Ronda L. Burns 1997 <p>This report provides the results of a detailed Level II analysis of scour potential at structure JAMATH00010025 on Town Highway 1 crossing Ball Mountain Brook, Jamaica, 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.</p> <br/> <p>The site is in the Green Mountain section of the New England physiographic province in southern Vermont. The 29.5-mi² drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest except on the downstream right bank which is pasture with some trees along the channel. </p> <br/> <p>In the study area, Ball Mountain Brook has an incised, straight channel with a slope of approximately 0.021 ft/ft, an average channel top width of 86 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D₅₀) of 222 mm (0.727 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 13, 1996, indicated that the reach was stable.</p> <br/> <p>The Town Highway 1 crossing of Ball Mountain Brook is a 78-ft-long, two-lane bridge consisting of one 75-foot steel-beam span (Vermont Agency of Transportation, written communication, March 29, 1995). The opening length of the structure parallel to the bridge face is 73 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the opening-skew-to-roadway is 30 degrees. </p> <br/> <p>A scour hole 1.0 ft deeper than the mean thalweg depth was observed at the upstream bridge face. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) along the upstream banks and along both abutments, and type-3 stone fill (less than 48 inches diameter) along the downstream banks. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.</p> <br/> <p>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.</p> <br/> <p>Contraction scour only occurred at the 500-year discharge and was 0.1 ft. Abutment scour ranged from 11.2 to 15.7 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. </p> <br/> <p>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.</p> application/pdf 10.3133/ofr97376 en U.S. Geological Survey Level II scour analysis for Bridge 25 (JAMATH00010025) on Town Highway 1, crossing Ball Mountain Brook, Jamaica, Vermont reports