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USGS1997

Level II scour analysis for Bridge 63 (CHESTH00090063) on Town Highway 9, crossing the Williams River, Chester, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CHESTH00090063 on Town Highway 9 crossing the Williams River, Chester, 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 eastern Vermont. The 24.0-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass with trees and brush along the immediate banks. In the study area, the the Williams River has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 64 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 57.7 mm (0.189 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 18, 1996, indicated that the reach was stable. The Town Highway 9 crossing of the Williams River is a 45-ft-long, two-lane bridge consisting of one 35-foot steel-beam span with a timber deck (Vermont Agency of Transportation, written communication, April 6, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is 0 degrees. A scour hole 1.8 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. The scour hole undermines the left abutment and extends from 50 ft upstream of the upstream bridge face to 50 ft downstream of the downstream bridge face. The scour protection measures at the site included type-3 stone fill (less than 48 inches diameter) under the bridge along the entire base length of the right abutment and along the right bank from 50 to 88 ft upstream. Type-2 (less than 36 inches diameter) stone fill scour protection was observed along the downstream left bank from 18 ft to 115 ft, along the downstream right bank from 8 ft to 25 ft and along the upstream left bank from 50 to 75 ft. 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 was computed to be 0.0 ft. Abutment scour ranged from 10.1 ft to 11.0 ft along the left abutment and from 14.1 ft to 15.1 ft along the right abutment. The worst-case abutment scour for the left abutment occurred at the 500-year discharge while the worst-case abutment scour for the right abutment 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↗
USGS2021

Climate and the latitudinal limits of subtropical reef development

Climate plays a central role in coral-reef development, especially in marginal environments. The high-latitude reefs of southeast Florida are currently non-accreting, relict systems with low coral cover. This region also did not support the extensive Late Pleistocene reef development observed in many other locations around the world; however, there is evidence of significant reef building in southeast Florida during the Holocene. Using 146 radiometric ages from reefs extending ~ 120 km along Florida’s southeast coast, we test the hypothesis that the latitudinal extent of Holocene reef development in this region was modulated by climatic variability. We demonstrate that although sea-level changes impacted rates of reef accretion and allowed reefs to backstep inshore as new habitats were flooded, sea level was not the ultimate cause of reef demise. Instead, we conclude that climate was the primary driver of the expansion and contraction of Florida’s reefs during the Holocene. Reefs grew to 26.7° N in southeast Florida during the relatively warm, stable climate at the beginning of the Holocene Thermal Maximum (HTM) ~ 10,000 years ago, but subsequent cooling and increased frequency of winter cold fronts were associated with the equatorward contraction of reef building. By ~ 7800 years ago, actively accreting reefs only extended to 26.1° N. Reefs further contracted to 25.8° N after 5800 years ago, and by 3000 years ago reef development had terminated throughout southern Florida (24.5–26.7° N). Modern warming is unlikely to simply reverse this trend, however, because the climate of the Anthropocene will be fundamentally different from the HTM. By increasing the frequency and intensity of both warm and cold extreme-weather events, contemporary climate change will instead amplify conditions inimical to reef development in marginal reef environments such as southern Florida, making them more likely to continue to deteriorate than to resume accretion in the future.

Florida↗
USGS1977

Reconnaissance drilling in the Yampa coal field, Hayden-Williams Fork Mountains area (Yampa No. 3), Moffat and Routt counties, Colorado, during 1976

Under Contract No. 14-08-0001-15727, awarded by the U.S. Geological Survey, Jim Feighny, of Loveland, Colo., drilled 42 test holes in the Williams Fork Mountains near Hayden, Colo., in September 1976. The area is referred to in the Contract as Yampa No. 3, which includes the Bureau of Land Management's (ELM) tracts WF-10, WF-12, WF-16, and WF-17. The purpose of the drilling was to obtain information on the quality and extent of the coal in the area. All holes were logged using either Gamma-Gamma (density), Natural Gamma, Caliper, Resistivity, or spontaneous-potential (SP) geophysical logs. The logging was done by the U.S. Geological Survey, the Birdwell Division of Seismograph Service Corp., Century Geophysical, and Geodynamics, Inc. The water level is indicated in table 1 for each drill hole at the time the hole was logged. All holes were drilled on private surface, and surface ownership is shown in table 1.

