Geology topics

Research about White River

Source-linked reports with geographic coverage including White River.

At least 19 recordsLinked to original sources

USGS2025

Not all who meander are lost: Migrating sea lamprey follow river thalwegs to facilitate safe and efficient passage upstream

Efficient navigation is crucial for the reproductive success of many migratory species, often driven by competing pressures to conserve energy and reduce predation risk. Little is known about how non-homing species achieve this balance. We show that sea lamprey ( Petromyzon marinus ), an ancient extant vertebrate, uses persistent patterns in hydro-geomorphology to quickly and efficiently navigate through complex ecosystems. Hydrodynamic flow models coupled with bathymetric mapping and fine-scale acoustic telemetry revealed movement paths that tracked thalweg scour channels, which are often the deepest and fastest-flowing sections of a river. These paths allow rapid and efficient upstream migration and suggest the existence of a bathymetric highway system. Near-substrate swimming along this path resulted in a median of 5.8% energy savings while also promoting improved safety from nocturnally active predators. We hypothesize sea lampreys use hydrostatic pressure-guided rheotaxis to achieve this navigation. It is likely this tactic relies on sensory information from the animal's primitive lateral line and perhaps the inner ear. Insights from this study can be used to redesign conservation practices to achieve improved control where the animal is invasive and improved fish passage within its native range.

Michigan↗

USGS2018

An exploratory Bayesian network for estimating the magnitudes and uncertainties of selected water-quality parameters at streamgage 03374100 White River at Hazleton, Indiana, from partially observed data

An exploratory discrete Bayesian network (BN) was developed to assess the potential of this type of model for estimating the magnitudes and uncertainties of an arbitrary subset of unmeasured water-quality parameters given the measured complement of parameters historically measured at a U.S. Geological Survey streamgage. Water-quality data for 27 water-quality parameters from 596 discrete measurements at U.S. Geological Survey streamgage 03374100 White River at Hazleton, Indiana, were used to develop this BN. Data for each of the water-quality parameters were discretized into five intervals based on the quintiles of the measured values. The 596 discrete measurements were randomly partitioned into a training set with 80 percent of the data and a testing set with 20 percent of the data to identify, estimate, and assess the training and testing accuracy of the Bayesian network. A BN with 28 nodes was formed from the 27 water-quality parameters and the month of sample collection. Based on data in the training set, a network with 53 directed edges and month as the target node was identified by minimizing the negative log-likelihood function for all nodes treated, in turn, as the target variable. The edge structure determines the number and magnitude of elements in conditional probability tables associated with all nodes. The effectiveness of the BN was assessed on the basis of correct classification rates to one of the five discrete intervals, which were computed separately for the training and testing datasets and for two conditioning variable sets. The selected sets of conditioning variables represent two of many possible sets of measured parameters on which to base estimates of unmeasured parameters. The first set includes only the month of sample collection ( month ), and an expanded set includes month and six other continuously measurable parameters, referred to as the ContMeasSet , all of which were obtained from the discrete data. Results indicated that the training dataset had average correct classification rates of 41.7- and 61.2-percent rates conditioned on the month and ContMeasSet sets, respectively. The testing dataset had somewhat lower average correct classification rates of 40.8 and 56.5 percent for the two conditioning variable sets. When conditioned on month only, the average correct classification rate for the testing dataset was only slightly lower than the average correct classification rate in the training dataset, indicating little model overfitting. When using the ContMeasSet , however, the average decrease in accuracy between training and testing sets was 4.9 percent. The training and testing datasets and both sets of conditioning variables, however, indicate that the BN would substantially outperform a random assignment model, which would be expected to have a 20-percent correct classification rate. In addition, the edge structure of the BN depicts how information can flow through the network, which may help prioritize parameters for measurement to facilitate estimation of unmeasured parameters. Finally, extension of a static BN, like the one developed in this report, to a dynamic BN may provide a basis for using high-frequency or continuous water-quality data to extend information in time between discrete water-quality samples, and this integration could mitigate some of the limitations of high-frequency and discrete water-quality sampling methods.

