USGS Science⌕ Search

SEARCH · USGS Science

Results for “Information Circular”

Search indexed USGS publications on groundwater, aquifers, geologic maps, mineral resources and earthquakes. Explore source records by subject and place.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 469 records · Page 26Linked to original sources
USGS2007

A conceptual life-history model for pallid and shovelnose sturgeon

Intensive management of the Missouri and Mississippi Rivers has resulted in dramatic physical changes to these rivers. These changes have been implicated as causative agents in the decline of pallid sturgeon. The pallid sturgeon, federally listed as endangered, is endemic to the turbid waters of the Missouri River and the Lower Mississippi River. The sympatric shovelnose sturgeon historically was more common and widespread than the pallid sturgeon. Habitat alteration, river regulation, pollution, and over-harvest have resulted in the now predictable patterns of decline and localized extirpation of sturgeon across species and geographic areas. Symptomatic of this generalized pattern of decline is poor reproductive success, and low or no recruitment of wild juveniles to the adult population. The purpose of this report is to introduce a conceptual life-history model of the factors that affect reproduction, growth, and survival of shovelnose and pallid sturgeons. The conceptual model provided here was developed to organize the understanding about the complex life history of Scaphirhynchus sturgeons. It was designed to be used for communication, planning, and to provide the structure for a population-forecasting model. These models are intended to be dynamic and responsive to new information and changes in river management, thereby providing scientists, stakeholders, and managers with ways to improve understanding of the effects of management actions on the ecological requirements of Scaphirhynchus sturgeons. As new scientific knowledge becomes available, it could be included in the model in many ways at various integration levels.

Circular↗
USGS1997

Level II scour analysis for Bridge 20 (BRISTH00270020) on Town Highway 27, crossing Little Notch Brook, Bristol, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRISTH00270020 on Town Highway 27 crossing Little Notch Brook, Bristol, 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 west-central Vermont. The 8.43-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover consists of pasture with trees, shrubs, and brush along the road embankments and the stream banks, except for the downstream left overbank area. Surface cover on the downstream left overbank is forest with dense undergrowth consisting of vines, shrubs, and brush. In the study area, Little Notch Brook has a sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 47 feet and an average bank height of 3 feet. The predominant channel bed materials are gravel and cobbles with a median grain size (D 50 ) of 66.0 mm (0.216 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 19, 1995, indicated that the reach was stable. The Town Highway 27 crossing of Little Notch Brook is a 48-ft-long, one-lane bridge consisting of one 45-foot steel pony-truss span (Vermont Agency of Transportation, written communication, November 30, 1995). The opening length of the structure parallel to the bridge face is 42.8 feet. 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. A scour hole 1.0 feet deeper than the mean thalweg depth was observed along the upstream left wingwall and the upstream end of the left abutment during the Level I assessment. The only scour protection measure at the site was a crude, block-cut stone wall, which extended from the upstream end of the upstream left wingwall to 45 feet upstream. 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. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential 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 flows ranged from 0.0 to 0.2 feet. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 12.2 to 13.4 feet at the left abutment and from 3.6 to 5.0 feet at the right abutment. 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 25 (REDSTH00360025) on Town Highway 36, crossing the West Branch Deerfield River, Readsboro, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure REDSTH00360025 on Town Highway 36 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 south-central Vermont. The 14.5-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 upstream right bank and forest on the upstream left bank. The surface cover on the downstream right and left banks is primarily grass, shrubs and brush. In the study area, the West Branch Deerfield River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 65 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 117 mm (0.383 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 1, 1996, indicated that the reach was stable. The Town Highway 36 crossing of the West Branch Deerfield River is a 59-ft-long, two-lane bridge consisting of one 57-foot concrete T-beam span (Vermont Agency of Transportation, written communication, September 28, 1995). The opening length of the structure parallel to the bridge face is 54 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 30 degrees. During the Level I assessment, a scour hole approximately 2 ft deeper than the mean thalweg depth was observed along the upstream right wingwall and a scour hole approximately 1 ft deeper than the mean thalweg depth was observed along the downstream left wingwall. The 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, at the upstream end of the upstream right wingwall, at the downstream end of the right abutment, along the entire base length of the downstream right wingwall, along the upstream right bank and along the downstream left bank. A stone wall was noted 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 0.0 to 0.6 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge. Abutment scour ranged from 15.1 to 16.3 ft along the left abutment and from 7.4 to 9.2 ft along the right abutment. The worst-case abutment scour occurred at the incipient-overtopping and 500-year discharges for the left abutment and at the 500-year discharge for 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↗
USGS1995