Colorado↗
USGS1996

Level II scour analysis for Bridge 1 (CANATH00010001) on Town Highway 1, crossing Halls Stream, Canaan, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CANATH00010001 on town highway 1 crossing Halls Stream, Canaan, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the White Mountain section of the New England physiographic province of northeastern Vermont in the town of Canaan. The 89.5-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have tree, shrub and brush, and grass vegetation coverage. In the study area, Halls Stream has a sinuous channel with a slope of approx-imately 0.0012 ft/ft, an average channel top width of 109 ft and an average channel depth of 4 ft. The predominant channel bed materials are sand and gravel (D50 is 5.03 mm or 0.0165 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 27, 1994, indicated that the reach was laterally unstable. The lateral instability was evident due to a wide point-bar and cut-banks with undermining of bank material, slumping, fallen bank vegetation evident in the upstream channel. The town highway 1 crossing of Halls Stream is a 99-ft-long, two-lane bridge consisting of one 33-foot and two 31-foot concrete T-beam spans (Vermont Agency of Transportation, written communication, August 5, 1994). The bridge is supported by vertical, concrete abutments with spill-through embankments in front of each abutment wall. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. There are two piers in the channel at this site. Field notes and the channel survey at the bridge indicate that the streambed elevation is higher on the downstream right sides of each pier and lower on the downstream left sides. This asymmetrical streambed condition suggests a flow attack angle may influence scour on each pier. Furthermore, field observations suggest that the flow attack angle is higher for the right pier (pier 2) than the left pier (pier 1). The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on both upstream banks and both downstream road embankments. Type-3 stone fill (less than 48 inches diameter) was found on the spill-through slopes of each abutment and both downstream banks. The stone fill protection on the spill-through embankment of the right abutment was noted as slumped with some of the fill material evident in the channel immediately downstream of the bridge. 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 8.0 to 8.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 8.9 to 17.3 ft. The worst-case abutment scour occurred at the 500-year discharge. For the two piers, scour ranged from 11.1 to 15.8. The worst-case pier scour occurred for pier2 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↗
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↗
USGS1996

Level II scour analysis for Bridge 37 (BARTUS00050166) on U.S. Route 5, crossing Barton River, Barton, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BARTUS00050166 on U. S. Route 5 crossing the Barton River, Barton, 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 of north-central Vermont in the town of Barton. The 65.2-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have a combination of dense woody vegetation coverage, brush, and field grasses. In the study area, the Barton River has an incised, sinuous-to-meandering channel with a slope of approximately 0.0065 ft/ft, an average channel top width of 58 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel (D 50 is 75.6 mm or 0.25 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 19, 1994, indicated that the reach was stable. The U. S. Route 5 crossing of the Barton River is a 126-ft-long, two-lane bridge consisting of one 60-foot steel beam span with two steel-beam approach spans (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by two concrete piers. The left bank has a concrete retaining wall that is attached to the US face of the left pier; consequently this pier functions as an abutment for the analysis because no flow occurs to the left of the pier. For the purposes of computing scour, this pier was considered an abutment. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 25 degrees. A scour hole 0.5 ft deeper than the mean thalweg depth was observed along the right pier during the Level I assessment. Scour protection measures at the site consist of type-1 stone fill (less than 12 inches diameter) along the entire base length of both piers. 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 1.1 to 2.4 ft. Abutment-type scour was computed for the left pier; scour ranged from 9.1 to 11.3 ft. Abutment scour at the right abutment ranged from 6.1 to 11.3 ft. Pier scour, computed for the right pier, ranged from 31.3 to 33.3 ft. The severity of the pier scour was directly related to the attack angle of 25 degrees. The worst-case scour in all computations 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↗
USGS1976