Indiana↗

USGS2016

Effect of a levee setback on aquatic resources using two-dimensional flow and bioenergetics models

Watershed restoration is the focus of many resource managers and can include a multitude of restoration actions each with specific restoration objectives. For the White River flowing through the cities of Pacific and Sumner, Washington, a levee setback has been proposed to reconnect the river with its historical floodplain to help reduce flood risks, as well as provide increased habitat for federally listed species of salmonids. The study presented here documents the use of a modeling framework that integrates two-dimensional hydraulic modeling with process-based bioenergetics modeling for predicting how changes in flow from reconnecting the river with its floodplain affects invertebrate drift density and the net rate of energy intake of juvenile salmonids. Modeling results were calculated for flows of 25.9 and 49.3 cubic meters per second during the spring, summer, and fall. Predicted hypothetical future mean velocities and depths were significantly lower and more variable when compared to current conditions. The abundance of low energetic cost and positive growth locations for salmonids were predicted to increase significantly in the study reach following floodplain reconnection, particularly during the summer. This modeling framework presents a viable approach for evaluating the potential fisheries benefits of reconnecting a river to its historical floodplain that integrates our understanding of hydraulic, geomorphology, and organismal biology.

Washington↗

USGS2015

Flood-inundation maps for the White River at Indianapolis, Indiana, 2014

Digital flood-inundation maps for a 6.4-mile reach of the White River in Indianapolis, Indiana, from 0.3 miles upstream of Michigan Street to the Harding Street Generating Station dam (at the confluence with Lick Creek), were created by the U.S. Geological Survey (USGS) in cooperation with the Indiana Office of Community and Rural Affairs. The flood-inundation maps, which can be accessed through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation/ , depict estimates of the areal extent and depth of flooding corresponding to selected water levels (stages) at the USGS streamgage on the White River at Indianapolis, Ind. (station number 03353000). Near-real-time stages at this streamgage may be obtained on the Internet from the USGS National Water Information System at http://waterdata.usgs.gov/ or the National Weather Service (NWS) Advanced Hydrologic Prediction Service at http://water.weather.gov/ahps/ , which also forecasts flood hydrographs at this site. Flood profiles were computed for the stream reach by means of a one-dimensional step-backwater model. The model was calibrated by using the current stage-discharge relations at three USGS streamgages: the White River at Indianapolis (station number 03353000), the White River at Michigan Street at Indianapolis (station number 03352953), and the White River at Stout Generating Station at Indianapolis (station number 03353611). The hydraulic model was then used to compute 11 water-surface profiles for flood stages at 1-foot (ft) intervals referenced to the White River at Indianapolis streamgage datum and ranging from 10 ft, or the NWS “action stage,” to 20 ft, which is the highest stage in the stage-discharge relation for the streamgage and the NWS “moderate flood stage.” The simulated water-surface profiles were then combined with a geographic information system digital elevation model (derived from light detection and ranging [lidar] data having a vertical 0.183-ft root mean squared error and 5.0-ft horizontal resolution) to delineate the area flooded at each water level. The availability of these maps, along with Internet information regarding current stage from the USGS streamgage and forecasted high-flow stages from the NWS, will provide emergency management personnel and residents with information that is critical for flood response activities such as evacuations and road closures, as well as for postflood recovery efforts.

Indiana↗

USGS2014

Benthic-invertebrate, fish-community, and streambed-sediment-chemistry data for streams in the Indianapolis metropolitan area, Indiana, 2009–2012

Aquatic-biology and sediment-chemistry data were collected at seven sites on the White River and at six tributary sites in the Indianapolis metropolitan area of Indiana during the period 2009 through 2012. Data collected included benthic-invertebrate and fish-community information and concentrations of metals, insecticides, herbicides, and semivolatile organic compounds adsorbed to streambed sediments. A total of 120 benthic-invertebrate samples were collected, of which 16 were replicate samples. A total of 26 fish-community samples were collected in 2010 and 2012. Thirty streambed-sediment chemistry samples were collected in 2009 and 2011, of which four were concurrent duplicate samples