Propagation and composition of the flood wave on the upper Mississippi River, 1993

During spring and summer 1993, record flooding inundated much of the upper Mississippi River Basin. The magnitude of the damages-in terms of property, disrupted business, and personal trauma was unmatched by any other flood disaster in United States history. Property damage alone is expected to exceed $10 billion. Damaged highways and submerged roads disrupted overland transportation throughout the flooded region. The Mississippi and the Missouri Rivers were closed to navigation before, during, and after the flooding. Millions of acres of productive farmland remained under water for weeks during the growing season. Rills and gullies in many tilled fields are the result of the severe erosion that occurred throughout the Midwestern United States farmbelt. The hydrologic effects of extended rainfall throughout the upper Midwestern United States were severe and widespread. The banks and channels of many rivers were severely eroded, and sediment was deposited over large areas of the basin's flood plain. Record flows submerged many areas that had not been affected by previous floods. Industrial and agricultural areas were inundated, which caused concern about the transport and fate of industrial chemicals, sewage effluent, and agricultural chemicals in the floodwaters. The extent and duration of the flooding caused numerous levees to fail. One failed levee on the Raccoon River in Des Moines, Iowa, led to flooding of the city's water treatment plant. As a result, the city was without drinking water for 19 days. As the Nation's principal water-science agency, the U.S. Geological Survey (USGS) is in a unique position to provide an immediate assessment of some of the hydrological effects of the 1993 flood. The USGS maintains a hydrologic data network and conducts extensive water-resources investigations nationwide. Long-term data from this network and information on local and regional hydrology provide the basis for identifying and documenting the effects of the flooding . During the flood, the USGS provided continuous streamflow and related information to the National Weather Service (NWS), the U.S. Army Corps of Engineers, the Federal Emergency Management Agency (FEMA), and many State and local agencies as part of its role to provide basic information on the Nation's surface- and ground-water resources at thousands of locations across the United States. The NWS has used the data in forecasting floods and issuing flood warnings. The data have been used by the Corps of Engineers to operate water diversions, dams, locks, and levees. The FEMA and many State and local emergency management agencies have used USGS hydrologic data and NWS forecasts as part of the basis of their local flood-response activities. In addition, USGS hydrologists are conducting a series of investigations to document the effects of the flooding and to improve understanding of the related processes. The major initial findings from these studies will be reported in this Circular series as results become available. U.S. Geological Survey Circular 1120, Floods in the Upper Mississippi River Basin, 1993, consists of individually published chapters that will document the effects of the 1993 flooding. The series includes data and findings on the magnitude and frequency of peak discharges; precipitation; water-quality characteristics, including nutrients and man-made contaminants; transport of sediment; assessment of sediment deposited on flood plains; effects of inundation on ground-water quality; flood-discharge volume; effects of reservoir storage on flood peaks; stream-channel scour at selected bridges; extent of floodplain inundation; and documentation of geomorphologic changes.

upper Mississippi River basin↗
USGS1999

Environmental characteristics and water quality of hydrologic benchmark network stations in the Midwestern United States, 1963-95

This report describes the environmental characteristics and water quality at 14 benchmark basins in the Midwestern United States. The information in this report was compiled to aid in the application and interpretation of historical water-quality data collected by the U.S. Geological Survey Hydrologic Benchmark Network program. The streams discussed in this report drain either forested areas or grasslands with a variety of land-use activities that range from recreational use, timber harvesting, and military training on publicly owned land to agriculture and residential development on privately owned land.

