Item talk:Q79420
From geokb
{
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"name": "Level II scour analysis for Bridge 81 (NFIETH00PL0081) on Pleasant Street, crossing Union Brook, Northfield, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nNFIETH00PL0081 on Pleasant Street crossing Union Brook, Northfield, 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 Green Mountain section of the New England physiographic province in \ncentral Vermont. The 6.1-mi2\n drainage area is in a predominantly rural and forested basin. \nThe bridge site is located within a suburban setting in the Town of Northfield with homes, \nlawns, and pavement on the overbanks. There are trees and brush along the immediate \nbanks.\nIn the study area, Union Brook has an incised, straight channel with a slope of \napproximately 0.01 ft/ft, an average channel top width of 41 ft and an average bank height \nof 4 ft. The channel bed material ranges from gravel to boulders with a median grain size \n(D50) of 47.7 mm (0.157 ft). The geomorphic assessment at the time of the Level I and \nLevel II site visit on July 24, 1996, indicated that the reach was stable.\nThe Pleasant Street crossing of Union Brook is a 34-ft-long, two-lane bridge consisting of \none 29-foot steel-beam span (Vermont Agency of Transportation, written communication, \nOctober 13, 1995). The opening length of the structure parallel to the bridge face is 26.6 ft. \nThe bridge is supported by vertical, concrete abutments with wingwalls. The channel is \nskewed approximately 25 degrees to the opening while the opening-skew-to-roadway is 30 \ndegrees.\nA scour hole 0.5 ft deeper than the mean thalweg depth was observed along the upstream \nleft wingwall and upstream end of the left abutment during the Level I assessment. The \nscour protection measures at the site were type-1 stone fill (less than 12 inches diameter) \nalong the upstream left bank, the upstream left wingwall, and the downstream left bank, and \ntype-2 stone fill (less than 36 inches diameter) along the downstream right bank. There is \nalso a laid-up stone wall in front of the downstream left wingwall. Additional details \ndescribing conditions at the site are included in the Level II Summary and Appendices D \nand 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). \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 0.5 ft. The worst-case \ncontraction scour occurred at the 500-year discharge. Abutment scour ranged from 4.2 to \n13.3 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. \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, 51 p.",
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"name": "Medalie, Laura lmedalie@usgs.gov",
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