Indiana↗

USGS2014

Flood-inundation maps for the White River near Edwardsport, Indiana

Digital flood-inundation maps for a 3.3-mile reach of the White River near Edwardsport, (Ind.), were created by the U.S. Geological Survey (USGS) in cooperation with the Indiana Department of Transportation. The inundation maps, which can be accessed through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation/, depict estimates of the areal extent and depth of flooding corresponding to selected water levels (stages) at USGS streamgage 03360730, White River near Edwardsport, Ind. Near-real-time stages at this streamgage may be obtained from the USGS National Water Information System at http://waterdata.usgs.gov/ or the National Weather Service Advanced Hydrologic Prediction Service at http://water.weather.gov/ahps/, which also forecasts flood hydrographs at this site (site EDWI3.) Flood profiles were computed for the White River near Edwardsport reach by means of a one-dimensional step-back-water model developed by the U.S. Army Corps of Engineers. The hydraulic model was calibrated by using the most current stage-discharge relations at USGS streamgage 03360730, White River near Edwardsport, Ind., and high-water marks from the flood of April 2013. The calibrated hydraulic model was then used to determine 19 water-surface profiles for flood stages at approximately 1-foot intervals referenced to the streamgage datum and ranging from bankfull to the highest stage of the current stage-discharge rating curve. The simulated water-surface profiles were then combined with a geographic information system digital elevation model to delineate the area flooded at each water level. The availability of these maps, along with Internet information regarding current stage from the USGS streamgage 03360730 White River near Edwardsport, Ind., and forecasted stream stages from the National Weather Service, provides emergency management personnel and residents with information that is critical for flood response activities such as evacuations and road closures, as well as for post-flood recovery efforts.

Indiana↗

USGS2013

Flood-inundation maps for the White River at Spencer, Indiana

Digital flood-inundation maps for a 5.3-mile reach of the White River at Spencer, Indiana, were created by the U.S. Geological Survey (USGS) in cooperation with the Indiana Office of Community and Rural Affairs. The inundation maps, which can be accessed through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation/, depict estimates of the areal extent and depth of flooding corresponding to selected water levels (stages) at the USGS streamgage White River at Spencer, Indiana (sta. no. 03357000). Current conditions for estimating near-real-time areas of inundation using USGS streamgage information may be obtained on the Internet at http://waterdata.usgs.gov/. National Weather Service (NWS)-forecasted peak-stage inforamation may be used in conjunction with the maps developed in this study to show predicted areas of flood inundation. In this study, flood profiles were computed for the stream reach by means of a one-dimensional step-backwater model. The model was calibrated by using the most current stage-discharge relation at the White River at Spencer, Indiana, streamgage and documented high-water marks from the flood of June 8, 2008. The hydraulic model was then used to compute 20 water-surface profiles for flood stages at 1-foot intervals referenced to the streamgage datum and ranging from the NWS action stage (9 feet) to the highest rated stage (28 feet) at the streamgage. The simulated water-surface profiles were then combined with a geographic information system digital elevation model (derived from Light Detection and Ranging (LiDAR) data) in order to delineate the area flooded at each water level. The availability of these maps along with Internet information regarding the current stage from the Spencer USGS streamgage and forecasted stream stages from the NWS will provide emergency management personnel and residents with information that is critical for flood response activities, such as evacuations and road closures, as well as for post-flood recovery efforts.

