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"name": "Level II scour analysis for Bridge 53 (CHESTH01180053) on Town Highway 118, crossing the Williams River, Chester, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nCHESTH01180053 on Town Highway 118 crossing the Williams River, Chester, 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 southeastern Vermont. The 20.8-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is predominantly suburban \nwhile the right bank upstream is pasture. There is a house on the right bank downstream and \nVT 103 runs parallel to the river along the left bank.\nIn the study area, the Williams River has an incised, straight channel with a slope of \napproximately 0.005 ft/ft, an average channel top width of 64 ft and an average bank height \nof 7 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) \nof 58.0 mm (0.190 ft). The geomorphic assessment at the time of the Level I and Level II \nsite visit on September 17, 1996, indicated that the reach was stable.\nThe Town Highway 118 crossing of the Williams River is a 43-ft-long, one-lane bridge \nconsisting of one 40-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, April 6, 1995). The opening length of the structure parallel to the bridge \nface is 37.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The \nchannel is skewed approximately 5 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees. \nA scour hole 0.5 ft deeper than the mean thalweg depth was observed at both abutments \nduring the Level I assessment. Scour protection measures at the site include: type-3 stone \nfill (less than 48 inches diameter) along the left bank upstream and downstream and type-2 \nstone fill (less than 36 inches diameter) along the entire base length of the upstream left \nwingwall, at the upstream end of the left abutment, and at the upstream end of the \ndownstream left wingwall. Additional details describing conditions at the site are included \nin the Level II Summary and Appendices D and 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 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.\nContraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 5.8 to 6.8 \nft at the left abutment and 9.4 to 14.4 ft at the right abutment. The worst-case abutment \nscour occurred at the incipient roadway-overtopping discharge. 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. \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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