Seismicity and faulting attributable to fluid extraction

The association between fluid injection and seismicity has been well documented and widely publicized. Less well known, but probably equally widespread are faulting and shallow seismicity attributable solely to fluid extraction, particularly in association with petroleum production. Two unequivocable examples of seismicity and faulting associated with fluid extraction in the United States are: The Goose Creek, Texas oil field event of 1925 (involving surface rupture); and the Wilmington, California oil field events (involving subsurface rupture) of 1947, 1949, 1951 (2), 1955, and 1961. Six additional cases of intensity I-VII earthquakes (M < 4.6) without reported faulting may be attributable to shallow production from other large oil and gas fields. In addition to these examples are thirteen cases of apparently aseismic surface rupture associated with production from California and Texas oil fields. Small earthquakes in the Eloy-Picacho area of Arizona may be attributable to withdrawal of groundwater, but their relation to widespread fissuring is enigmatic. The clearest example of extraction-induced seismicity outside of North America is the 1951 series of earthquakes associated with gas production from the Po River delta near Caviga, Italy. Faulting and seismicity associated with fluid extraction are attributed to differential compaction at depth caused by reduction of reservoir fluid pressure and attendant increase in effective stress. Surface and subsurface measurements and theoretical and model studies show that differential compaction leads not only to differential subsidence and centripetally-directed horizontal displacements, but to changes in both vertical- and horizontal-strain regimes. Study of well-documented examples indicates that the occurrence and nature of faulting and seismicity associated with compaction are functions chiefly of: (1) the pre-exploitation strain regime, and (2) the magnitude of contractional horizontal strain centered over the compacting materials relative to that of the surrounding annulus of extensional horizontal strain. The examples cited include natural systems strained only by extraction of fluids, as well as some subsequently subjected to injection. Faulting and seismicity have accompanied both decrease and subsequent increase of fluid pressures; reversal of fluid-pressure decline by injection may enhance the likelihood of subsurface faulting and seismicity due chiefly to earlier fluid pressure reduction. A consistent common denominator appears to be continuing compaction at depth; the relative effects of fluid extraction followed by injection are not easily separated.

Engineering Geology↗
USGS1997

Level II scour analysis for Bridge 16, (NEWBTH00500016) on Town Highway 50, crossing Halls Brook, Newbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWBTH00500016 on Town Highway 50 crossing Halls Brook, Newbury, 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 23.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is shrub and brushland. In the study area, Halls Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 53 ft and an average bank height of 7 ft. The channel bed material ranges from silt to gravel with a median grain size (D 50 ) of 40.4 mm (0.133 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 29, 1995, indicated that the reach was laterally unstable. The channel bed and banks are composed of fine material and show signs of erosion. There is also evidence of beaver activity in the area. The Town Highway 50 crossing of Halls Brook is a 44-ft-long, two-lane bridge consisting of one 38-foot prestressed concrete slab span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 35.2 ft. The bridge is supported by vertical, stone masonry abutments. The channel is skewed approximately 40 degrees to the opening while the computed opening-skew-toroadway is 5 degrees. A channel scour hole 1.0 ft deeper than the mean thalweg depth was observed just upstream of the bridge behind the remains of a beaver dam during the Level I assessment. An additional channel scour hole 4.5 ft deeper than the mean thalweg depth was observed in the downstream reach. The scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) along the left abutment and type-2 stone fill (less than 36 inches diameter) along the right abutment and left bank upstream and downstream. Along the downstream right bank is type-3 stone fill (less than 48 inches diameter) and along the upstream right bank is type-4 stone fill (less than 60 inches diameter). 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 analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.6 to 4.6 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. The left abutment scour ranged from 11.6 to 12.1 ft. The worst-case left abutment scour occurred at the incipient road-overtopping discharge. The right abutment scour ranged from 13.6 to 17.9 ft. The worst-case 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 others, 1995, p. 46). 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

