Item talk:Q79401
From geokb
{
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"name": "Level II scour analysis for Bridge 12 (SUNDFLR0030012) on Forest Land Road 3, crossing Roaring Branch Brook, Sunderland, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nSUNDFLR0030012 on Forest Land Road (FLR) 3 (FAS 114) crossing Roaring Branch \nBrook, Sunderland, Vermont (figures 1\u20138). A Level II study is a basic engineering analysis \nof the site, including a quantitative analysis of stream stability and scour (U.S. Department \nof Transportation, 1993). Results of a Level I scour investigation also are included in \nAppendix E of this report. A Level I investigation provides a qualitative geomorphic \ncharacterization of the study site. Information on the bridge, gleaned from Vermont Agency \nof Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II \nanalyses and is found in Appendix D.\n\nThe site is in the Green Mountain section of the New England physiographic province in \nsouthwestern Vermont. The 4.93-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is dense forest along the left bank \nand primarily shrubs and trees along the right bank, both upstream and downstream of the \nbridge.\n\nIn the study area, Roaring Branch Brook has an incised, sinuous channel with a slope of \napproximately 0.01 ft/ft, an average channel top width of 33 ft and an average bank height \nof 4 ft. The channel bed material ranges from cobble to bedrock with a median grain size \n(D50) of 139 mm (0.457 ft). The geomorphic assessment at the time of the Level I and Level \nII site visit on July 30, 1996, indicated that the reach was stable.\n\nForest Land Road 3 (FAS 114) crossing of Roaring Branch Brook is a 37-ft-long, two-lane \nbridge consisting of one 35-foot steel-beam span (Vermont Agency of Transportation, \nwritten communication, December 14, 1995). The bridge is supported by vertical, concrete \nabutments with wingwalls. The channel is skewed approximately 30 degrees to the opening \nwhile the opening-skew-to-roadway is 15 degrees.\n\nThe scour protection measures at the site included type-3 stone fill (less than 48 inches \ndiameter) along the left and right abutments, along the upstream left and downstream right \nwing walls and along the downstream right bank. Type-4 (less than 60 inches diameter) \nstone fill was found along the upstream right and downstream left wingwalls and along the \ndownstream left bank. Type-2 (less than 36 inches diameter) stone fill scour protection was \nfound along the upstream left and right banks. Additional details describing conditions at \nthe site are included in the Level II Summary and Appendices D and E.\n\nScour depths and rock rip-rap sizes were computed using the general guidelines described \nin Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a \nhighway crossing is comprised of three components: 1) long-term streambed degradation; \n2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) \nand; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is \nthe sum of the three components. Equations are available to compute depths for contraction \nand local scour and a summary of the results of these computations follows.\n\nContraction scour for all modelled flows was calculated to be 0.0 ft. Abutment scour ranged \nfrom 4.3 to 10.4 ft. The worst-case abutment scour occurred at the 500-year discharge along \nthe right abutment. Additional information on scour depths and depths to armoring are \nincluded in the section titled \u201cScour Results\u201d. Scoured-streambed elevations, based on the \ncalculated scour depths, are presented in tables 1 and 2. A cross-section of the scour \ncomputed at the bridge is presented in figure 8. Scour depths were calculated assuming an \ninfinite depth of erosive 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.",
"description": "iv, 48 p.",
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"givenName": "Robert H.",
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