Circular↗
USGS2002

The U.S. Geological Survey and the Chesapeake Bay – The role of science in environmental restoration

The Chesapeake Bay is the Nation's largest estuary and historically supported one of the most productive fisheries in the world. In addition to supporting aquatic communities and wildlife, the bay's watershed serves the economic and recreational needs of 15 million people. The fertile soils of the watershed support significant agricultural production. Unfortunately, the commercial, economic, and recreational value of the bay and its watershed has been degraded by poor water quality, loss of habitat, and overharvesting of living resources. Since the early 1980's, the Chesapeake Bay Program, which is a partnership among Maryland, Virginia, Pennsylvania, the District of Columbia, the Federal Government, and the Chesapeake Bay Commission, has been formulating and implementing restoration goals to restore living resources, minimize habitat loss, and reduce the amount of nutrients, sediment, and toxic substances entering the bay. The U.S. Geological Survey has the critical role of providing unbiased scientific information to be used in helping to formulate, implement, and assess the effectiveness of restoration goals in the bay and its watershed.

Chesapeake Bay watershed↗
USGS2023

System characterization report on the BlackSky Global multispectral sensor

Executive Summary This report addresses system characterization of the BlackSky Global satellites and is part of a series of system characterization reports produced and delivered by the U.S. Geological Survey Earth Resources Observation and Science Cal/Val Center of Excellence. These reports present and detail the methodology and procedures for characterization; present technical and operational information about the specific sensing system being evaluated; and provide a summary of test measurements, data retention practices, data analysis results, and conclusions. The BlackSky Global satellites are three-band multispectral imagers (red, green, and blue multispectral bands plus a panchromatic band) with a 0.8- to 0.9-meter (m) pixel ground sample distance for the assessed satellites. BlackSky Global satellites 9 and 12–17 were launched in March and December 2021, respectively, into a Sun-synchronous orbit of 430–450 kilometers with an inclination of 42–53 degrees and a swath width of 6 kilometers at nadir. Each Global satellite has an expected lifetime of about 3 years. More information on the BlackSky Global satellites is available in the “Land Remote Sensing Satellites Online Compendium” ( https://calval.cr.usgs.gov/apps/compendium ) and from BlackSky at Real-Time Space-Based Intelligence (blacksky.com) The Earth Resources Observation and Science Cal/Val Center of Excellence system characterization team completed data analyses to characterize the geometric (interior and exterior) and spatial performances. Results of these analyses indicate that the assessed BlackSky Global satellites have an interior geometric performance in the range of −0.011 m (−0.012 pixel) to 0.007 m (0.008 pixel) in easting and −0.018 m (−0.020 pixel) to 0.012 m (0.013 pixel) in northing in band-to-band registration; an exterior geometric performance using ground control points of 8.0-m circular error (95-percent certainty) for orthorectified products and 10.7- to 17.4-m circular error (95-percent certainty) for nonorthorectified products, depending on the geolocation metadata used; and a spatial performance in the range of 1.70 to 2.43 pixels for full width at half maximum, with a modulation transfer function at a Nyquist frequency in the range of 0.032 to 0.084.

