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At least 487 records · Page 27Linked to original sources
USGS1998

Level II scour analysis for Bridge 46 (FFIETH00470046) on Town Highway 47, crossing Black Creek, Fairfield, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure FFIETH00470046 on Town Highway 47 crossing Black Creek, Fairfield, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered 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 northwestern Vermont. The 37.8 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 while the immediate banks have dense woody vegetation. In the study area, Black Creek has a meandering channel with a slope of approximately 0.0005 ft/ft, an average channel top width of 51 ft and an average bank height of 6 ft. The channel bed material ranges from sand to bedrock with a median grain size (D 50 ) of 0.189 mm (0.00062 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 12, 1995, indicated that the reach was stable. The Town Highway 47 crossing of Black Creek is a 35-ft-long, one-lane bridge consisting of one 31-ft steel-stringer span (Vermont Agency of Transportation, written communication, March 8, 1995). The opening length of the structure parallel to the bridge face is 28.0 ft. The bridge is supported by vertical, laid-up stone abutments with wingwalls. The channel is skewed approximately zero degrees to the opening and the opening-skew-toroadway is zero degrees. A scour hole 6.0 ft deeper than the mean thalweg depth was observed just downstream of the bridge during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the left abutment. Type-2 stone fill (less than 36 inches diameter) extended along the upstream left and right banks, the upstream left and right wingwalls, the downstream left wingwall, and the downstream 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 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 1.4 to 8.2 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 5.8 to 15.6 ft. At the left abutment, the worst-case abutment scour occurred at the 100-year discharge, and 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 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↗
USGS1997

Level II scour analysis for Bridge 8 (WELLTH00020008) on Town Highway 2, crossing Wells Brook, Wells, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WELLTH00020008 on Town Highway 2 crossing the Wells Brook, Wells, 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 14.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover on the right overbanks is predominantly suburban while the immediate banks are vegetated with trees and brush. The left bank upstream and downstream is predominantly pasture. In the study area, the Wells Brook has an incised, straight channel with a slope of approximately 0.005 ft/ft, an average channel top width of 51 ft and an average bank height of 7 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 48.6 mm (0.159 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 19, 1995, indicated that the reach was stable. The Town Highway 2 crossing of the Wells Brook is a 35-ft-long, two-lane bridge consisting of one 32-foot concrete span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 31.7 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-toroadway is 5 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left abutment 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 left bank upstream, and type-5 (placed stone wall) at the upstream end of the upstream left wingwall, at the downstream end of the downstream left wingwall, and along the downstream 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) 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 0.8 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 5.6 to 10.0 ft at the left abutment and from 3.1 to 4.2 ft at the right abutment. The worst-case abutment scour occurred at the incipient roadway-overtopping discharge at the left 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. 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↗
USGS2013

Progress toward establishing a national assessment of water availability and use

The Omnibus Public Land Management Act of 2009 (Public Law 111-11) was passed into law on March 30, 2009. Subtitle F, also known as the SECURE Water Act, calls for the establishment of a "national water availability and use assessment program" within the U.S. Geological Survey (USGS). A major driver for this recommendation was that national water availability and use have not been comprehensively assessed since 1978. This report fulfills a requirement to report to Congress on progress in implementing the national water availability and use assessment program, also referred to as the National Water Census. The SECURE Water Act authorized \$20 million for each of fiscal years (FY) 2009 through 2023 for assessment of national water availability and use. The first appropriation for this effort was \$4 million in FY 2011, followed by an appropriation of \$6 million in FY 2012. The National Water Census synthesizes and reports information at the regional and national scales, with an emphasis on compiling and reporting the information in a way that is useful to states and others responsible for water management and natural-resource issues. The USGS works with Federal and non-Federal agencies, universities, and other organizations to ensure that the information can be aggregated with other types of water-availability and socioeconomic information, such as data on food and energy production. To maximize the utility of the information, the USGS coordinates the design and development of the effort through the Federal Advisory Committee on Water Information. A National Water Census is a complex undertaking, particularly because there are major gaps in the information needed to conduct such an assessment. To maximize progress, the USGS engaged stakeholders in a discussion of priorities and leveraged existing studies and program activities to enhance efforts toward the development of a National Water Census.

Circular↗
USGS1983

Petroleum and mineral resources of Antarctica

No known petroleum or mineral resources occur in Antarctica. The data on these subjects have been collected, mainly since the IGY (International Geophysical Year), 1957-58, as a part of other research carried out by geologists and geophysicists from a number of countries. Specific resource-related studies have not been made. Wright and Williams (1974) summarized what was known of Antarctic mineral resources a decade ago. The U.S. Geological Survey has been actively pursuing various investigations in Antarctica since 194 7. In the course of this work and that of our colleagues elsewhere in the United States and in other countries, much information relevant to petroleum and mineral resources has been obtained. Since 1976, modern state-of-the-art multichannel seismic reflection and aeromagnetic surveys by several countries over the continental margin of Antarctica have indicated thick sedimentary basins. However, no offshore drilling beneath the continental shelf has taken place since the DSDP (Deep Sea Drilling Project) holes in the Ross Sea in 1973. Geologic field investigations begun at the turn of the twentieth century have been intensified in the past two decades; most rock outcrops have been visited and samples collected. Technology to exploit resources, particularly in the Arctic, has been developing at a rapid rate, and much of it could be applied to Antarctica. As a result of the petroleum price increases of the past decade, the attention of a number of countries has turned to Antarctica, but under the policy of "voluntary restraint" adopted by the Antarctic Treaty nations, no active petroleum or mineral exploration is taking place. The Antarctic treaty countries are in the process of negotiating an Antarctic mineral resources regime that is anticipated to be completed within the next several years. Therefore it seemed timely to us to readdress the question of petroleum and mineral resources. These reports review and summarize the available information. The first report summarizes the information relevant to petroleum resources. Although uneconomic at present, petroleum is generally considered more likely to be exploited (if supergiant fields were ever found) in the next few decades than hard minerals. The second report reviews the reported occurrences of minerals in Antarctica and discusses their significance. The final report discusses the Dufek layered mafic intrusion, second only to the Bushveld Complex in size in the world; the Dufek intrusion might be considered as a potential target for mineral exploration.