Evaluation of bridge-scour data at selected sites in Ohio

Scour data collected during 1989-94 were evaluated to determine whether pier scour and contraction scour occurred at 22 bridge sites in Ohio. Pier-scour depths computed from selected pier-scour prediction equations were compared with measured pier-scour depths, and the accuracy of the prediction equations were evaluated. Observed pier-scour relations were compared to relations developed through laboratory research. Mean streambed elevations were evaluated to determine the depth of contraction scour. Channel stability was assessed by use of mean streambed elevations at the approach section. Ground-penetrating radar was used at all sites to investigate the presence of historical scour. Pier scour was observed in 45 of 47 scour measurements made during floods; 84 cases of pier scour were documented, 83 at solid-wall piers and 1 at a capped-pile type pier. Estimated recurrence intervals for 27 of the 35 measured streamflows, all on unregulated streams, were less than 2 years. Seventeen pier-scour prediction equations were evaluated. The Froehlich Design equation was found to most closely meet the 'best design equation' criteria for all 84 cases of the observed data. The Larras equation was found to be the best design equation for the observed data where approach-flow attack angles were 10 degrees or less. Observed pier-scour depths and flow depths ranged from 0.5 to 6.1 feet and 3.0 to 19.8 feet, respectively. All pier-scour depths were less than 2.4 times the corresponding pier width. Selected factors were normalized by dividing by effective pier width. LOWESS curves were developed using the 84 cases of observed pier scour. Normalized scour depth increased with normalized flow depth; however, the rate of increase appeared to lessen as normalized flow depth exceeded 2.5. Normalized scour depths increased rapidly as flow intensity approached the threshold value of 1 and then decreased as flow intensities exceeded this threshold. Normalized scour depth was found to increase with Froude number, and a steeper slope was evident for Froude numbers exceeding 0.2. Normalized scour depth was found to increase with median grain size up to about 10 millimeters for bed material near the pier, then decrease for median grain sizes greater than 10 millimeters. Normalized scour depth was also found to decrease as sediment gradation of bed material near the pier increased. The observed pier-scour relations determined from the field measurements tend to support conclusions by previous researchers of streambed scour, except for the previous finding that normalized scour depth decreases consistently with increasing median grain size. Possible factors that may have influenced the observed trends in the relation between normalized scour depth and median grain size in this study are cohesion and scour measurements made at nonequilibrium conditions. LOWESS curves were developed for 45 of 84 cases of observed pier scour where approach-flow attack angles were less than or equal to 10 degrees. These curves were visually compared to LOWESS curves developed from all observations of pier scour. For three relations, differences in the trends of the LOWESS curves were of sufficient magnitude to warrant discussion. Contraction scour was observed in 4 of the 47 scour measurements and ranged from 0.8 to2.3 feet in depth. Analysis of annual mean streambed approach-section elevations indicated that approach sections were generally stable at 18 of the 22 sites. Ground-penetrating radar, a geophysical method that enables subsurface exploration of the streambed when conditions are favorable, was used at all sites to determine whether historical scour had occurred. Results of the ground-penetrating radar surveys at 20 sites in 1990 indicated the presence of historical scour surfaces at 5 sites. At four of the five sites showing evidence of possible historical scour, differences between the estimated depth of historical scour and the maximum observed scour were w