Indiana↗

USGS2013

Flood-inundation maps for the East Fork White River at Columbus, Indiana

Digital flood-inundation maps for a 5.4-mile reach of the East Fork White River at Columbus, Indiana, from where the Flatrock and Driftwood Rivers combine to make up East Fork White River to just upstream of the confluence of Clifty Creek with the East Fork White River, were created by the U.S. Geological Survey (USGS) in cooperation with the Indiana Department of Transportation. The inundation maps, which can be accessed through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation, depict estimates of the areal extent of flooding corresponding to selected water levels (stages) at USGS streamgage 03364000, East Fork White River at Columbus, Indiana. Current conditions at the USGS streamgage may be obtained on the Internet from the USGS National Water Information System (http://waterdata.usgs.gov/in/nwis/uv/?site_no=03364000&agency_cd=USGS&). The National Weather Service (NWS) forecasts flood hydrographs for the East Fork White River at Columbus, Indiana at their Advanced Hydrologic Prediction Service (AHPS) flood warning system Website (http://water.weather.gov/ahps/), that may be used in conjunction with the maps developed in this study to show predicted areas of flood inundation. In this study, flood profiles were computed for the stream reach by means of a one-dimensional step-backwater model. The hydraulic model was calibrated by using the most current stage-discharge relation at USGS streamgage 03364000, East Fork White River at Columbus, Indiana. The calibrated hydraulic model was then used to determine 15 water-surface profiles for flood stages at 1-foot (ft) intervals referenced to the streamgage datum and ranging from bankfull to approximately the highest recorded water level at the streamgage. The simulated water-surface profiles were then combined with a geographic information system digital elevation model (derived from Light Detection and Ranging (LiDAR) data), having a 0.37-ft vertical accuracy and a 1.02 ft horizontal accuracy), in order to delineate the area flooded at each water level. The availability of these maps, along with Internet information regarding current stage from the USGS streamgage at Columbus, Indiana, and forecasted stream stages from the NWS will provide emergency management personnel and residents with information that is critical for flood response activities such as evacuations and road closures as well as for post-flood recovery efforts.

Indiana↗

USGS2012

Flood-inundation maps for the White River at Newberry, Indiana

Digital flood-inundation maps for a 4.9-mile reach of the White River at Newberry, Indiana (Ind.), were created by the U.S. Geological Survey (USGS) in cooperation with the Indiana Office of Community and Rural Affairs. The inundation maps, which can be accessed through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation , depict estimates of the areal extent of flooding corresponding to selected water levels (stages) at USGS streamgage 03360500, White River at Newberry, Ind. Current conditions at the USGS streamgage may be obtained on the Internet ( http://waterdata.usgs.gov/in/nwis/uv?site_no=03360500 ). The National Weather Service (NWS) forecasts flood hydrographs at the Newberry streamgage. That forecasted peak-stage information, also available on the Internet, may be used in conjunction with the maps developed in this study to show predicted areas of flood inundation. For this study, flood profiles were computed for the White River reach by means of a one-dimensional step-backwater model developed by the U.S. Army Corps of Engineers. The hydraulic model was calibrated by using the most current stage-discharge relation at USGS streamgage 03360500, White River at Newberry, Ind., and high-water marks from a flood in June 2008.The calibrated hydraulic model was then used to determine 22 water-surface profiles for flood stages a1-foot intervals referenced to the streamgage datum and ranging from bankfull to approximately the highest recorded water level at the streamgage. The simulated water-surface profiles were then combined with a geographic information system digital elevation model (derived from Light Detection and Ranging (LiDAR) data) in order to delineate the area flooded at each water level. The availability of these maps, along with Internet information regarding current stage from the USGS streamgage at Newberry, Ind., and forecasted stream stages from the NWS, provide emergency management personnel and residents with information that is critical for flood response activities such as evacuations and road closures as well as for post-flood recovery efforts.

Indiana↗

USGS2011

Hypolimnetic dissolved-oxygen dynamics within selected White River reservoirs, northern Arkansas-southern Missouri, 1974-2008

