Item talk:Q79465

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     "name": "Level II scour analysis for Bridge 7 (WALDTH00020007) on Town Highway 2, crossing Coles Brook, Walden, Vermont",
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         "value": "10.3133/ofr97632",
         "url": "https://doi.org/10.3133/ofr97632"
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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 \nWALDTH00020007 on Town Highway 2 crossing Coles Brook, Walden, Vermont (figures \n1\u20138). Coles Brook is also referred to as Joes Brook. A Level II study is a basic engineering \nanalysis of the site, including a quantitative analysis of stream stability and scour (U.S. \nDepartment of Transportation, 1993). Results of a Level I scour investigation also are \nincluded in Appendix E of this report. A Level I investigation provides a qualitative \ngeomorphic characterization of the study site. Information on the bridge, gleaned from \nVermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level \nI and Level II analyses and is found in Appendix D.\n\nThe site is in the New England Upland section of the New England physiographic province \nin north-eastern Vermont. The 12.8-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is predominantly shrub and \nbrushland.\n\nIn the study area, Coles Brook has a sinuous channel with a slope of approximately 0.005 ft/\nft, an average channel top width of 37 ft and an average bank height of 4 ft. The channel bed \nmaterial ranges from sand to cobble with a median grain size (D50) of 32.9 mm (0.108 ft). \nThe geomorphic assessment at the time of the Level I and Level II site visit on August 9, \n1995, indicated that the reach was laterally unstable due to cut-banks, point bars, and loose \nunconsolidated bed material.\n\nThe Town Highway 2 crossing of Coles Brook is a 74-ft-long, two-lane bridge consisting of \none 71-foot steel-beam span (Vermont Agency of Transportation, written communication, \nApril 5, 1995). The opening length of the structure parallel to the bridge face is 69.3 ft. The \nbridge is supported by spill-through abutments. The channel is skewed approximately 35 \ndegrees to the opening while the measured opening-skew-to-roadway is 15 degrees. \n\nA scour hole 1.5 ft deeper than the mean thalweg depth was observed from 60 ft. to 100 ft. \ndownstream during the Level I assessment. Scour protection measures at the site include: \ntype-1 stone fill (less than 12 inches diameter) along the right bank upstream, at the \ndownstream end of the downstream left wingwall and downstream right wingwall; and \ntype-2 stone fill (less than 36 inches diameter) along the left bank upstream, at the upstream \nend of the upstream right wingwall, and along the entire base of the left and right \nabutments. Additional details describing conditions at the site are included in the Level II \nSummary and Appendices D and E.\n\nScour depths and recommended rock rip-rap sizes were computed using the general \nguidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). \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.\n\nContraction scour for all modelled flows ranged from 0.0 to 0.8 ft. The worst-case \ncontraction scour occurred at the incipient roadway-overtopping discharge. Abutment scour \nranged from 5.7 to 12.9 ft. The worst-case abutment scour occurred at the 500-year \ndischarge. Additional information on scour depths and depths to armoring are included in \nthe section titled \u201cScour Results\u201d. Scoured-streambed elevations, based on the calculated \nscour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the \nbridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of \nerosive material and a homogeneous particle-size distribution. \n\nIt is generally accepted that the Froehlich equation (abutment scour) gives \u201cexcessively \nconservative estimates of scour depths\u201d (Richardson and others, 1995, p. 47). 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": "Medalie, Laura lmedalie@usgs.gov",
         "givenName": "Laura",
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             "name": "New England Water Science Center",
             "url": "https://www.usgs.gov/centers/new-england-water-science-center"
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         "name": "Striker, Lora K.",
         "givenName": "Lora K.",
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