Water-Resources Investigations Report↗
USGS1997

Level II scour analysis for Bridge 65 (NEWBTH00500065) on Town Highway 50, crossing Peach Brook, Newbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWBTH00500065 on Town Highway 50 crossing Peach Brook, Newbury, 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 15.3-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 of the bridge and shrub and brushland downstream of the bridge. In the study area, Peach Brook has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 40 ft and an average bank height of 8 ft. The channel bed material ranges from cobble to boulder with a median grain size (D50) of 83.1 mm (0.273 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 29, 1995, indicated that the reach was stable. The Town Highway 50 crossing of the Peach Brook is a 29-ft-long, two-lane bridge consisting of one 25-foot steel-beam span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 24.9 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the computed openingskew-to-roadway is 20 degrees. A channel scour hole 0.75 ft deeper than the mean thalweg depth was observed under the bridge during the Level I assessment. Also observed was channel scour 0.75 ft deeper than the mean thalweg at the upstream face of the bridge and channel scour 0.25 ft deeper than the mean thalweg along the right bank downstream. The scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream and downstream right wingwalls and type-2 stone fill (less than 36 inches diameter) along the upstream right bank and along the downstream left wingwall and bank. In addition, there are four 3 ft square concrete blocks at the corner where the upstream right wingwall joins the right abutment. The upstream left wingwall and upstream half of the left abutment were constructed on top of a bedrock outcrop. 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 1.3 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. The right abutment scour ranged from 6.1 to 7.2 ft. The worstcase right abutment scour occurred at the incipient roadway-overtopping discharge. The left abutment scour ranged from 7.1 to 10.3 ft. The worst-case left 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 he

Vermont↗
USGS1998

Level II scour analysis for Bridge 30 (NEWHTH00050030) on Town Highway 5, crossing the New Haven River, New Haven, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWHTH00050030 on Town Highway 5 crossing the New Haven River, 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 (Federal Highway Administration, 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 115-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 right bank upstream and downstream of the bridge while the immediate banks have dense woody vegetation. The upstream left bank is also pasture. The downstream left bank is forested. In the study area, the New Haven River has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 127 ft and an average bank height of 5 ft. The channel bed material ranges from silt to cobble with a median grain size (D 50 ) of 20.4 mm (0.067 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 19, 1996, indicated that the reach was laterally unstable. The stream bends through the bridge and impacts the left bank where there is a cut bank and scour hole. The Town Highway 5 crossing of the New Haven River is a 181-ft-long, two-lane bridge consisting of four 45-ft concrete tee-beam spans (Vermont Agency of Transportation, written communication, December 15, 1995). The opening length of the structure parallel to the bridge face is 175.9 ft. The bridge is supported by vertical, concrete abutments with stone fill spill-through embankments and three concrete piers. The channel is skewed approximately 15 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees. A scour hole 4.5 ft deeper than the mean thalweg depth was observed along the downstream left bank during the Level I assessment. Also observed was a scour hole 1.5 ft deeper than the mean thalweg depth at the upstream end of the middle pier. The only scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) in front of the left and right abutments creating spill through slopes. 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. 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 0.7 to 2.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.8 to 8.4 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 11.2 to 14.0 ft. The worst-case right abutment scour occurred at the 500-year discharge. Pier scour ranged from 12.9 to 19.3 ft. The worst-case pier 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. 46). 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↗
USGS2008

Estimation of potential bridge scour at bridges on state routes in South Dakota, 2003-07

