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At least 451 records · Page 25Linked to original sources
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 46 (ENOSVT01080046) on State Route 108, crossing an Unnamed "The Branch" Tributary, Enosburg, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure ENOSVT01080046 on State Route 108 crossing an unnamed "The Branch" tributary, Enosburg, 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 north-central Vermont. The 1.55-mi 2 drainage area is in a predominantly rural, pasture and forested basin. In the vicinity of the study site, the surface cover is pasture. In the study area, this unnamed "The Branch" tributary has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 45 ft and an average channel depth of 3 ft. The predominant channel bed material is gravel and cobbles with a median grain size (D 50 ) of 42.4 mm (0.139 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 29, 1995, indicated that the reach was laterally unstable. Block failure slumping of bank material was evident at an upstream cut-bank and another minor cut-bank was noted downstream. The State Route 108 crossing of this unnamed "The Branch" tributary is a 25-ft-long, twolane bridge consisting of one 22-foot concrete span (Vermont Agency of Transportation, written communication, March 8, 1995). 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 zero degrees. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) at 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 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 0.3 to 0.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 4.0 to 8.0 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↗
USGS1997

Level II scour analysis for Bridge 22 (REDSVT01000022) on State Route 100, crossing the West Branch Deerfield River, Readsboro, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure REDSVT01000022 on State Route 100 crossing the West Branch Deerfield River, Readsboro, 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 southern Vermont. The 25.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, the West Branch Deerfield River has an incised, straight channel with a slope of approximately 0.025 ft/ft, an average channel top width of 63 ft and an average channel depth of 10 ft. The predominant channel bed materials are cobbles and boulders with some bedrock exposure noted under the bridge. The bed material has a median grain size (D 50 ) of 141.0 mm (0.463 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 30, 1996, indicated that the reach was stable. The State Route 100 crossing of the West Branch Deerfield River is a 119-ft-long, two-lane bridge consisting of one 110-foot steel-beam span (Vermont Agency of Transportation, written communication, September 28, 1995). The bridge is supported by vertical, concrete abutments with spill-through embankments. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 50 degrees. The scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) on the spill-through embankments of each abutment and the banks upstream and downstream. 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. There was no predicted contraction scour for any of the modelled flows. Abutment scour ranged from 4.9 to 11.6 ft. The worst-case abutment scour occurred at the right abutment for the 500-year discharge. However, historical information indicates the right abutment is in contact with bedrock at least in part. 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↗
USGS1997

Level II scour analysis for Bridge 27 (ANDOTH00290027) on Town Highway 29, crossing Middle Branch Williams River, Andover, Vermont

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-mi 2 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 (D 50 ) 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.

Vermont↗
USGS1997

Level II scour analysis for Bridge 38 (ANDOVT00110038) on State Route 11, crossing the Middle Branch Williams River, Andover, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure ANDOVT00110038 on State Route 11 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 south central Vermont. The 5.65-mi 2 drainage area is in a predominantly rural and forested basin. Upstream and downstream of the study site banks and overbanks are forested. In the study area, the Middle Branch Williams River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 44 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to boulders with a median grain size (D 50 ) of 54.0 mm (0.177 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 5, 1996, indicated that the reach was stable. The State Route 11 crossing of the Middle Branch Williams River is a 33-ft-long, two-lane bridge consisting of one 31-foot concrete T-beam span (Vermont Agency of Transportation, written communication, March 29, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 55 degrees to the opening while the measured opening-skew-to-roadway is 45 degrees. There were no scour problems observed during the Level I assessment. Type-4 stone fill (less than 60 inches diameter) and type-3 stone fill (less than 48 inches diameter) was present on the left bank upstream and right bank upstream respectively. Type-2 stone fill (less than 36 inches diameter) was present in the upstream left wing wall area. 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 1.8 to 3.4 ft. The worst-case contraction scour occurred at the 500-year flow. Abutment scour ranged from 12.0 to 14.0 ft. The worst-case abutment scour occurred at the 500-year flow at the right abutment. 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↗
USGS1978

