Item talk:Q79602
From geokb
{
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"name": "Level II scour analysis for Bridge 13 (PFRDTH00030013) on Town Highway 3, crossing Furnace Brook, Pittsford, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nPFRDTH00030013 on Town Highway 3 crossing Furnace Brook, Pittsford, 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 Taconic section of the New England physiographic province in western \nVermont. The 17.1-mi2\n drainage area is in a predominantly rural and forested basin. In the \nvicinity of the study site, the surface cover is grass along the downstream right bank while \nthe remaining banks are primarily forested. \n\nIn the study area, Furnace Brook has an incised, sinuous channel with a slope of \napproximately 0.03 ft/ft, an average channel top width of 49 ft and an average channel \ndepth of 4 ft. The predominant channel bed material ranges from gravel to bedrock with a \nmedian grain size (D50) of 70.2 mm (0.230 ft). The geomorphic assessment at the time of \nthe Level I and Level II site visit on June 20, 1995, indicated that the reach was stable.\n\nThe Town Highway 3 crossing of Furnace Brook is a 75-ft-long, two-lane bridge consisting \nof one 72-ft-long steel stringer span (Vermont Agency of Transportation, written \ncommunication, March 14, 1995). The bridge is supported by vertical, concrete abutments \nwith spill-through slopes. The channel is skewed approximately 20 degrees to the opening \nwhile the opening-skew-to-roadway is 35 degrees. The opening-skew-to-roadway was \ndetermined from surveyed data collected at the bridge although, information provided from \nthe VTAOT files, indicates that the opening-skew-to-roadway is 30 degrees (Appendix D).\n\nThe scour protection measures at the site included type-2 stone fill (less than 36 inches \ndiameter) on the spill-through slope along each abutment. Type-2 stone fill scour protection \nwas also found along the upstream left wingwall and downstream right wingwall. Type-1 \n(less than 12 inches diameter) stone fill scour protection was found along the upstream right \nwingwall and downstream left wingwall. No bank protection was observed downstream or \nupstream. Additional details describing conditions at the site are included in the Level II \nSummary 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 ranged from 1.2 to 2.0 ft. The worst-case \ncontraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.8 to \n13.1 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 although, bedrock outcropping is apparent both \nupstream and downstream of this bridge. \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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