Flowing water can erode (scour) soils and cause structural failure of a bridge by exposing or undermining bridge foundations (abutments and piers). A rapid scour-estimation technique, known as the level-1.5 method and developed by the U.S. Geological Survey, was used to evaluate potential scour at bridges in South Dakota in a study conducted in cooperation with the South Dakota Department of Transportation. This method was used during 2003-07 to estimate scour for the 100-year and 500-year floods at 734 selected bridges managed by the South Dakota Department of Transportation on State routes in South Dakota. Scour depths and other parameters estimated from the level-1.5 analyses are presented in tabular form. Estimates of potential contraction scour at the 734 bridges ranged from 0 to 33.9 feet for the 100-year flood and from 0 to 35.8 feet for the 500-year flood. Abutment scour ranged from 0 to 36.9 feet for the 100-year flood and from 0 to 45.9 feet for the 500-year flood. Pier scour ranged from 0 to 30.8 feet for the 100-year flood and from 0 to 30.7 feet for the 500-year flood. The scour depths estimated by using the level-1.5 method can be used by the South Dakota Department of Transportation and others to identify bridges that may be susceptible to scour. Scour at 19 selected bridges also was estimated by using the level-2 method. Estimates of contraction, abutment, and pier scour calculated by using the level-1.5 and level-2 methods are presented in tabular and graphical formats. Compared to level-2 scour estimates, the level-1.5 method generally overestimated scour as designed, or in a few cases slightly underestimated scour. Results of the level-2 analyses were used to develop regression equations for change in head and average velocity through the bridge opening. These regression equations derived from South Dakota data are compared to similar regression equations derived from Montana and Colorado data. Future level-1.5 scour investigations in South Dakota may benefit from the use of these South Dakota-specific regression equations for estimating change in stream head and average velocity at the bridge.

South Dakota↗
USGS1997

Level II scour analysis for Bridge 26 (WSTOTH00070026) on Town Highway 7, crossing Greendale Brook, Weston, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WSTOTH00070026 on Town Highway 7 crossing Greendale Brook, Weston, 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 3.13-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 Greendale Brook has a sinuous, non-incised, non-alluvial channel with a slope of approximately 0.015 ft/ft, an average channel top width of 38 ft and an average bank height of 3 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 64.8 mm (0.213 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 19, 1996, indicated that the reach was laterally unstable. The channel has moved to the right, however, scour countermeasures are in place along the upstream right bank. The Town Highway 7 crossing of the Greendale Brook is a 52-ft-long, two-lane bridge consisting of one 50-foot steel-beam span with a concrete deck (Vermont Agency of Transportation, written communication, April 07, 1995). The opening length of the structure parallel to the bridge face is 48.6 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. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the upstream right wingwall and right abutment during the Level I assessment. Scour protection measures at the site include: type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left wingwall, along the left bank upstream, at the downstream end of the downstream left wing wall, and along the entire length of the downstream right wing wall; type 4 (less than 60 inches) and type-3 stone fill (less than 48 inches) along the right bank 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). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 3.9 to 9.9 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). The Hire equation (abutment scour) is often used when the horizontal length blocked by flow divided by the depth of flow is greater than 25 (Richardson and others, 1995 p. 49). Although the Hire equation could be applied to the left abutment more conservative scour estimates were given by the Froehlich equation on the left abutment. 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↗
USGS2008

Hydraulic Analyses of Sni-A-Bar Creek and Selected Tributaries at Grain Valley, Jackson County, Missouri

A study was done by the U.S. Geological Survey, in cooperation with the city of Grain Valley, Jackson County, Missouri, to simulate the hydraulic characteristics of Sni-A-Bar Creek and selected tributaries within the corporate limits. The 10-, 50-, 100-, and 500-year recurrence interval streamflows were simulated to determine potential backwater effects on the Sni-A-Bar Creek main stem and to delineate flood-plain boundaries on the tributaries. The water-surface profiles through the bridge structures within the model area indicated that backwater effects from the constrictions were not substantial. The water-surface profile of Sni-A-Bar Creek generated from the one- and two-dimensional models indicated that the Gateway Western Railroad structure provided the greatest amount of contraction of flow within the modeled area. The results at the location of the upstream face of the railroad structure indicated a change in water-surface elevation from 0.2 to 0.8 foot (corresponding to simulated 10-year and 500-year flood occurrences). Results from all analyses indicated minimal backwater effects as a result of an overall minimal energy grade line slope and velocity head along Sni-A-Bar Creek. The flood plains for the 100-year recurrence interval floods on the Sni-A-Bar tributaries were mapped to show the extent of inundated areas. The updated flooding characteristics will allow city managers to contrast changes in flood risk and zoning as determined through the National Flood Insurance Program.