Open-File Report↗
USGS1997

Level II scour analysis for Bridge 137 (FERRUS00070137) on U.S. Route 7, crossing Little Otter Creek, Ferrisburg, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure FERRUS00070137 on U.S. Route 7 crossing Little Otter Creek, 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 (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 Champlain section of the St. Lawrence Valley physiographic province in northwestern Vermont. The 56.7-mi 2 drainage area is in a predominantly rural and forested basin with some pasture on the valley bottom. In the vicinity of the study site, the surface cover consists of pasture upstream of the bridge. Downstream of the bridge the surface cover consists of trees, shrubs, and grass. In the study area, Little Otter Creek has a meandering channel with a slope of approximately 0.007 ft/ft, an average channel top width of 86 ft and an average channel depth of 3 ft. The predominant channel bed materials are cobbles and gravel with a median grain size (D 50 ) of 54.9 mm (0.180 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 1, 1996, indicated that the reach was laterally unstable. The U.S. Route 7 crossing of Little Otter Creek is a 157-ft-long, two-lane bridge consisting of three steel-beam spans (Vermont Agency of Transportation, written communication, December 12, 1995). The bridge is supported by vertical, concrete abutment walls with spill-through embankments in front of each abutment wall and two solid concrete piers. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is zero degrees. The scour protection measures at the site consist of type-3 stone fill (less than 48 inches diameter) on the banks upstream and downstream of the bridge and the lower half of the spill-through embankment slopes on each abutment. Type-1 stone fill (less than 12 inches diameter) protects the upper half of the spill-through embankments and each 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 1.8 to 2.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 10.4 to 14.9 ft. The worst-case abutment scour occurred at the 500-year discharge. There are two piers for which computed pier scour ranged from 7.5 to 13.4 ft. The left and right piers in this report are presented as pier 1 and pier 2 respectively. The worst-case pier scour occurred at pier 1 for 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 45 (BRNETH00070045) on Town Highway 7, crossing the Stevens River, Barnet, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRNETH00070045 on Town Highway 7 crossing the Stevens River, Barnet, 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 east-central Vermont. The 41.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and pasture downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, the Stevens River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 100 ft and an average bank height of 17 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 105 mm (0.344 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 22, 1995, indicated that the reach was stable. The Town Highway 7 crossing of the Stevens River is a 37-ft-long, two-lane bridge consisting of one 34-foot concrete slab span (Vermont Agency of Transportation, written communication, March 16, 1995). The opening length of the structure parallel to the bridge face is 33 ft. 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 20 degrees. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the entire left and right abutments, upstream and downstream wingwalls, and upstream 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 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. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential 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 flows ranged from 0.8 to 5.4 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was greater than the 100-year discharge. Left abutment scour ranged from 21.8 to 28.6 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 14.6 to 17.4 ft. The worst-case right abutment scour occurred at the incipient roadway-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↗
USGS2007

Proceedings for a workshop on deposit modeling, mineral resource assessment, and their role in sustainable development

The world's use of nonfuel mineral resources continues to increase to support a growing population and increasing standards of living. The ability to meet this increasing demand is affected especially by concerns about possible environmental degradation associated with minerals production and by competing land uses. What information does the world need to support global minerals development in a sustainable way? Informed planning and decisions concerning sustainability and future mineral resource supply require a long–term perspective and an integrated approach to resource, land use, economic, and environmental management worldwide. Such perspective and approach require unbiased information on the global distribution of identified and especially undiscovered resources, the economic and political factors influencing their development, and the potential environmental consequences of their exploitation. The U.S. Geological Survey and the former Deposit Modeling Program of the International Union of Geological Sciences (IUGS) of the United Nations Educational, Scientific and Cultural Organization (UNESCO) sponsored a workshop on "Deposit Modeling, Mineral Resource Assessment, and Their Role in Sustainable Development" at the 31st International Geological Congress (IGC) in Rio de Janeiro, Brazil, on August 18–19, 2000. The purpose of the workshop was to review the state-of-the-art in mineral deposit modeling and resource assessment and to examine the role of global assessments of nonfuel mineral resources in sustainable development. The workshop addressed questions such as the following: Which of the available mineral deposit models and assessment methods are best suited for predicting the locations, deposit types, and amounts of undiscovered nonfuel mineral resources remaining in the world? What is the availability of global geologic, mineral deposit, and mineral exploration information? How can mineral resource assessments be used to address economic and environmental issues? Presentations included overviews of assessment methods applied in previous national and other small-scale assessments of large regions and of the resulting assessment products and their uses. Twenty-seven people from Canada, China, Finland, Germany, Japan, Peru, Slovenia, South Africa, United States, and Venezuela participated in the 2-day post-Congress workshop. The attendees represented academia, government, environmental organizations, and the mining industry.

