Item talk:Q79481
From geokb
{
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"name": "Level II scour analysis for Bridge 21 (MIDBTH00230021) on Town Highway 23, crossing the Middlebury River, Middlebury, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nMIDBTH00230021 on Town Highway 23 crossing the Middlebury River, Middlebury, \nVermont (figures 1\u20138). A Level II study is a basic engineering analysis of the site, including \na quantitative 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 Vermont. The 44.8-mi2\n drainage area is in a predominantly rural and forested \nbasin. In the vicinity of the study site, the surface cover is suburban consisting of single \nhouses, each with a lawn, trees, and shrubs on all of the overbank areas bordering the river.\n\nIn the study area, the Middlebury River has a straight channel with a slope of approximately \n0.02 ft/ft, an average channel top width of 87 ft and an average channel depth of 11 ft. The \nchannel bed material ranges from gravel to boulders with a median grain size (D50) of 152 \nmm (0.498 ft). The geomorphic assessment at the time of the Level I and Level II site visit \non June 18, 1996, indicated that the reach was stable.\n\nThe Town Highway 23 crossing of the Middlebury River is a 52-ft-long, two-lane bridge \nconsisting of one 49-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, December 14, 1995). The opening length of the structure parallel to the \nbridge face is 42.3 feet. The bridge is supported by vertical, concrete abutments with \nwingwalls at each end of the left abutment only. The channel is skewed approximately 10 \ndegrees to the opening. The opening-skew-to-roadway from the VTAOT records is zero \ndegrees while 5 degrees was computed from surveyed points.\n\nA scour hole 1.0 foot deeper than the mean thalweg depth was observed in the channel at \nthe upstream bridge face during the Level I assessment. The scour protection measure at the \nsite was type-2 stone fill (less than 36 inches diameter) on the upstream and downstream \nbanks and the upstream and downstream left wingwalls. Additional details describing \nconditions at the 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) for the 100- and 500-\nyear discharges. In addition, the incipient roadway-overtopping discharge is determined and \nanalyzed as another potential worst-case scour scenario. Total scour at a highway crossing \nis comprised of three components: 1) long-term streambed degradation; 2) contraction \nscour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local \nscour (caused by accelerated flow around piers and abutments). Total scour is the sum of \nthe three components. Equations are available to compute depths for contraction and local \nscour and a summary of the results of these computations follows.\n\nContraction scour for all modelled flows ranged from 1.2 to 1.8 feet. The worst-case \ncontraction scour occurred at the incipient overtopping discharge, which is less than the \n500-year discharge. Abutment scour ranged from 17.7 to 23.7 feet. The worst-case \nabutment scour occurred at the 500-year discharge. Additional information on scour depths \nand depths to armoring are included in the section titled \u201cScour Results\u201d. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. \nA cross-section of the scour computed at the bridge is presented in figure 8. Scour depths \nwere calculated assuming an infinite 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.",
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"name": "Degnan, James R. jrdegnan@usgs.gov",
"givenName": "James R.",
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"name": "New England Water Science Center",
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