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"name": "Level II scour analysis for Bridge 4 (MAIDTH00070004) on Town Highway 7, crossing Cutler Mill Brook, Maidstone, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nMAIDTH00070004 on Town Highway 7 crossing the Cutler Mill Brook, Maidstone, \nVermont (figures 1\u20138). A Level II study is a basic engineering analysis of the site, including \na quantitative 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 White Mountain section of the New England physiographic province in \nnortheastern Vermont. The 18.1-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is predominantly shrub and \nbrushland.\n\nIn the study area, the Cutler Mill Brook has a non-incised, meandering channel with local \nbraiding and a slope of approximately 0.004 ft/ft, an average channel top width of 43 ft and \nan average bank height of 2 ft. The channel bed material ranges from sand to cobble with a \nmedian grain size (D50) of 27.6 mm (0.091 ft). The geomorphic assessment at the time of \nthe Level I and Level II site visit on July 19, 1995, indicated that the reach was laterally \nunstable due to large meanders in the channel.\n\nThe Town Highway 7 crossing of the Cutler Mill Brook is a 25-ft-long, one-lane bridge \nconsisting of one 22-foot concrete span (Vermont Agency of Transportation, written \ncommunication, August 5, 1994). The opening length of the structure parallel to the bridge \nface is 21.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 0 degrees.\n\nA scour hole 2.0 ft deeper than the mean thalweg depth was observed along the left \nabutment during the Level I assessment. The only scour protection measure at the site was \ntype-2 stone fill (less than 36 inches diameter) along both banks upstream, along the entire \nbase length of the upstream left wingwall, and along the upstream end of the upstream right \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 was determined and analyzed as another potential 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.\n\nContraction scour for all modelled flows ranged from 2.2 to 4.2 ft. The worst-case \ncontraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.7 to \n12.4 ft. The worst-case 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. \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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