utilizada na Europa e América do Norte para a estabilização de sistemas naturais como taludes fluviais, encostas e áreas sob processo erosivo. É uma disciplina técnica relativamente recente que tem conceitos, do ponto de vista prático-aplicativo, bem desenvolvidos. Contudo, possui questões, principalmente de caráter teórico-técnico, que ainda devem ser respondidas. Uma dessas questões diz respeito à falta de metodologias analíticas e procedimentadas para o desenvolvimento de projetos de engenharia natural em obras de infraestrutura. Neste sentido, a proposta do presente trabalho consiste em desenvolver uma metodologia para a elaboração de projetos de engenharia natural para obras de infraestrutura e demonstrar sua aplicação no desenvolvimento de um projeto de estabilização fluvial em travessia de dutos terrestres. A metodologia desenvolvida apresenta um procedimento hierarquizado composto por três fases de projeto: Conceitual, Básica e Executiva, sendo, cada uma, composta por objetivos e atividades de desenvolvimento. Na concepção do projeto a metodologia mostrou-se importante para a organização das informações em uma sequência racionalizada de obtenção e análise, facilitando, desse modo, a compreensão da fenomenologia dos problemas envolvidos, a escolha e o dimensionamento das técnicas mais adequadas a cada problema, bem como a descrição e quantificação da logística necessária à implantação da obra projetada. A metodologia se mostra uma ferramenta eficiente na uniformização e universalização das atividades de projeto de engenharia natural em aplicações de maior responsabilidade.

[ES] Las inundaciones pueden llegar a desestabilizar los vehículos y estos, a su vez, pueden exacerbar los efectos negativos de las inundaciones cuando son arrastrados por el flujo, generando no solamente pérdidas económicas sino también de vidas humanas. En las ciudades, la mayor parte de las muertes durante las inundaciones ocurre al interior de los vehículos debido a que los conductores intentan cruzar con sus vehículos por zonas inundadas (Jonkzman and Kelman 2005; Drobot et al. 2007; Kellar and Schmidlin 2012). En países desarrollados, un alto porcentaje de estas muertes ocurre durante inundaciones relámpago cuando los conductores intentan cruzar por zonas inundadas en lugar de evitarlas (Fitzgerald et al. 2010; Kellar y Schmidlin 2012). Debido a esto, en áreas sujetas a inundaciones relámpago, casi la mitad de las víctimas son pasajeros atrapados en sus vehículos (Versini et al. 2010a) Entre las partes de las vías que resultan afectadas por las crecidas de los ríos se encuentran los puentes, las cuales son obras de infraestructura muy importantes. Un alto porcentaje de los fallos de los puentes a nivel mundial se presenta debido a las crecidas de los ríos, lo cual tiene un impacto negativo en los vehículos y los sistemas de transporte. Debido a esto, con el fin de realizar una adecuada gestión de las inundaciones es necesario determinar el riesgo de inestabilidad al que están sometidos los vehículos en una zona inundable. Sin embargo, a pesar del impacto negativo de las inundaciones, hasta la fecha se dispone de pocos estudios que permitan determinar los efectos negativos que las condiciones climáticas generan sobre los sistemas de transporte (Molarius et al., 2014). En esta investigación se desarrolló una nueva metodología para calcular este riesgo a partir de las características de las crecidas, los puentes, los vehículos, y el tráfico vehicular. Esta metodología fue generada a partir de una estructura conceptual y un desarrollo matemático novedosos y permite determinar el riesgo a través de la integral estadística de la amenaza de inestabilidad y la vulnerabilidad de los coches. En áreas urbanas y en las intersecciones entre las corrientes de agua y las vías, la amenaza se establece a través de una función de estabilidad de autos parcialmente sumergidos, las características geométricas de los vehículos y las características hidrodinámicas de las crecidas (calados y velocidades) y su probabilidad de ocurrencia, mientras que la vulnerabilidad se calcula por medio de la combinación de la susceptibilidad y la exposición de los coches. En puentes, la peligrosidad se obtiene a través del análisis de los datos de caudal disponibles y la vulnerabilidad mediante el análisis del estado estructural