Circular↗
USGS2013

U.S. Geological Survey core science systems strategy: Characterizing, synthesizing, and understanding the critical zone through a modular science framework

Executive Summary Core Science Systems is a new mission of the U.S. Geological Survey (USGS) that resulted from the 2007 Science Strategy, “Facing Tomorrow’s Challenges: U.S. Geological Survey Science in the Decade 2007–2017.” This report describes the Core Science Systems vision and outlines a strategy to facilitate integrated characterization and understanding of the complex Earth system. The vision and suggested actions are bold and far-reaching, describing a conceptual model and framework to enhance the ability of the USGS to bring its core strengths to bear on pressing societal problems through data integration and scientific synthesis across the breadth of science. The context of this report is inspired by a direction set forth in the 2007 Science Strategy. Specifically, ecosystem-based approaches provide the underpinnings for essentially all science themes that define the USGS. Every point on Earth falls within a specific ecosystem where data, other information assets, and the expertise of USGS and its many partners can be employed to quantitatively understand how that ecosystem functions and how it responds to natural and anthropogenic disturbances. Every benefit society obtains from the planet— food, water, raw materials to build infrastructure, homes and automobiles, fuel to heat homes and cities, and many others— are derived from or affect ecosystems. The vision for Core Science Systems builds on core strengths of the USGS in characterizing and understanding complex Earth and biological systems through research, modeling, mapping, and the production of high quality data on the Nation’s natural resource infrastructure. Together, these research activities provide a foundation for ecosystem-based approaches through geologic mapping, topographic mapping, and biodiversity mapping. The vision describes a framework founded on these core mapping strengths that makes it easier for USGS scientists to discover critical information, share and publish results, and identify potential collaborations that transcend all USGS missions. The framework is designed to improve the efficiency of scientific work within USGS by establishing a means to preserve and recall data for future applications, organizing existing scientific knowledge and data to facilitate new use of older information, and establishing a future workflow that naturally integrates new data, applications, and other science products to make interdisciplinary research easier and more efficient. Given the increasing need for integrated data and interdisciplinary approaches to solve modern problems, leadership by the Core Science Systems mission will facilitate problem solving by all USGS missions in ways not formerly possible. The report lays out a strategy to achieve this vision through three goals with accompanying objectives and actions. The first goal builds on and enhances the strengths of the Core Science Systems mission in characterizing and understanding the Earth system from the geologic framework to the topographic characteristics of the land surface and biodiversity across the Nation. The second goal enhances and develops new strengths in computer and information science to make it easier for USGS scientists to discover data and models, share and publish results, and discover connections between scientific information and knowledge. The third goal brings additional focus to research and development methods to address complex issues affecting society that require integration of knowledge and new methods for synthesizing scientific information. Collectively, the report lays out a strategy to create a seamless connection between all USGS activities to accelerate and make USGS science more efficient by fully integrating disciplinary expertise within a new and evolving science paradigm for a changing world in the 21st century.

Circular↗
USGS1999

Turbidite pathways in Cascadia Basin and Tufts abyssal plain, Part A, Astoria Channel, Blanco Valley, and Gorda Basin