Scientific Investigations Report↗
USGS2003

Short-term bird response to harvesting switchgrass for biomass in Iowa

The Conservation Reserve Program (CRP) provides habitat for grassland birds, but as contracts expire, some CRP fields might be returned to rowcrop production. One alternative to returning CRP fields to rowcrops is to produce switchgrass ( Panicum virgatum ) for use as a biomass fuel. Because the biomass is harvested during the fall and winter, breeding birds would not be directly affected by mowing the fields bur might be influenced by changes in vegetation structure resulting from the harvest. We evaluated bird abundances and nest success in totally harvested, partially harvested (alternating cut and uncut strips), and nonharvested CRP switchgrass fields in southern Iowa, USA, in 1999 and 2000. Species richness did not differ among harvest treatments. Abundances of most species (16 of 18) were not affected by the harvesting of switchgrass fields, and strip width did not affect bird numbers in strip-harvested fields. Grasshopper sparrows ( Ammodramus savannarum ) were more abundant in harvested portions of fields, and more sedge wrens ( Cistothorus platensis ) were recorded in nonharvested areas. The residual vegetation in nonharvested areas provided nest cover for species that begin nesting early in the season (e.g., northern harrier [Circus cyaneus] and ring-necked pheasant [ Phasianus colchicus ]). Nest success rates of grasshopper sparrows and common yellowthroats ( Geothlypis trichas ) were similar to those reported by other studies in switchgrass fields and might be sufficient to maintain stable populations. In general, switchgrass biomass fields create breeding habitat for some grassland birds, and a mixture of harvested and nonharvested fields would be more beneficial to grassland birds than totally harvesting or partially harvesting all switchgrass fields.

Iowa↗
USGS2007

Map and Database of Probable and Possible Quaternary Faults in Afghanistan

The U.S. Geological Survey (USGS) with support from the U.S. Agency for International Development (USAID) mission in Afghanistan, has prepared a digital map showing the distribution of probable and suspected Quaternary faults in Afghanistan. This map is a key component of a broader effort to assess and map the country's seismic hazards. Our analyses of remote-sensing imagery reveal a complex array of tectonic features that we interpret to be probable and possible active faults within the country and in the surrounding border region. In our compilation, we have mapped previously recognized active faults in greater detail, and have categorized individual features based on their geomorphic expression. We assigned mapped features to eight newly defined domains, each of which contains features that appear to have similar styles of deformation. The styles of deformation associated with each domain provide insight into the kinematics of the modern tectonism, and define a tectonic framework that helps constrain deformational models of the Alpine-Himalayan orogenic belt. The modern fault movements, deformation, and earthquakes in Afghanistan are driven by the collision between the northward-moving Indian subcontinent and Eurasia. The patterns of probable and possible Quaternary faults generally show that much of the modern tectonic activity is related to transfer of plate-boundary deformation across the country. The left-lateral, strike-slip Chaman fault in southeastern Afghanistan probably has the highest slip rate of any fault in the country; to the north, this slip is distributed onto several fault systems. At the southern margin of the Kabul block, the style of faulting changes from mainly strike-slip motion associated with the boundary between the Indian and Eurasian plates, to transpressional and transtensional faulting. North and northeast of the Kabul block, we recognized a complex pattern of potentially active strike-slip, thrust, and normal faults that form a conjugate shear system in a transpressional region of the Trans-Himalayan orogenic belt. The general patterns and orientations of faults and the styles of deformation that we interpret from the imagery are consistent with the styles of faulting determined from focal mechanisms of historical earthquakes. Northwest-trending strike-slip fault zones are cut and displaced by younger, southeast-verging thrust faults; these relations define the interaction between northwest-southeast-oriented contraction and northwest-directed extrusion in the western Himalaya, Pamir, and Hindu Kush regions. Transpression extends into north-central Afghanistan where north-verging contraction along the east-west-trending Alburz-Marmul fault system interacts with northwest-trending strike-slip faults. Pressure ridges related to thrust faulting and extensional basins bounded by normal faults are located at major stepovers in these northwest-trending strike-slip systems. In contrast, young faulting in central and western Afghanistan indicates that the deformation is dominated by extension where strike-slip fault zones transition into regions of normal faults. In addition to these initial observations, our digital map and database provide a foundation that can be expanded, complemented, and modified as future investigations provide more detailed information about the location, characteristics, and history of movement on Quaternary faults in Afghanistan.

