Item talk:Q79471
From geokb
{
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"name": "Level II scour analysis for Bridge 31 (BRISTH00030031) on Town Highway 3, crossing the New Haven River, Bristol, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nBRISTH00030031 on Town Highway 3 crossing the New Haven River, Bristol, 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.\n\nThe site is in the Green Mountain section of the New England physiographic province in \nwest-central, western Vermont. The 69.1-mi2\n drainage area is in a predominantly rural and \nforested basin. In the vicinity of the study site, the surface cover is forest except on the \ndownstream left overbank which has closely spaced houses with lawns.\n\nIn the study area, the New Haven River has an incised, sinuous channel with a slope of \napproximately 0.01 ft/ft, an average channel top width of 136 ft and an average bank height \nof 13 ft. The channel bed material ranges from gravel to boulder with a median grain size \n(D50) of 233 mm (0.765 ft). The geomorphic assessment at the time of the Level I and Level \nII site visit on June 20, 1996, indicated that the reach was stable. \n\nThe Town Highway 3 crossing of the New Haven River is a 105-ft-long, two-lane bridge \nconsisting of a 101-ft-long pony truss span (Vermont Agency of Transportation, written \ncommunication, November 30, 1995). The opening length of the structure parallel to the \nbridge face is 98 ft. The bridge is supported by vertical, concrete abutments with wingwalls. \nThe channel is skewed approximately 60 degrees to the opening, with no opening-skew-to-roadway.\n\nA local scour hole 3 ft deeper than the mean thalweg depth was observed near the exit cross \nsection during the Level I assessment. Scour countermeasures included a stone wall on the \nupstream right bank, type-3 stone fill (less than 48 inches diameter) on the upstream and \ndownstream left banks, and type-2 stone fill (less than 36 inches diameter) on the \ndownstream end of the right abutment and on the downstream right bank. Additional details \ndescribing conditions at the site are included in the Level II Summary and Appendices D \nand E.\n\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.\n\nThere was no contraction scour for any of the modelled flows. Abutment scour ranged from \n12.7 to 16.4 ft. The worst-case abutment scour occurred at the 500-year discharge. \nAdditional information on scour depths and depths to armoring are included in the section \ntitled \u201cScour Results\u201d. Scoured-streambed elevations, based on the calculated scour depths, \nare presented in tables 1 and 2. A cross-section of the scour computed at the bridge is \npresented in figure 8. Scour depths were calculated assuming an infinite depth of erosive \nmaterial 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.",
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