This open-file report was prepared in support of the USGS Earthquake Hazards of Cascadia Project. The primary objective of this phase of the project is to determine recurrence intervals of turbidites in Cascadia basin-floor channel systems and evaluate implications of this event record for the paleoseismic history of the Cascadia subduction zone. The purpose of this study is to determine whether the canyon/channel systems themselves are blocked or deformed in such a way that the downstream turbidite stratigraphy might be biased. To accomplish this investigation approximately 7500 kilometers of pre-existing 3.5 KHz seismic data were evaluated to determine the direction and extent of the Astoria Channel/pathway system, which originates at the base of the Astoria Fan. Additionally, distribution and thickness of turbidite sediment sequences were determined along each identified pathway. Bathymetery and distance were used to determine gradients along the main pathway axis and for each of the secondary pathways that feed into it. Channel pathways were identified on the basis of channel phyisiography, where visible at the seafloor, subbottom channel configuration, and acoustic packets of sediments that might represent turbidite deposits. A principal result of this study is that the Astoria Channel/pathway extends continuously from the base of the Astoria Fan southward along the base of the continental slope through the Blanco Valley, then heads southwestward through the Gorda Basin and into the region of the Escanaba Trough. Additionally it was determined that the Astoria Channel is filled and basically buried for it's full length south of 44 degrees latitude. The 44 North Slump, as defined by Goldfinger (1999, see Map 3 ref.), may have been instrumental in blocking the pathway and thus contributed to the filling of the channel/pathway. Sheets 1 and 2 show the Astoria and secondary turbidite pathways highlighted in blue. Ship survey tracklines are shown for the area studied; they are time and date coded, and color keyed to each ship ID data base listed at the bottom of each sheet. The first letter in the cruise ID is an abbreviation letter for the ship name, the following numbers represent the consecutive cruise number of that year, followed by the year number. The letters at the end of the ID represent the survey area, ie. NC- northern California, NP- north Pacific. Locations of selected sample seismic sections illustrated on sheets 3-5 also are shown. Scales for each of the sheets are the same as for sheets 3-5, which allows for overlaying of track data onto the interpretations shown on Maps A-C. Sheets 3 (MAP A), 4 (MAP B), and 5 (MAP C) show channel pathway location, bathymetric depth based on the USGS COW data base (Ca/Or/Wa), pathway morphology, and thickness of turbidite sediment fill at various locations. The interpreted turbidite sediments are color highlighted on the selected seismic sections to differentiate them from the typical deep sea sediments below and to the side of the turbidite pathways. Thickness of sediment fill, in meters, is shown along major pathways in white circular highlights. The data and interpretations rest on a background of USGS GLORIA side scan sonar imagery (1984) to illustrate the relationship of pathway position to sub sea features. Channel distance points are plotted along channel centerlines at 20,000 m intervals. These points begin at the start of each interpreted channel pathway. A bathymetric depth was assigned to each distance point. These data points were then used to construct channel gradient curves for the Astoria, Eel, Bear Valley, and Mendocino channel pathways. These gradients are plotted on sheet 6 of this report and illustrate the similarities and differences between each of the pathways. Sheet 7 shows various views of the Mendocino/Mattole Canyon heads as an example of useful derivative information of the Seabeam bathymetric data. These views illustrate that the Mendocino pathway probably was directed from it's canyon mouth, to the northwest at an earlier time, but was diverted to the west along the base of the Mendocino Ridge by a major fault event in the recent past. Offset of the southwest channel wall is readily evident in views B and D. This apparent disruption complicates the turbidite history of the Mendocino pathway.

California;Oregon↗
USGS2023

System characterization report on the Pléiades Neo Imager

Executive Summary This report addresses system characterization of the Pléiades Neo satellite and is part of a series of system characterization reports produced and delivered by the U.S. Geological Survey Earth Resources Observation and Science Cal/Val Center of Excellence. These reports present and detail the methodology and procedures for characterization; present technical and operational information about the specific sensing system being evaluated; and provide a summary of test measurements, data retention practices, data analysis results, and conclusions. Pléiades Neo is a constellation of four identical very-high-resolution optical satellites operated by Airbus Defence and Space. The first two satellites, Pléiades Neo-3 and -4, were launched in April and August 2021, respectively. The next two satellites, launched in December 2022, did not reach orbit because of Vega-C launch vehicle failure. Pléiades Neo provides several technical improvements to previous Pléiades-HR satellites, including the addition of coastal aerosol (deep blue) and red edge spectral bands, with improved ground sample distance and swath. The Pléiades Neo satellites were designed and built by Airbus Defence and Space with the high-resolution, multispectral imager for Earth imaging and use the S950 optical satellite bus. The high-resolution sensor on Pléiades Neo collects Earth data in the visible and near-infrared region with six bands and a panchromatic band. The satellites can operate off nadir to achieve a revisit of less than 1 day. More information on Pléiades Neo satellites and sensors is available in the “Land Remote Sensing Satellites Online Compendium” ( https://calval.cr.usgs.gov/apps/compendium# ) and from the manufacturer ( https://www.intelligence-airbusds.com/imagery/constellation/pleiades-Neo/ ). The Earth Resources Observation and Science Cal/Val Center of Excellence system characterization team completed data analyses to characterize the geometric (interior and exterior), radiometric, and spatial performances. Results of these analyses indicate that Pléiades Neo has an interior geometric performance in the range of 0.01 meter (m; 0.008 pixel) to −0.017 m (−0.014 pixel) in band-to-band registration; an exterior geometric performance in the range of −7.015 m (−0.702 pixel) to 3.846 m (0.385 pixel) offset in comparison to Sentinel-2 using ground control points of 2.2 to 7.2 m (95-percent circular error); a radiometric performance in the range of −0.070 (minimum) to −0.053 (maximum) in offset and 1.107 (minimum) to 1.202 (maximum) in slope; and a spatial performance in the range of 1.002 to 1.226 pixels at full width at half maximum with a modulation transfer function at a Nyquist frequency in the range of 0.22 to 0.34 (bands 2–7).

