Item talk:Q79299

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     "name": "Level II scour analysis for Bridge 16, (NEWBTH00500016) on Town Highway 50, crossing Halls Brook, Newbury, Vermont",
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         "value": "10.3133/ofr97814",
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     "datePublished": "1997",
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     "abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nNEWBTH00500016 on Town Highway 50 crossing Halls Brook, Newbury, Vermont \n(figures 1\u20138). A Level II study is a basic engineering analysis of the site, including a \nquantitative analysis of stream stability and scour (U.S. Department of Transportation, \n1993). Results of a Level I scour investigation also are included in Appendix E of this \nreport. A Level I investigation provides a qualitative geomorphic characterization of the \nstudy site. Information on the bridge, gleaned from Vermont Agency of Transportation \n(VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is \nfound in Appendix D.\nThe site is in the New England Upland section of the New England physiographic province \nin east-central Vermont. The 23.4-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is shrub and brushland.\nIn the study area, Halls Brook has an incised, sinuous channel with a slope of approximately \n0.02 ft/ft, an average channel top width of 53 ft and an average bank height of 7 ft. The \nchannel bed material ranges from silt to gravel with a median grain size (D50) of 40.4 mm \n(0.133 ft). The geomorphic assessment at the time of the Level I and Level II site visit on \nAugust 29, 1995, indicated that the reach was laterally unstable. The channel bed and banks \nare composed of fine material and show signs of erosion. There is also evidence of beaver \nactivity in the area.\nThe Town Highway 50 crossing of Halls Brook is a 44-ft-long, two-lane bridge consisting \nof one 38-foot prestressed concrete slab span (Vermont Agency of Transportation, written \ncommunication, March 27, 1995). The opening length of the structure parallel to the bridge \nface is 35.2 ft. The bridge is supported by vertical, stone masonry abutments. The channel is \nskewed approximately 40 degrees to the opening while the computed opening-skew-toroadway is 5 degrees. \nA channel scour hole 1.0 ft deeper than the mean thalweg depth was observed just upstream \nof the bridge behind the remains of a beaver dam during the Level I assessment. An \nadditional channel scour hole 4.5 ft deeper than the mean thalweg depth was observed in the \ndownstream reach. The scour countermeasures at the site included type-1 stone fill (less \nthan 12 inches diameter) along the left abutment and type-2 stone fill (less than 36 inches \ndiameter) along the right abutment and left bank upstream and downstream. Along the \ndownstream right bank is type-3 stone fill (less than 48 inches diameter) and along the \nupstream right bank is type-4 stone fill (less than 60 inches diameter). Additional details \ndescribing conditions at the site are included in the Level II Summary and Appendices D \nand E.\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge was analyzed since it has the potential of being the worst-case scour scenario. \nTotal scour at a highway crossing is comprised of three components: 1) long-term \nstreambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction \nin flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and \nabutments). Total scour is the sum of the three components. Equations are available to \ncompute depths for contraction and local scour and a summary of the results of these \ncomputations follows.\nContraction scour for all modelled flows ranged from 2.6 to 4.6 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge. The left \nabutment scour ranged from 11.6 to 12.1 ft. The worst-case left abutment scour occurred at \nthe incipient road-overtopping discharge. The right abutment scour ranged from 13.6 to \n17.9 ft. The worst-case right abutment scour occurred at the 500-year discharge. Additional \ninformation on scour depths and depths to armoring are included in the section titled \u201cScour \nResults\u201d. Scoured-streambed elevations, based on the calculated scour depths, are presented \nin Tables 1 and 2. A cross-section of the scour computed at the bridge is presented in Figure \n8. Scour depths were calculated assuming an infinite depth of erosive material and a \nhomogeneous particle-size distribution. \nIt is generally accepted that the Froehlich equation (abutment scour) gives \u201cexcessively \nconservative estimates of scour depths\u201d (Richardson and others, 1995, p. 46). Usually, \ncomputed scour depths are evaluated in combination with other information including (but \nnot limited to) historical performance during flood events, the geomorphic stability \nassessment, existing scour protection measures, and the results of the hydraulic analyses. \nTherefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.",
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         "name": "Degnan, James R. jrdegnan@usgs.gov",
         "givenName": "James R.",
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             "url": "https://www.usgs.gov/centers/new-england-water-science-center"
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         "name": "Burns, Ronda L.",
         "givenName": "Ronda L.",
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