Item talk:Q79403
From geokb
{
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"name": "Level II scour analysis for Bridge 17 (SHEFTH00380017) on Town Highway 38, crossing Miller Run, Sheffield, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nSHEFTH00380017 on Town Highway 38 crossing Miller Run, Sheffield, Vermont (figures \n1\u20138). A Level II study is a basic engineering analysis of the site, including a quantitative \nanalysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of \na Level I scour investigation also are included in Appendix E of this report. A Level I \ninvestigation provides a qualitative geomorphic characterization of the study site. \nInformation on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) \nfiles, was compiled prior to conducting Level I and Level II analyses and is found in \nAppendix D.\nThe site is in the White Mountain section of the New England physiographic province in \nnortheastern Vermont. The 24.2-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is pasture along the right bank while \nthe immediate banks are covered by trees, shrubs, and brush. The surface cover along the \nleft bank is grass and Route 122 with shrubs and brush along the immediate banks.\nIn the study area, Miller Run has a sinuous channel with a slope of approximately 0.01 ft/ft, \nan average channel top width of 52 ft and an average bank height of 3 ft. The channel bed \nmaterial ranges from sand to bedrock with a median grain size (D50) of 80.5 mm (0.264 ft). \nThe geomorphic assessment at the time of the Level I and Level II site visit on August 1, \n1995, indicated that the reach was stable.\nThe Town Highway 38 crossing of Miller Run is a 52-ft-long, one-lane bridge consisting of \none 48-foot steel I-beam span with a wooden deck (Vermont Agency of Transportation, \nwritten communication, March 28, 1995). The opening length of the structure parallel to the \nbridge face is 42.4 ft. The bridge is supported by vertical, concrete abutments with \nwingwalls on the upstream end. The channel is skewed approximately 30 degrees to the \nopening while the computed opening-skew-to-roadway is 5 degrees.\nA scour hole 3.0 ft deeper than the mean thalweg depth was observed under the bridge \nduring the Level I assessment. The only scour protection measure at the site was type-4 \nstone fill (less than 60 inches diameter) at the upstream end of the upstream left wingwall. \nAdditional details describing conditions at the site are included in the Level II Summary \nand 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 modelled flows ranged from 0.0 to 2.4 ft. Abutment scour ranged \nfrom 6.1 to 7.9 ft at the left abutment and 11.4 to 17.4 ft at the right abutment. The worstcase contraction and 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. \nUsually, computed scour depths are evaluated in combination with other information \nincluding (but not limited to) historical performance during flood events, the geomorphic \nstability assessment, existing scour protection measures, and the results of the hydraulic \nanalyses. Therefore, scour depths adopted by VTAOT may differ from the computed values \ndocumented herein.",
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