Dissolved oxygen is a critical constituent in reservoirs and lakes because it is essential for metabolism by all aerobic aquatic organisms. In general, hypolimnetic temperature and dissolved-oxygen concentrations vary from summer to summer in reservoirs, more so than in natural lakes, largely in response to the magnitude of flow into and release out of the water body. Because eutrophication is often defined as the acceleration of biological productivity resulting from increased nutrient and organic loading, hypolimnetic oxygen consumption rates or deficits often provide a useful tool in analyzing temporal changes in water quality. This report updates a previous report that evaluated hypolimnetic dissolved-oxygen dynamics for a 21-year record (1974-94) in Beaver, Table Rock, Bull Shoals, and Norfork Lakes, as well as analyzed the record for Greers Ferry Lake. Beginning in 1974, vertical profiles of temperature and dissolved-oxygen concentrations generally were collected monthly from March through December at sites near the dam of each reservoir. The rate of change in the amount of dissolved oxygen present below a given depth at the beginning and end of the thermal stratification period is referred to as the areal hypolimnetic oxygen deficit. Areal hypolimnetic oxygen deficit was normalized for each reservoir based on seasonal flushing rate between April 15 and October 31 to adjust for wet year and dry year variability. Annual cycles in thermal stratification within Beaver, Table Rock, Bull Shoals, Norfork, and Greers Ferry Lakes exhibited typical monomictic (one extended turnover period per year) characteristics. Flow dynamics drive reservoir processes and need to be considered when analyzing areal hypolimnetic oxygen deficit rates. A nonparametric, locally weighted scatter plot smooth line describes the relation between areal hypolimnetic oxygen deficit and seasonal flushing rates, without assuming linearity or normality of the residuals. The results in this report are consistent with earlier findings that oxygen deficit rates and flushing-rate adjusted areal hypolimnetic oxygen deficit in Beaver and Table Rock Lakes were decreasing between 1974 and 1994. The additional data (1995-2008) demonstrate that the decline in flushing-rate adjusted areal hypolimnetic oxygen deficit in Beaver Lake has continued, whereas that in Table Rock Lake has flattened out in recent years. The additional data demonstrate the flushing-rate adjusted areal hypolimnetic oxygen deficit in Bull Shoals and Norfork Lakes have declined since 1995 (improved water quality), which was not indicated in earlier studies, while Greers Ferry Lake showed little net change over the period of record. Given the amount of data (35 years) for these reservoirs, developing an equation or model to predict areal hypolimnetic oxygen deficit and, therefore, areal hypolimnetic oxygen content, on any given day during future stratification seasons may be useful for reservoir managers.

Missouri;Arkansas↗

USGS2004

A fish survey of the White River, Nevada

In spring and summer 1991 and 1992, we surveyed fishes of the White River system, Nye and White Pine Counties, Nevada, to determine the status of natives. There are 5 known native fishes to the White River: Lepidomeda albivallis (White River spinedace), Crenichthys baileyi albivallis (Preston White River springfish), Crenichthys baileyi thermophilus (Moorman White River springfish), Catostomus clarki intermedius (White River desert sucker), and Rhinichthys osculus ssp. (White River speckled dace). All 5 had declined in range. Lepidomeda albivallis had experienced the greatest decline, with less than 50 remaining, and these were restricted to a 70-m stream reach. Rhinichthys osculus spp. was most widespread, found in 18 spring systems. Cottus bairdi (mottled sculpin) was collected for the 1st time from the White River system, where it was probably native. Protective measures should be implemented to conserve all native White River fishes to include C. bairdi.

Nevada↗

USGS1997

Level II scour analysis for Bridge 34 (ROCHTH00210034) on Town Highway 21, crossing the White River, Rochester, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure ROCHTH00210034 on Town Highway 21 crossing the White River, Rochester, 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, obtained 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 74.8-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is suburban on the upstream and downstream left overbanks, though brush prevails along the immediate banks. On the upstream and downstream right overbanks, the surface cover is pasture with brush and trees along the immediate banks. In the study area, the White River has an incised, straight channel with a slope of approximately 0.002 ft/ft, an average channel top width of 102 ft and an average bank height of 5 ft. The channel bed material ranges from sand to cobble with a median grain size (D 50 ) of 74.4 mm (0.244 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 23, 1996, indicated that the reach was stable. The Town Highway 21 crossing of the White River is a 72-ft-long, two-lane bridge consisting of 70-foot steel stringer span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 67.0 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is zero degrees. Channel scour, 1.5 ft deeper than the mean thalweg depth was observed along the left abutment and wingwalls during the Level I assessment. Scour countermeasures at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream left bank and the upstream and downstream left road embankments, type-2 (less than 36 inches diameter) along the upstream end of the upstream left wingwall and downstream left bank, and type-3 (less than 48 inches diameter) along the downstream end of the downstream left wingwall. 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). In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. 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 discharges was zero. Left abutment scour ranged from 6.8 to 21.2 ft. Right abutment scour ranged from 13.9 to 18.4 ft. The worst-case abutment scour occurred at the 500-year discharge at the left and right abutments. 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.

