Level II scour analysis for Bridge 27 (ANDOTH00290027) on Town Highway 29, crossing Middle Branch Williams River, Andover, Vermont
Open-File Report 97-225
Prepared in cooperation with Vermont Agency of Transportation and Federal Highway Administration
- Ronda L. Burns and Emily C. Wild
This report provides the results of a detailed Level II analysis of scour potential at structure ANDOTH00290027 on Town Highway 29 crossing the Middle Branch Williams River, Andover, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.
The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 12.7-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the left bank upstream of the bridge while the immediate bank has woody vegetation. The surface cover on the upstream right bank is forest. Downstream of the bridge the left bank is pasture and the right bank has woody vegetation.
In the study area, the Middle Branch Williams River has an incised, straight channel with a slope of approximately 0.009 ft/ft, an average channel top width of 63 ft and an average bank height of 5 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 64.7 mm (0.212 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 10, 1996, indicated that the reach was stable.
The Town Highway 29 crossing of the Middle Branch Williams River is a 34-ft-long, two- lane bridge consisting of one 32-foot steel-beam span (Vermont Agency of Transportation, written communication, April 5, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is 0 degrees.
A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. Scour protection measures at the site include type- 2 stone fill (less than 36 inches diameter) along the upstream right bank and downstream left bank and around the upstream left and right wingwalls. Type- 3 stone fill (less than 48 inches diameter) is located along the base of the left abutment in the scour hole, at the end of the downstream left wingwall and along the upstream left bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.
Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.
Contraction scour for all modelled flows ranged from 0.4 to 0.9 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge and the 100-year discharge. Abutment scour ranged from 10.7 to 13.6 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.
It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.
Additional Publication Details
- Publication type:
- Publication Subtype:
- USGS Numbered Series
- Level II scour analysis for Bridge 27 (ANDOTH00290027) on Town Highway 29, crossing Middle Branch Williams River, Andover, Vermont
- Series title:
- Open-File Report
- Series number:
- Year Published:
- U.S. Geological Survey
- Publisher location:
- Pembroke, NH
- iv, 50 p.
- Number of Pages:
- United States
- Other Geospatial:
- Middle Branch Williams River