del puente, las características de la cuenca y del cauce aguas arriba y aguas abajo de la estructura, la estabilidad del canal y la potencial acumulación de acarreos. La metodología desarrollada se implementó para determinar el riesgo en los siguientes casos de estudio, los cuales están localizados en territorio español: (i) en las áreas urbanas correspondientes a los municipios de Alfafar y Massanassa, (ii) en los sitios de intersección entre vías y ríos localizados en el municipio de Godelleta; y (iii) en 12 puentes fluviales. Los resultados obtenidos podrían estar indicando que el método propuesto tiene en cuenta los elementos más importantes que deben considerarse al establecer este tipo de riesgo. La metodología desarrollada permite obtener un panorama detallado del riesgo de desestabilización de los vehículos debido a inundaciones en una zona determinada. En consecuencia, la implementación de esta metodología puede ayudar a disminuir los efectos negativos antes y durante este tipo de eventos, resultando de gran ayuda para las entidades encargadas de la planificación urbana y de la protección civil con el fin de diseñar e implementar acciones que permitan disminu / [CAT] Les inundacions poden desestabilitzar els vehicles i aquests, al mateix temps, poden exacerbar els efectes negatius de les inundacions quan són arrossegats pel flux, generant no solament pèrdues econòmiques sinó també de vides humanes. A les ciutats, la major part de les morts durant les inundacions ocorre a l'interior dels vehicles pel fet que els conductors intenten creuar amb els seus vehicles per zones inundades (Jonkzman and Kelman 2005; Drobot et al. 2007; Kellar and Schmidlin 2012). En països desenvolupats, un alt percentatge d'aquestes morts ocorre durant inundacions llampec quan els conductors intenten creuar per zones inundades en lloc d'evitar-les (Fitzgerald et al. 2010; Kellar i Schmidlin 2012). A causa d'això, en àrees subjectes a inundacions llampec, quasi la meitat de les víctimes són passatgers atrapats en els seus propis vehicles (Versini et al. 2010a) Entre les parts de les vies que resulten afectades per les crescudes dels rius es troben els ponts, les quals són obres d'infraestructura molt importants. Un alt percentatge de les fallades dels ponts a nivell mundial es presenta com a conseqüència de les crescudes dels rius, la qual cosa té un impacte altament negatiu en els vehicles i els sistemes de transport.. A causa d'això, amb la finalitat de realitzar una adequada gestió de les inundacions és necessari determinar el risc d'inestabilitat al qual estan sotmesos els vehicles en una zona inundable. No obstant això, malgrat l'impacte negatiu de les inundacions, fins a la data es disposa de pocs estudis que permeten determinar els efectes negatius que les condicions climàtiques generen sobre els sistemes de transport (Molarius et al., 2014). En la present investigació es va desenvolupar una nova metodologia per a calcular aquest risc a partir de les característiques de les crescudes, els ponts, els vehicles, i el trànsit vehicular. Aquesta metodologia va ser generada a partir d'una estructura conceptual i un desenvolupament matemàtic nous i permet determinar el risc a través de la integral estadística de l'amenaça d'inestabilitat i la vulnerabilitat dels cotxes. En àrees urbanes i en les interseccions entre els corrents d'aigua i les vies, l'amenaça s'estableix a través d'una funció d'estabilitat de cotxes parcialment submergits, les característiques geomètriques dels vehicles i les característiques hidrodinàmiques de les crescudes (calats i velocitats) i la seua probabilitat d'ocurrència, mentre que la vulnerabilitat es calcula per mitjà de la combinació de la susceptibilitat i l'exposició dels cotxes. En ponts, la perillositat s'obté a través de l'anàlisi de les dades de cabal disponibles i la vulnerabilitat mitjançant l'anàlisi de l'estat estructural del pont, les característiques de la conca i del llit aigües amunt i aigües avall de l'estructura, l'estabilitat del canal i la potencial acumulació d'enderrocs. La metodologia desenvolupada es va implementar per a determinar el risc en els següents casos d'estudi, els quals estan localitzats en territori espanyol: (i) en les àrees urbanes corresponents als municipis d'Alfafar i Massanassa, (ii) en els llocs d'intersecció entre