Vermont↗

USGS1996

Level II scour analysis for Bridge 35 (RANDTH00650035) on Town Highway 65, crossing the Second Branch White River, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00650035 on town highway 65 crossing the Second Branch White River, Randolph, 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 of central Vermont. The 47.2-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the surface cover is pasture except for the downstream left bank which is forested. There is some woody vegetation on the immediate channel banks upstream of the bridge. In the study area, the Second Branch White River has a sinuous channel with alluvial boundaries and a slope of approximately 0.002 ft/ft, an average channel top width of 52 ft and an average channel depth of 7 ft. The predominant channel bed materials are sand and gravel with a median grain size (D 50 ) of 1.37 mm (0.0045 ft). The geomorphic assessment at the time of the Level I site visits on August 11, 1994 and December 1, 1994, indicated that the reach was laterally unstable. The town highway 65 crossing of the Second Branch White River is a 33-ft-long, one-lane bridge consisting of one 28-foot steel-beam span (Vermont Agency of Transportation, written communication, July 29, 1994). The bridge is supported by vertical, stone abutments with wingwalls. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is 15 degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and 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 0.0 to 2.4 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge which was 5,870 cfs less than the 100-year discharge. Abutment scour at the left abutment ranged from 5.7 to 13.9 ft. with the worst-case occurring at the 500-year discharge. Abutment scour at the right abutment ranged from 9.2 to 11.3 ft. with the worst-case occurring at the incipient-overtopping 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.

Vermont↗

USGS1996

Level II scour analysis for Bridge 15 (GRNVTH00230015) on Town Highway 23, crossing the Third Branch of the White River, Granville, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure GRNVTH00230015 on town highway 23 crossing the Third Branch of the White River, Granville, 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). A Level I study is included in Appendix E of this report. A Level I study 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 can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Granville. The 23.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage except for the downstream banks, which are residential. In the study area, the Third Branch of the White River has an incised, sinuous channel with a slope of approximately 0.0128 ft/ft, an average channel top width of 42 ft and an average channel depth of 4 ft. The predominant channel bed material is cobble (D 50 is 108 mm or 0.353 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 21, 1994, indicated that the reach was laterally unstable. The town highway 23 crossing of the Third Branch of the White River is a 35-ft-long, one-lane bridge consisting of one 31-foot steel beam span (Vermont Agency of Transportation, written communication, August 26, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 10 degrees. The only scour protection measures in place at the site were type-1 stone fill (less than 12 inches diameter) along the upstream right bank, upstream right wingwall, and right abutment. Retaining walls are in place along the upstream left bank up to the upstream end of the upstream left wingwall and both downstream banks with the left bank wall extending from the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and 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 scour 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 to 0.4 ft. The worst-case contraction scour occurred at the incipient overtopping discharge. Abutment scour ranged from 9.8 to 13.9 ft. The worst-case abutment scour occurred at the 100-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 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.

Vermont↗

USGS1996

Level II scour analysis for Bridge 10 (HANCTH00010010) on Town Highway 1, crossing the White River, Hancock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HANCTH00010010 on town highway 1 crossing the White River, Hancock, 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 of central Vermont. The 59.8-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is primarily grass with trees and brush on the immediate channel banks. In the study area, the White River has a sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 104 ft and an average channel depth of 6 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D50) of 98.9 mm (0.325 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 15, 1994, indicated that the reach was stable. The town highway 1 crossing of the White River is a 91-ft-long, two-lane bridge consisting of one 89-foot steel-beam span (Vermont Agency of Transportation, written communication, August 26, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is 0 degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and 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 was 0.0 feet. Abutment scour ranged from 13.1 to 17.1 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.