On the development of strong-motion instrument networks in the United States

This report outlines a plan for the distribution of strong-motion instrumentation throughout the United States. The present "national" network of strong-motion instrumentation has evolved through the merger of several programs initiated by different agencies and organizations with objectives ranging from research to regulation. It is the result of the coordination of instrument maintenance and record archival currently provided by the Seismic Engineering Branch of the U.S. Geological Survey (formerly the Seismological Field Survey of the U.S. Coast & Geodetic Survey, or the National Ocean Survey, or the National Oceanic and Atmospheric Administration). The USGS operates the program under funding from the National Science Foundation (NSF) in cooperation with other federal, state, and local agencies. NSF supports a data management function and the operation of a network of about 200 accelerographs and 300 seismoscopes utilized for studies of ground motion and building response. The State of California is developing its own strong-motion instrumentation program (CSMIP), which includes measurements of ground motion as well as the response of representative types of structures. The CSMIP network is the largest network operated by a single agency anywhere in the world. Eventually it will contain a total of about 1000 accelerographs. The Army Corps of Engineers (COE) is developing a program for monitoring the response of earth dams, which eventually will include as many as 400 instruments on over 100 dams. Other agencies and organizations are developing networks appropriate to their missions or objectives. At present the number of instruments owned by these other agencies is less than 100 in each case, although several agencies are still expanding their networks. The present distribution of accelerographs in the United States is indicated in Figure 1 (see: USGS, 1977, also). In 1964 the cities of Los Angeles and Beverly Hills, California passed ordinances which required 3 accelerographs to be installed in all high-rise buildings. Initially, these instruments were installed and maintained as a part of the strong-motion program of the Seismological Field Survey (SFS). As the number of installations required by such codes increased, it became apparent that the maintenance of these instruments placed an inordinate burden on and created an imbalance in the SFS operated program (in 1972, 50 percent of the "national" program was concentrated in Los Angeles). With the transfer of the SFS program responsibility to the NSF and with the development of the CSMIP, the responsibility for maintenance of code required instruments has reverted to the city building officials and the building owners. As the coordinated network of strong-motion instruments has grown, the maintenance of the instruments has required a larger staff than the USGS could provide under existing personnel ceilings. This situation has been resolved by the agencies with the larger networks performing their own installation and maintenance. The USGS maintains an archive of first class copies of all records, whereas other agencies maintain archives of their own records, only. In addition, the USGS coordinates the routine processing of all of the significant records, although other agencies will process their own data if they consider it to have a higher priority than does the USGS. In response to a recent change in their legislated charter, the CSMIP is beginning to develop a capability to process the data collected under that program.

Open-File Report↗
USGS2013

Proceedings of a workshop on American Eel passage technologies

Recent concerns regarding a decline in recruitment of American eels ( Anguilla rostrata ) have prompted efforts to restore this species to historic habitats by providing passage for both upstream migrant juveniles and downstream migrant adults at riverine barriers, including low-head and hydroelectric dams (Castonguay et al. 1994, Haro et al. 2000). These efforts include development of management plans and stock assessment reviews in both the US and Canada (COSEWIC 2006, Canadian Eel Working Group 2009, DFO 2010, MacGregor et al. 2010, ASMFC 2000, ASMFC 2006, ASMFC 2008, Williams and Threader 2007), which target improvement of upstream and downstream passage for eels, as well as identification and prioritization of research needs for development of new and more effective passage technologies for American eels. Traditional upstream fish passage structures, such as fishways and fish lifts, are often ineffective passing juvenile eels, and specialized passage structures for this species are needed. Although designs for such passage structures are available and diverse (Knights and White 1998, Porcher 2002, FAO/DVWK 2002, Solomon and Beach 2004a,b, Environment Agency UK 2011), many biologists, managers, and engineers are unfamiliar with eel pass design and operation, or unaware of the technical options available for upstream eel passage, Better coordination is needed to account for eel passage requirements during restoration efforts for other diadromous fish species. Also, appropriately siting eel passes at hydropower projects is critical, and siting can be difficult and complex due to physical restrictions in access to points of natural concentrations of eels, dynamic hydraulics of tailrace areas, and presence of significant competing flows from turbine outfalls or spill. As a result, some constructed eel passes are sited poorly and may pass only a fraction of the number of eels attempting to pass the barrier. When sited and constructed appropriately, however, eel passes can effectively pass thousands of individuals in a season (Appendix D). technologies for preventing impingement and entrainment mortality and injury of downstream migrant eels at hydropower projects are not well developed. Traditional downstream fish passage mitigative techniques originally developed for salmonids and other species are frequently ineffective passing eels (Richkus and Dixon 2003, EPRI 2001, Bruijs and Durif 2009). Large hydropower projects, with high project flows or intake openings that cannot be fitted with racks or screens with openings small enough to exclude eels, pose significant passage problems for this species, and turbine impingement and entrainment mortality of eels can be as high as 100%. Spill mortality and injury may also be significant for eels, given their tendency to move during high flow events when projects typically spill large amounts of flow. Delays in migration of eels that have difficulty locating and utilizing bypass entrances can also be significant. Therefore, downstream passage technologies are at a much more nebulous state of development than upstream passage technologies, and require further evaluation and improvement before rigorous design guidelines can be established. There have been few studies conducted to evaluate effectiveness of current mitigative measures for both upstream and downstream passage of eels. Research is needed to determine eel migratory timing, behavior, and appropriate mitigation technologies for specific sites and eel life history stages. Both upstream and downstream eel passage structures can be difficult to evaluate in terms of performance, and examples of how evaluation and monitoring can be accomplished were reviewed at the workshop.