Open-File Report↗
USGS2010

An 40Ar/39Ar thermochronology of the Ofoten‐Troms region: Implications for terrane amalgamation and extensional collapse of the northern Scandinavian Caledonides

Fifteen 40 Ar/ 39 Ar cooling ages are reported for metamorphic hornblende and muscovite from far traveled terranes constituting the Ofoten nappe stack of northern Norway. Eight cooling ages on hornblende range from 425 to 394 Ma and seven muscovite ages, from the same or nearby outcrops as the hornblendes, range from 400 to 373 Ma. These data are compared with 40 Ar/ 39 Ar ages from over a large part of the northern Caledonides to evaluate regional mineral cooling patterns. Results indicate that (1) Scandian (Silurian‐Devonian) metamorphism was predominant; (2) most of the nappes investigated contain some vestige of pre‐Scandian tectonism and/or metamorphism; (3) hornblende and muscovite cooling ages are progressively younger to the west and south, which suggests a hinged‐to‐the‐east mineral cooling pattern; and (4) a late, out‐of‐sequence thrust is the only disruption of this cooling pattern. Synmetamorphic amalgamation of the nappes resulted from Scandian A type subduction. The hinged‐to‐the‐east mineral cooling pattern implies isostatic adjustment and exhumation of the footwall of a west dipping, crustal‐scale extensional fault, located somewhere west of the present Norwegian coast, during late synorogenic gravitational collapse. The late out‐of‐sequence fault formed contemporaneously with uplift in the hinterland, implying a kinematic and temporal connection with east directed contractional faulting in the foreland.

Ofoten-Troms region↗
USGS2007

Landscape evolution of Antarctica

The relative roles of fluvial versus glacial processes in shaping the landscape of Antarctica have been debated since the expeditions of Robert Scott and Ernest Shackleton in the early years of the 20th century. Here we build a synthesis of Antarctic landscape evolution based on the geomorphology of passive continental margins and former northern mid-latitude Pleistocene ice sheets. What makes Antarctica so interesting is that the terrestrial landscape retains elements of a record of change that extends back to the Oligocene. Thus there is the potential to link conditions on land with those in the oceans and atmosphere as the world switched from a greenhouse to a glacial world and the Antarctic ice sheet evolved to its present state. In common with other continental fragments of Gondwana there is a fluvial signature to the landscape in the form of the coastal erosion surfaces and escarpments, incised river valleys, and a continent-wide network of river basins. A selective superimposed glacial signature reflects the presence or absence of ice at the pressure melting point. Earliest continental-scale ice sheets formed around 34 Ma, growing from local ice caps centered on mountain massifs, and featured phases of ice-sheet expansion and contraction. These ice masses were most likely cold-based over uplands and warm-based across lowlands and near their margins. For 20 million years ice sheets fluctuated on Croll-Milankovitch frequencies. At ~14 Ma the ice sheet expanded to its maximum and deepened a preexisting radial array of troughs selectively through the coastal mountains and eroded the continental shelf before retreating to its present dimensions at ~13.5 Ma. Subsequent changes in ice extent have been forced mainly by sea-level change. Weathering rates of exposed bedrock have been remarkably slow at high elevations around the margin of East Antarctica under the hyperarid polar climate of the last ~13.5 Ma, offering potential for a long quantitative record of ice-sheet evolution with techniques such as cosmogenic isotope analysis

Open-File Report↗