Item talk:Q79448

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     "name": "Level II scour analysis for Bridge 18 (GROTTH00480018) on Town Highway 48, crossing the Wells River Groton, Vermont",
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     "datePublished": "1997",
     "dateModified": "2013-12-18",
     "abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nGROTTH00480018 on Town Highway 48 crossing the Wells River, Groton, 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.\n\nThe site is in the New England Upland section of the New England physiographic province \nin eastern Vermont. The 53.6-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is pasture on the right bank \nupstream and the left bank downstream while the surface cover is shrub and brushland \nalong the left bank upstream and the right bank downstream. The immediate banks are \nvegetated with brush and scattered trees.\n\nIn the study area, the Wells River has an incised, straight channel with a slope of \napproximately 0.003 ft/ft, an average channel top width of 69 ft and an average bank height \nof 7 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) \nof 66.7 mm (0.219 ft). The geomorphic assessment at the time of the Level I and Level II \nsite visit on August 28, 1995, indicated that the reach was stable.\n\nThe Town Highway 48 crossing of the Wells River is a 38-ft-long, one-lane bridge \nconsisting of one 36-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 24, 1995). The opening length of the structure parallel to the bridge \nface is 33.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 0 degrees to the opening and the opening-skew-toroadway is also 0 degrees.\n\nLocal scour 3.25 ft deeper than the mean thalweg depth was observed underneath the bridge \nalong the left and right abutments during the Level I assessment. In addition, a scour hole \nextends from 90 ft US to 50 ft DS for a total length of 115 ft with an average scour depth of \n2.0 ft. The only scour protection measure at the site was type-2 stone fill (less than 36 \ninches diameter) along the left bank upstream, along the entire base length of the \ndownstream right wingwall, and along the left and right banks downstream; and type-1 \nstone fill (less than 12 inches diameter) along the entire base length of the upstream left \nwingwall. 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) \nfor the 100- and 500-year discharges. In addition, the incipient roadway-overtopping \ndischarge is determined and analyzed as another potential worst-case scour scenario. Total \nscour at a highway crossing is comprised of three components: 1) long-term streambed \ndegradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow \narea 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 was 0.0 ft. Abutment scour ranged from 2.0 to 2.3 \nft at the left abutment and 8.8 to 14.6 ft at the right abutment. The worst-case abutment \nscour occurred at the 500-year discharge at the right abutment. Additional information on \nscour depths and depths to armoring are included in the section titled \u201cScour Results\u201d. \nScoured-streambed elevations, based on the calculated scour depths, are presented in tables \n1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour \ndepths were calculated assuming an infinite depth of erosive material and a homogeneous \nparticle-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",
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