Item talk:Q77814
From geokb
{
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"name": "Level II scour analysis for Bridge 37 (TOWNTH00290037) on Town Highway 29, crossing Mill Brook, Townshend, Vermont",
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"datePublished": "1998",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nTOWNTH00290037 on Town Highway 29 crossing Mill Brook, Townshend, 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 (FHWA, 1993). Results of a Level I scour \ninvestigation also are included in Appendix E of this report. A Level I investigation \nprovides a qualitative geomorphic characterization of the study site. Information on the \nbridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled \nprior to conducting Level I and Level II analyses and is found in appendix D.\nThe site is in the New England Upland section of the New England physiographic province \nin southeastern Vermont. The 13.9-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is forest upstream of the \nbridge. Downstream of the bridge the surface cover is pasture on the left bank and shrub and \nbrushland on the right bank.\nIn the study area, Mill Brook has an incised, sinuous channel with a slope of approximately \n0.01 ft/ft, an average channel top width of 53 ft and an average bank height of 8 ft. The \nchannel bed material ranges from gravel to boulder with a median grain size (D50) of 70.0 \nmm (0.230 ft). The geomorphic assessment at the time of the Level I and Level II site visit \non August 14, 1996, indicated that the reach was laterally unstable. There are large cutbanks and point bars upstream and downstream of the bridge. There is also moderate \nfluvial erosion on the upstream left bank and downstream right bank.\nThe Town Highway 29 crossing of Mill Brook is a 33-ft-long, one-lane bridge consisting of \none 30-foot steel-girder span (Vermont Agency of Transportation, written communication, \nApril 7, 1995). The opening length of the structure parallel to the bridge face is 24.8 ft. The \nbridge is supported by vertical, concrete abutments with wingwalls, the downstream left \nwingwall, however, is \u201claid-up\u201d stone. The channel is skewed approximately 45 degrees to \nthe opening while the computed opening-skew-to-roadway is 25 degrees. 2\nA scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right \nabutment during the Level I assessment. This scour hole continues downstream along the \nright bank and deepens to 1.5 ft deeper than the mean thalweg. The scour protection \nmeasures at the site included type-2 stone fill (less than 36 inches diameter) along the \nupstream left and right banks and along the upstream right wingwall. Type-3 stone fill (less \nthan 48 inches diameter) was along the downstream right wingwall and downstream right \nbank and a short stone wall is on the downstream left bank. Additional details describing \nconditions at the site are included in 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 Davis, 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.\nContraction scour for all modelled flows ranged from 0.0 to 2.1 ft. The worst-case \ncontraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.7 \nto 8.7 ft. The worst-case left abutment scour occurred at the incipient roadway-overtopping \ndischarge. Right abutment scour ranged from 7.8 to 9.5 ft. The worst-case right abutment \nscour occurred at the 500-year discharge. Additional information on scour depths and \ndepths to armoring are included in the section titled \u201cScour Results\u201d. Scoured-streambed \nelevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were \ncalculated assuming an infinite depth of erosive material and a homogeneous particle-size \ndistribution. \nIt is generally accepted that the Froehlich equation (abutment scour) gives \u201cexcessively \nconservative estimates of scour depths\u201d (Richardson and Davis, 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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