Item talk:Q81071
From geokb
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"name": "Level II scour analysis for Bridge 94 (FERDVT01050094) on State Route 105, crossing the Nulhegan River, Ferdinand, Vermont",
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"abstract": "This report provides the results of a detailed Level II analysis of scour potential at structure \nFERDVT01050094 on State Route 105 crossing the Nulhegan River, Ferdinand, 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.\nThe site is in the White Mountain section of the New England physiographic province in \nnortheastern Vermont. The 38.4-mi2\n drainage area is in a predominantly rural and forested\nbasin. In the vicinity of the study site, the surface cover is grass and brush with wetlands \nimmediately adjacent to the stream channel.\nIn the study area, the Nulhegan River has a meandering channel with a slope of \napproximately 0.002 ft/ft, an average channel top width of 60 ft and an average channel \ndepth of 6 ft. The predominant channel bed material is sand with a median grain size (D50) \nof 0.465 mm (0.00153 ft). The geomorphic assessment at the time of the Level I and Level \nII site visit on July 5, 1995, indicated that the reach was laterally unstable.\nThe State Route 105 crossing of the Nulhegan Riveris a 44-ft-long, two-lane bridge \nconsisting of one 42-foot steel-beam span (Vermont Agency of Transportation, written \ncommunication, March 6, 1995). The bridge is supported by vertical, concrete abutments \nwith wingwalls. The channel is skewed approximately 10 degrees to the opening while the \nopening-skew-to-roadway is zero degrees. \nScour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on \nthe upstream right bank, the upstream right wingwall, the right abutment, the downstream \nend of the left abutment and the downstream wingwalls. Additional details describing \nconditions at the site are included in the Level II Summary and Appendices D and E.\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.\nContraction scour for all modelled flows ranged from 1.2 to 1.9 ft. The worst-case \ncontraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.6 to \n11.0 ft. The worst-case abutment scour also occurred at the 500-year discharge. Total scour \ndepths computed for this site were not below the bottom of the footings, except for the 500-\nyear discharge model at the left abutment. Additional information on scour depths and \ndepths to armoring are included in the section titled \u201cScour Results\u201d. Scoured-streambed \nelevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were \ncalculated assuming an infinite depth of erosive material and a homogeneous particle-size \ndistribution. \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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