Report↗
USGS1998

Level II scour analysis for Bridge 32 (FERRTH00190032) on Town Highway 19, crossing the South Slang Little Otter Creek, Ferrisburgh, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure FERRTH00190032 on Town Highway 19 crossing the South Slang Little Otter Creek (Hawkins Slang Brook), Ferrisburg, 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 (FHWA, 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 Champlain section of the St. Lawrence Valley physiographic province in west-central Vermont. The 8.00-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover consists of wetlands upstream and downstream of the bridge with trees and pasture on the wide flood plains. In the study area, the South Slang Little Otter Creek has a meandering channel with essentially no channel slope, an average channel top width of 932 ft and an average bank height of 6 ft. The channel bed material ranges from clay to sand. Sieve analysis indicates that greater than 50% of the sample is coarse silt and clay and thus a medium grain size by use of sieve analysis was indeterminate. The median grain size was assumed to be a course silt with a size (D 50 ) of 0.061mm (0.0002 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 2, 1996, indicated that the reach was stable. The Town Highway 19 crossing of the South Slang Little Otter Creek is a 45-ft-long, twolane bridge consisting of one 42-foot concrete box-beam span (Vermont Agency of Transportation, written communication, December 11, 1995). The opening length of the structure parallel to the bridge face is 41.8 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 3.5 ft deeper than the mean thalweg depth was observed in the upstream channel. Also a scour hole 2.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour protection measures at the site are type-1 stone fill (less than 12 inches diameter) around the left and right abutments, along the upstream and downstream road embankments, and across the entire upstream and downstream bridge face. 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) for the 100- and 500-year discharges. 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 14.0 to 20.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.2 to 8.3 ft. The worst-case abutment scour occurred at the 500-year discharge. The predicted scour is well above the pile bottom elevations. 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. 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↗
USGS1988

On-line estimation of nonlinear physical systems

Recursive algorithms for estimating states of nonlinear physical systems are presented. Orthogonality properties are rediscovered and the associated polynomials are used to linearize state and observation models of the underlying random processes. This requires some key hypotheses regarding the structure of these processes, which may then take account of a wide range of applications. The latter include streamflow forecasting, flood estimation, environmental protection, earthquake engineering, and mine planning. The proposed estimation algorithm may be compared favorably to Taylor series-type filters, nonlinear filters which approximate the probability density by Edgeworth or Gram-Charlier series, as well as to conventional statistical linearization-type estimators. Moreover, the method has several advantages over nonrecursive estimators like disjunctive kriging. To link theory with practice, some numerical results for a simulated system are presented, in which responses from the proposed and extended Kalman algorithms are compared. ?? 1988 International Association for Mathematical Geology.

Mathematical Geology↗
USGS2020

Disease can shape marine ecosystems

This chapter reviews how marine ecosystems respond to parasites. Evidence from several marine ecosystems shows that parasites can wield control over ecosystem structure, function, and dynamics by regulating host density and phenotype. Like predators, parasites can generate or modify trophic cascades, regulate important foundational species and ecosystem engineers, and mediate species coexistence by affecting competitive outcomes. Sometimes the parasites have clear positive impacts within ecosystems, such as increasing species diversity or maintaining ecosystem stability. Other times, parasites may have destabilizing effects that signal an ecosystem out of balance. But it is now clear that some (but not all) parasites can have strong and, at times, predictable effects, and should thus be incorporated into food web and ecosystem models.

Book chapter↗
USGS2012

Should ground-motion records be rotated to fault-normal/parallel or maximum direction for response history analysis of buildings?