Vermont↗

USGS1996

Level II scour analysis for Bridge 38 (RANDTH00640038) on Town Highway 64, crossing the Second Branch of the White River, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00640038 on town highway 64 crossing the Second Branch of the White River, Randolph, 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 of central Vermont. The 46.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the The upstream left bank is forested, the upstream right bank is covered primarily by brush, the surface cover is pasture on the downstream left and row crops on the downstream right. In the study area, the Second Branch of the White River has an incised, sinuous channel with a slope of approximately 0.0015 ft/ft, an average channel top width of 71 ft and an average channel depth of 8 ft. The predominant channel bed material is gravel with a median grain size (D 50 ) of 32.0 mm (0.105 ft). The geomorphic assessment at the time of the Level I site visits on August 10, 1994 and December 5, 1994 indicated that the reach was laterally unstable. The town highway 64 crossing of the Second Branch of the White Riveris a 43-ft-long, one-lane covered bridge consisting of one 35-foot steel-beam span (Vermont Agency of Transportation, written communication, August 1, 1994). The bridge is supported by vertical, stone abutments with upstream wingwalls. The channel bends sharply at it’s approach to the bridge, however, at the bridge face, the channel is skewed approximately 0 degrees to the opening. The opening-skew-to-roadway is also 0 degrees. A scour hole 2 ft deeper than the mean thalweg depth was observed upstream of the bridge along the outside of the channel bend. Other scour problems at this site included undermining of the right abutment at it’s upstream and downstream ends. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and 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 1.7 to 2.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.2 to 24.2 ft. The worst-case abutment scour also 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.

Vermont↗

USGS1996

Level II scour analysis for Bridge 145 (HANCVT01000145) on Vermont Highway 100, crossing the Hancock Branch of the White River, Hancock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HANCVT01000145 on State Route 100 crossing the Hancock Branch of the White River, Hancock, 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 22.0-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is urban on left bank and forested on the right bank upstream of the bridge while the immediate banks have woody vegetation. Downstream of the bridge surface cover on both banks is pasture while the immediate banks have woody vegetation. In the study area, the Hancock Branch of the White River has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 48 ft and an average channel depth of 3 ft. The predominant channel bed materials are cobble and gravel with a median grain size (D 50 ) of 71.9 mm (0.236 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 16, 1994, indicated that the reach was stable. State Route 100 crossing the Hancock Branch of the White River is a 55-ft-long, two-lane bridge consisting of one 53-foot steel-beam span (Vermont Agency of Transportation, written communication, August 26, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is not skewed to the opening and the opening-skewto-roadway is 0 degrees. The only scour protection measures at the site were type-3 stone fill (less than 48 inches diameter) at the upstream right wingwall, both downstream wingwalls and the downstream ends of both abutments. Also there was type-2 stone fill (less than 36 inches diameter) at the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and 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 3.4 to 4.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 8.2 to 11.1 ft. The worst-case abutment scour occurred at the 100-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.

Vermont↗

USGS1993

Effects of advanced treatment of municipal wastewater on the White River near Indianapolis, Indiana: Trends in water quality, 1978-86

The City of Indianapolis has constructed state-of-the-art advanced municipal wastewater-treatment systems to enlarge and upgrade the existing secondary-treatment processes at its Belmont and Southport treatment plants. These new advanced-wastewater-treatment plants became operational in 1983. A nonparametric statistical procedure--a modified form of the Wilcoxon-Mann-Whitney rank-sum test--was used to test for trends in time-series water-quality data from four sites on the White River and from the Belmont and Southport wastewater-treatment plants. Time-series data representative of pre-advanced- (1978-1980) and post-advanced- (1983--86) wastewater-treatment conditions were tested for trends, and the results indicate substantial changes in water quality of treated effluent and of the White River downstream from Indianapolis after implementation of advanced wastewater treatment. Water quality from 1981 through 1982 was highly variable due to plant construction. Therefore, this time period was excluded from the analysis. Water quality at sample sites located upstream from the wastewater-treatment plants was relatively constant during the period of study (1978-86). Analysis of data from the two plants and downstream from the plants indicates statistically significant decreasing trends in effluent concentrations of total ammonia, 5-day biochemical-oxygen demand, fecal-coliform bacteria, total phosphate, and total solids at all sites where sufficient data were available for testing. Because of in-plant nitrification, increases in nitrate concentration were statistically significant in the two plants and in the White River. The decrease in ammonia concentrations and 5-day biochemical-oxygen demand in the White River resulted in a statistically significant increasing trend in dissolved-oxygen concentration in the river because of reduced oxygen demand for nitrification and biochemical oxidation processes. Following implementation of advanced wastewater treatment, the number of river-quality samples that failed to meet the water-quality standards for ammonia and dissolved oxygen that apply to the White River decreased substantially.

Indiana↗