vies i rius localitzats en el municipi de Godelleta; i (iii) en 12 ponts fluvials. Els resultats obtinguts podrien estar indicant que el mètode proposat té en compte els elements més importants que han de considerar-se en establir aquest tipus de risc. La metodologia desenvolupada permet obtindre un panorama detallat del risc de desestabilització dels vehicles a causa d'inundacions en una zona determinada. En conseqüència, la implementació d'aquesta metodologia pot ajudar a disminuir els efectes negatius abans i durant aquesta mena d'esdeveniments, resultant de gran ajuda per a les entitats encarregades de la planificació urbana i de la protecció civil amb la finalitat de dissenyar i implementar accions que permeten disminuir els efectes negatius de les inundacions. / [EN] Flooding can destabilize vehicles which might, in turn, exacerbate the negative effects of floods when vehicles are swept away by flows, leading to economic loss and fatalities. The main cause of death in cities during flood events corresponds to cars being swept away when they are driven by flooded roads (Jonkzman and Kelman 2005; Drobot et al. 2007; Kellar and Schmidlin 2012). In developed countries a high percentage of these deaths occurs during flash floods when drivers try to cross overflowing water bodies instead of avoiding them (Fitzgerald et al. 2010; Kellar and Schmidlin 2012). Hence, in areas subject to flash floods almost half of the victims are passengers trapped inside their own vehicles (Versini et al. 2010a). Among the parts of the roads that are most affected by floods are bridges, which are very important infrastructure works for society. Because of this, a high percentage of bridge failures worldwide occur as a result of river floods, which has highly negative impacts for vehicles and transportation systems. Therefore, in order to suitably manage floods, it is necessary to determine the risk of instability to which vehicles in flood-prone areas are subject. However, Despite the negative impact of floods, very few studies have centred on determining the negative effects of floods on transport systems (Molarius et al., 2014). In this research, a new methodology to estimate this risk based on the characteristics of vehicles, floods, bridges and vehicular traffic was developed. This methodology was generated from a novel conceptual structure and mathematical development and allows to determine the risk by the statistical integral of the instability hazard and the vehicles' vulnerability. In urban areas and stream crossings, the hazard is determined by a stability criterion of partially submerged cars, the geometric characteristics of the vehicles and the hydrodynamic characteristics of the floods (depths and velocities) and their probability of occurrence, while vulnerability is calculated by combining the susceptibility and exposure of cars. In bridges, the hazard is obtained by analysing available discharge data and the vulnerability by examining the structural condition of the bridge, the characteristics of the watershed and watercourse upstream and downstream of the structure, the stability of the channel and the potential accumulation of debris. The developed methodology was implemented to determine the risk in the following case studies, which are located in Spanish territory: (i) in the urban areas corresponding to the towns of Alfafar and Massanassa; (ii) in the stream crossings located in the municipality of Godelleta; and (iii) in 12 river bridges located. The results obtained could be indicating that the proposed method takes into account the most important elements to be considered when establishing this type of risk. The developed methodology provides a detailed vision of the vehicle instability risk due to flooding in a given area. Consequently, implementing this methodology can help to reduce negative effects before and during flooding events, which is extremely helpful for those organizations in charge of urban planning and civil protection to design and take actions that cushion the negative effects of flooding. / I thank Colciencias for financing this research through call 728-2015. / Bocanegra Vinasco, RA. (2020). Evaluation of the risk due to fluvial flooding in vehicles and road infrastructures at basin scale [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/157654