Open-File Report↗
USGS1998

Level II scour analysis for Bridge 17 (NEWHTH00200017) on Town Highway 20, crossing Little Otter Creek, New Haven, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWHTH00200017 on Town Highway 20 crossing Little Otter Creek, New Haven, 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 Champlain section of the St. Lawrence Valley physiographic province in west-central Vermont. The 10.8-mi 2 drainage area is in a predominantly rural and wetland basin. In the vicinity of the study site, the surface cover is shrubland on the downstream right overbank. The surface cover of the downstream left overbank, the upstream right overbank and the upstream left overbank is wetland and pasture. In the study area, Little Otter Creek has a meandering channel with a slope of approximately 0.0007 ft/ft, an average channel top width of 97 ft and an average bank height of 5 ft. The channel bed material ranges from silt and clay to cobble. Medium sized silt and clay is the channel material upstream of the approach cross-section and downstream of the exit cross-section. The median grain size (D 50 ) of the silt and clay channel bed material is 1.52 mm (0.005 ft), which was used for contraction and abutment scour computations. From the approach cross-section, under the bridge, and to the exit cross-section, stone fill is the channel bed material. The median grain size (D 50 ) of the stone fill channel bed material is 95.7 mm (0.314 ft). The stone fill median grain size was used solely for armoring computations. The geomorphic assessment at the time of the Level I and Level II site visit on June 11, 1996, indicated that the reach was stable. The Town Highway 20 crossing of Little Otter Creek is a 32-ft-long, two-lane bridge consisting of a 28-ft steel-beam span (Vermont Agency of Transportation, written communication, December 15, 1995). The opening length of the structure parallel to the bridge face is 24.9 ft. The bridge is supported by almost vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while the opening-skew-toroadway is zero degrees. The scour countermeasures at the site consisted of type-1 stone fill (less than 12 inches diameter) along the left and right abutments, as well as along the upstream left and right banks. Type-2 stone fill (less than 36 inches diameter) was present along the downstream right 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 Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential 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 flows ranged from 9.7 to 13.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.9 to 7.9 ft. Right abutment scour ranged from 10.5 to 11.8 ft. The worst-case left and right 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 Davis, 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 29 (ROYATH00920029) on Town Highway 92, crossing the First Branch White River, Royalton, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure ROYATH00920029 on Town Highway 92 crossing the First Branch White River, Royalton, 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 central Vermont. The 101-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge. In the study area, the First Branch White River has an incised, sinuous channel with a slope of approximately 0.001 ft/ft, an average channel top width of 81 ft and an average bank height of 9 ft. The channel bed material ranges from sand to bedrock with a median grain size (D 50 ) of 1.18 mm (0.00347 ft). The geomorphic assessment at the time of the Level I site visit on July 23, 1996 and Level II site visit on June 2, 1995, indicated that the reach was stable. The Town Highway 92 crossing of the First Branch White River is a 59-ft-long, one-lane bridge consisting of a 57-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 52.2 ft. 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 zero degrees. A scour hole 4.0 ft deeper than the mean thalweg depth was observed in the upstream channel during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream left and right wingwalls, the left abutment and 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) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential 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 flows ranged from 0.0 to 4.1 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Left abutment scour ranged from 12.9 to 15.4 ft, where the worst-case abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 14.5 to 15.0 ft, where 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↗
USGS2023