In the United States, regulatory seismic codes (for example, California Building Code) require at least two sets of horizontal ground-motion components for three-dimensional (3D) response history analysis (RHA) of building structures. For sites within 5 kilometers (3.1 miles) of an active fault, these records should be rotated to fault-normal and fault-parallel (FN/FP) directions, and two RHAs should be performed separately—when FN and then FP direction are aligned with transverse direction of the building axes. This approach is assumed to lead to two sets of responses that envelope the range of possible responses over all nonredundant rotation angles. The validity of this assumption is examined here using 3D computer models of single-story structures having symmetric (torsionally stiff) and asymmetric (torsionally flexible) layouts subjected to an ensemble of near-fault ground motions with and without apparent velocity pulses. In this parametric study, the elastic vibration period is varied from 0.2 to 5 seconds, and yield-strength reduction factors, R , are varied from a value that leads to linear-elastic design to 3 and 5. Further validations are performed using 3D computer models of 9-story structures having symmetric and asymmetric layouts subjected to the same ground-motion set. The influence of the ground-motion rotation angle on several engineering demand parameters (EDPs) is examined in both linear-elastic and nonlinear-inelastic domains to form benchmarks for evaluating the use of the FN/FP directions and also the maximum direction (MD). The MD ground motion is a new definition for horizontal ground motions for use in site-specific ground-motion procedures for seismic design according to provisions of the American Society of Civil Engineers/Seismic Engineering Institute (ASCE/SEI) 7-10. The results of this study have important implications for current practice, suggesting that ground motions rotated to MD or FN/FP directions do not necessarily provide the most critical EDPs in nonlinear-inelastic domain; however, they tend to produce larger EDPs than as-recorded (arbitrarily oriented) motions.

Open-File Report↗
USGS1996

Level II scour analysis for Bridge 24 (HARDTH00490024) on Town Highway 49, crossing Nichols Brook at Mackville Pond Outlet, Hardwick, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HARDTH00490024 on Town Highway 49 crossing Nichols Brook at Mackville Pond Outlet, Hardwick, 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 New England Upland section of the New England physiographic province in north-central Vermont. The 10.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is best described as suburban with residences, lawns, trees and roadways. There is a dam 54 feet downstream of the bridge which controls Mackville Pond upstream of the bridge. The vertical drop over the dam is 15 feet. Immediately upstream of the bridge the width of the waterway is 146 feet. The predominant channel bed material is sand with a median grain size (D 50 ) of 0.576 mm (0.00189 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 25, 1995, indicated that the reach was stable. The Town Highway 49 crossing of Nichols Brook at Mackville Pond Outlet is a 42-ft-long, two-lane bridge consisting of one 38-foot steel-beam span (Vermont Agency of Transportation, written communication, April 3, 1995). The bridge is supported by vertical, concrete abutments with wingwalls on the downstream end of the left abutment and upstream and downstream ends of the right abutment. The channel is not skewed to the opening, but the opening-skew-to-roadway is 5 degrees. Scour protection measures at the site include type-3 stone fill (less than 48 inches diameter) on the upstream side of the left roadway embankment and at the upstream end of the left abutment. Type-2 stone fill (less than 36 inches diameter) was on the upstream right roadway embankment. 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 4.7 to 21.0 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour at the left abutment ranged from 13.3 to 15.8 ft. with the worst-case occurring at the 500-year discharge. Abutment scour at the right abutment ranged from 8.1 to 9.8 ft. with the worst-case occurring at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scouredstreambed 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 particlesize 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 13 (IRAVT013300133) on State Route 133, crossing an Ira Brook Tributary, Ira, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure IRA-VT01330013 on State Route 133 crossing an Ira Brook Tributary, Ira, 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 Taconic section of the New England physiographic province in westcentral Vermont. The 2.88-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture while the immediate banks have dense tree cover. In the study area, this Ira Brook Tributary has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 40 ft and an average channel depth of 7 ft. The predominant channel bed material is cobble 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 June 14, 1995, indicated that the reach was stable. The State Route 133 crossing of this Ira Brook Tributary is a 28-ft-long, two-lane bridge consisting of one 26-foot concrete span (Vermont Agency of Transportation, written communication, March 13, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 5 degrees. A scour hole, approximately 0.5 ft deeper than the mean thalweg depth, was observed at the downstream end of the left abutment wall during the Level I assessment. The scour protection measures at the site were type-1 stone fill (less than 12 inches diameter) on the upstream left bank and upstream left wingwall and type-2 stone fill (less than 36 inches diameter) on the upstream right bank, upstream right wingwall, the downstream wingwalls and downstream banks. 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. There was no computed contraction scour for any of the modelled flows. Abutment scour ranged from 3.6 to 4.7 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. 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↗
USGS2023

Detrending Great Basin elevation to identify structural patterns for identifying geothermal favorability

Topography provides information about the structural controls of the Great Basin and therefore information that may be used to identify favorable structural settings for geothermal systems. The Nevada Machine Learning Project (NVML) tested the use of a digital elevation map (DEM) of topography as an input feature to predict geothermal system favorability. A recent study re-examines the NVML data, identifying the DEM as the most important feature, showing a broad uniform pattern of high-favorability in the lower-elevation west and low-favorability in the higher elevation east of their study area in north-central Nevada. This regional elevation trend conflicts with the geologic notion that local relative topography should be used to identify geologic structures associated with favorable structural settings for hydrothermal upflow. Specifically, local relative topography gives information about position in the mountains, in the valleys, or at the transitions between, aiding in identification of faults and fault intersections. As part of U.S. Geological Survey efforts to engineer features that are useful for predicting geothermal resources, we construct a detrended elevation map that emphasizes local relative topography and highlights features that geologists use for identifying geothermal systems (i.e., providing machine learning algorithms with features that may improve predictive skill by emphasizing the information used by geologists). Herein, we describe the removal of the regional trend in elevation to emphasize the basin-and-range scale structural features, creating detrended elevation maps. Regional elevation trends were estimated using a local linear regression and subtracted from the actual elevation using a 30-m DEM. In an effort to optimize the detrended surface, alternate versions were produced with different rates of smoothness resulting in three detrended elevation maps. The resulting elevation trend surfaces (a proxy for crustal thickness) are compared with conductive heat flow maps, and a general pattern was observed of a negative correlation between heat flow and regional elevation in many areas, indicating that thinner crust may be causing elevated heat flow in some areas and thicker crust may cause the observed heat flow lows. Because these detrended elevation maps emphasize geologic structure and relative displacement, these products may also be useful for other geologic research including mineral exploration, hydrologic research, and defining geologic provinces.

Geothermal Resources Council Transactions↗
USGS2006

Evaluating a small footprint, waveform-resolving lidar over coastal vegetation communities

NASA’s Experimental Advanced Airborne Research Lidar (EAARL) is a raster-scanning, waveform-resolving, green-wavelength (532 nm) lidar designed to map near-shore bathymetry, topography, and vegetation structure simultaneously. The EAARL sensor records the time history of the return waveform within a small footprint (20 cm diameter) for each laser pulse, enabling characterization of vegetation canopy structure and “bare earth” topography under a variety of vegetation types. A collection of individual waveforms combined within a synthesized large footprint was used to define three metrics: canopy height (CH), canopy reflection ratio (CRR), and height of median energy (HOME). Bare Earth Elevation (BEE) metric was derived using the individual small-footprint waveforms. All four metrics were tested for reproducibility, which resulted in an average of 95 percent correspondence within two standard deviations of the mean. CH and BEE values were also tested for accuracy using ground-truth data. The results presented in this paper show that combining several individual small-footprint laser pulses to define a composite “large-footprint” waveform is a possible method to depict the vertical structure of a vegetation canopy .

Photogrammetric Engineering and Remote Sensing↗
USGS2011

The fecal bacteria

The Fecal Bacteria offers a balanced, integrated discussion of fecal bacteria and their presence and ecology in the intestinal tract of mammals, in the environment, and in the food supply. This new volume covers their use in examining and assessing water quality in order to offer protection from illnesses related to swimming in or ingesting contaminated water, in addition to discussing their use in engineering considerations of water quality, modeling, monitoring, and regulations. Fecal bacteria are additionally used as indicators of contamination of ready-to-eat foods and fresh produce. The intestinal environment, the microbial community structure of the gut microbiota, and the physiology and genomics of this broad group of microorganisms are explored in the book. With contributions from an internationally recognized group of experts, the book integrates medicine, public health, environmental, and microbiological topics in order to provide a unique, holistic understanding of fecal bacteria. Moreover, it shows how the latest basic science and applied research findings are helping to solve problems and develop effective management strategies. For example, readers will discover how the latest tools and molecular approaches have led to our current understanding of fecal bacteria and enabled us to improve human health and water quality. The Fecal Bacteria is recommended for microbiologists, clinicians, animal scientists, engineers, environmental scientists, food safety experts, water quality managers, and students. It will help them better understand fecal bacteria and use their knowledge to protect human and environmental health. They can also apply many of the techniques and molecular tools discussed in this book to the study of a broad range of microorganisms in a variety of habitats.