Update on U.S. Geological Survey Fundamental Science Practices

The U.S. Geological Survey (USGS) Fundamental Science Practices (FSP) are a set of standard principles fundamental to how USGS conducts and carries out its science activities and how resulting information products and data are reviewed, approved, and released. These policies, practices, philosophical premises, and operational principles serve as the foundation for all USGS research and monitoring activities and apply to all levels of the organization. The strength and future of the USGS depend on following these practices. USGS FSP were initiated in 2006 and fully implemented in 2009 to consolidate and standardize science practices across multiple scientific mission areas and science disciplines within the USGS.

Circular↗
USGS1996

Level II scour analysis for Bridge 38 (CONCTH00060038) on Town Highway 6, crossing the Moose River, Concord, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CONCTH00060038 on Town Highway 6 crossing the Moose River, Concord, 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. Approximately 85 percent of the drainage above the site is in the White Mountain section and 15 percent is in the New England Upland section of the New England physiographic province in northeastern Vermont. The 98.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover of the banks is primarily forest and brush. In the study area, the Moose River has an incised, sinuous channel with a slope of approximately 0.009 ft/ft, an average channel top width of 110 ft and an average channel depth of 6 ft. The channel bed material ranged from gravel to boulder and had 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 August 17, 1995, indicated that the reach was stable. The Town Highway 6 crossing of the Moose River is a 59-ft-long, two-lane bridge consisting of one 55-foot steel-beam span (Vermont Agency of Transportation, written communication, March 24, 1995). The bridge is supported by a vertical, laid-up stone abutment with wingwalls on the left and a vertical, concrete abutment with wingwalls on the right. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 0 degrees. The footing of the left abutment is exposed as much as 2.8 feet. The footing of the right abutment is undermined vertically by as much as 0.3 feet. Type-2 stone-fill (less than 36 inches diameter) protection can be found along the left abutment. Type-3 stone-fill (less than 48 inches diameter) protection can be found along the right abutment. 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 0.1 to 3.1 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge. Abutment scour at the left abutment ranged from 10.4 to 12.5 ft with the worst-case occurring at the 500-year discharge. Abutment scour at the right abutment ranged from 25.3 to 27.3 ft with the worst-case occurring at the incipient-overtopping discharge. The worst-case total scour also occurred at the incipient-overtopping discharge. The incipient-overtopping discharge was in between the 100- and 500-year discharges. 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 29 (DORSTH00100029) on Town Highway 10, crossing the Mettawee River, Dorset, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure DORSTH00100029 on Town Highway 10 crossing the Mettawee River, Dorset, 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 southwestern Vermont. The 9.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the upstream left overbank and the upstream and downstream right overbanks. The downstream left overbank is pasture and brushland. In the study area, the Mettawee River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 66 ft and an average bank height of 8 ft. The channel bed material ranges from gravel to boulders with a median grain size (D 50 ) of 79.0 mm (0.259 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 5, 1996, indicated that the reach was stable. The Town Highway 10 crossing of the Mettawee River is a 26-ft-long, two-lane bridge consisting of a 24-ft steel-stringer span (Vermont Agency of Transportation, written communication, September 28, 1995). The opening length of the structure parallel to the bridge face is 24.1 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is zero degrees. At the upstream end of the right abutment, there is a scour hole 1.0 ft deeper than the mean thalweg depth. Scour counter-measures at the site include type-1 stone fill (less than 12 inches diameter) along the downstream right wingwall. Type-2 stone fill (less than 36 inches diameter) is present along the downstream left and right banks. Type-3 stone fill (less than 48 inches diameter) is present along the upstream left bank and sparsely in front of the right abutment. A concrete wall (old abutment) extends along the upstream right 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) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential 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 flows ranged from 0.4 to 1.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 10.5 to 10.8 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 11.4 to 11.9 ft. The worst-case right 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↗