Book↗
USGS2011

Two-dimensional streamflow simulations of the Jordan River, Midvale and West Jordan, Utah

The Jordan River in Midvale and West Jordan, Utah, flows adjacent to two U.S. Environmental Protection Agency Superfund sites: Midvale Slag and Sharon Steel. At both sites, geotechnical caps extend to the east bank of the river. The final remediation tasks for these sites included the replacement of a historic sheet-pile dam and the stabilization of the river banks adjacent to the Superfund sites. To assist with these tasks, two hydraulic modeling codes contained in the U.S. Geological Survey (USGS) Multi-Dimensional Surface-Water Modeling System (MD_SWMS), System for Transport and River Modeling (SToRM) and Flow and Sediment Transport and Morphological Evolution of Channels (FaSTMECH), were used to provide predicted water-surface elevations, velocities, and boundary shear-stress values throughout the study reach of the Jordan River. A SToRM model of a 0.7 mile subreach containing the sheet-pile dam was used to compare water-surface elevations and velocities associated with the sheet-pile dam and a proposed replacement structure. Maps showing water-surface elevation and velocity differences computed from simulations of the historic sheet-pile dam and the proposed replacement structure topographies for streamflows of 500 and 1,000 cubic feet per second (ft 3 /s) were created. These difference maps indicated that the velocities associated with the proposed replacement structure topographies were less than or equal to those associated with the historic sheet-pile dam. Similarly, water-surface elevations associated with the proposed replacement structure topographies were all either greater than or equal to water-surface elevations associated with the sheet-pile dam. A FaSTMECH model was developed for the 2.5-mile study reach to aid engineers in bank stabilization designs. Predicted water-surface elevations, velocities and shear-stress values were mapped on an aerial photograph of the study reach to place these parameters in a spatial context. Profile plots of predicted cross-stream average water-surface elevations and cross-stream maximum and average velocities showed how these parameters change along the study reach for two simulated discharges of 1,040 ft 3 /s and 2,790 ft 3 /s. The profile plots for the simulated streamflow of 1,040 ft 3 /s show that the highest velocities are associated with the constructed sheet-pile replacement structure. Results for the simulated streamflow of 2,790 ft 3 /s indicate that the geometry of the 7800 South Bridge causes more backwater and higher velocities than the constructed sheet-pile replacement structure.

Utah↗
USGS1960

Ground-water areas and well logs, Central Sevier Valley, Utah

Between September 1959 and June 1960 the United States Geological Survey and the Utah State Engineer, with financial assistance from Garfield, Millard, Piute, Sanpete, and Sevier Counties and from local water-users' associations, cooperated in an investigation to determine the structural framework of the central Sevier Valley and to evaluate the valley's ground-water potential. An important aspect of the study was the drilling of 22 test holes under private contract. These data and other data collected during the course of the larger ground-water investigation of which the test drilling was a part will be evaluated in a report on the geology and ground-water resources of the central Sevier Valley. The present report has been prepared to make available the logs of the test holes and to describe in general terms the availability of ground water in the different areas of the valley. The test holes were located to determine the subsurface geology of the valley, but of principal interest for this report is the water-bearing materials that were penetrated by the test holes. Ten of the holes penetrated materials capable of yielding sufficient water for irrigation; 10 holes penetrated water-yielding materials that could supply water for domestic or stock use; 2 holes were unsuccessful as water prospects but supplied geologic information. Generally, the water in the test holes was of good quality for stock, domestic, or irrigation use, except in test holes 1, 2, 4, 5, 16, 17, and 19 where water from some beds was highly mineralized. Water from the upper water-bearing bed in test holes 1, 2, 4, 5 and 16 and from the 6 upper water-bearing beds in test hole 19 was high in sodium chloride and sodium sulphate and would be unpalatable to humans and stock. The upper water in test hole 17 would be palatable to stock accustomed to brackish water, but the water from below 78 feet is too saline for any use. The central Sevier Valley has been divided into arbitrary ground-water areas that are based in part on topographic and geologic boundaries. The test holes are described by areas downstream from south to north, and the logs of table 1 are arranged from south to north.

Utah↗