Circular↗
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↗
USGS2006

USGS Mineral Resources Program--Supporting Stewardship of America's Natural Resources

The USGS Mineral Resources Program continues a tradition of Federal leadership in the science of mineral resources that extends back before the beginning of the bureau. The need for information on metallic mineral resources helped lead to the creation of the USGS in 1879. In response to the need to assess large areas of Federal lands in the 20th century, Program scientists developed, tested, and refined tools to support managers making land-use decisions on Federal lands. The refinement of the tools and techniques that have established the USGS as a leader in the world in our ability to conduct mineral resource assessments extends into the 21st century.

Circular↗
USGS1984

Investigation of ethylene dibromide (EDB) in ground water in Seminole County, Georgia

An investigation of ground water in Seminole County, Georgia, for ethylene dibromide (EDB) was conducted in August 1983 by the U.S. Geological Survey in cooperation with the Exposure Assessment Branch of the U.S. Environmental Protection Agency. The purpose of the investigation was to determine whether EDB, which was previously detected in ground-water samples from four neighboring wells, was localized in the vicinity of the wells or was more widespread in the ground-water system. EDB was detected in 6 of 19 wells sampled. Concentrations ranged from 0.03 to 11.8 micrograms per liter. Five of the six samples that contained EDB were collected from irrigation wells, and one was collected from a domestic well. Concentrations of 4.5 and 11.8 micrograms per liter were found in two irrigation wells located near Buck Hole, a sinkhole in a swampy depression in central Seminole County. EDB was not detected in samples from the remaining 10 irrigation and 3 domestic wells and the surface-water site (detection level less than 0.01 microgram per liter). Nine core samples were collected from a borehole near one of the irrigation wells that had high EDB concentrations. EDB was found in a core sample near the surface and in samples from depths of 24 to 25, 34 to 35, and 39 to 40 feet in the residuum. EDB concentrations in the core samples ranged from 0.06 to 2.4 micrograms per kilogram. EDB in the aquifer was found in a 4-square-mile area of the county in the vicinity of Buck Hole. EDB application information and the local hydrogeology indicate that EDB contamination in ground water in Seminole County probably is due to soil fumigation with EDB. Apparently, EDB moves downward through the residuum and, through undetermined pathways, enters the aquifer. However, because the high concentration of EDB in the aquifer seems to be localized in the Buck Hole area, the possibility of contamination from an EDB fumigant spill cannot be disregarded at this time.

Georgia↗
USGS1997

Level II scour analysis for Bridge 18 (SHEFTH00410018) on Town Highway 41, crossing Millers Run, Sheffield, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure SHEFTH00410018 on Town Highway 41 crossing Millers Run, Sheffield, 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 White Mountain section of the New England physiographic province in northeastern Vermont. The 16.2-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass upstream and downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, Millers Run has an incised, straight channel with a slope of approximately 0.01 ft/ft, an average channel top width of 50 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 50.9 mm (0.167 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 1, 1995, indicated that the reach was laterally unstable, which is evident in the moderate to severe fluvial erosion in the upstream reach. The Town Highway 41 crossing of the Millers Run is a 30-ft-long, one-lane bridge consisting of a 28-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 28, 1995). The opening length of the structure parallel to the bridge face is 22.2 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening. The computed opening-skewto-roadway is 5 degrees, while it is zero degrees in the historical form. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. The scour protection measure at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream right wingwall and the upstream left wingwall. Type-2 stone fill (less than 36 inches diameter) extends along the downstream end of the downstream left wingwall, the upstream right bank and the downstream left bank. The downstream right bank is protected by type-2 stone fill and a stone masonry wall. 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 0.2 to 1.8 ft. The worst-case contraction scour occurred at the 100-year and 500-year discharges. Left abutment scour ranged from 14.1 to 16.4 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 6.9 to 9.3 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↗
USGS2018

Multi-Resource Analysis—Methodology and synthesis

This document introduces the Multi-Resource Analysis (MRA), a set of products that are being designed to integrate information on multiple natural resources in a region, combine that information with models of resource interrelationships and scenarios of change, and provide meaningful insights on the implications of those changes to people and the resources they value. The MRA builds from and enhances a wide range of existing U.S. Geological Survey assessment products. These enhancements will help natural resource managers better understand the connections among the resources they manage and the changes that might occur due to natural events and human decisions. This knowledge will help them identify solutions to landscape-scale management issues that best meet their objectives. MRA products are developed through a structured process that brings together scientists, decision makers, and other stakeholders to address relevant issues and decisions for a specified geographic region, ensuring that the analysis is directly relevant. This circular introduces the MRA, describes the envisioned process for developing a region-specific MRA, and discusses the various MRA components and products. The MRA process and products are shown through descriptions and examples drawn from two proof-of-concept studies and related work.

Circular↗
USGS1997

Level II scour analysis for Bridge 81 (MARSUS00020081) on U.S. Highway 2, crossing the Winooski River, Marshfield, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MARSUS00020081 on U.S. Highway 2 crossing the Winooski River, Marshfield, 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 50.2-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 of the bridge while the immediate banks have dense woody vegetation. Downstream of the bridge is forested with buildings near the bridge on the right bank. In the study area, the Winooski River has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 83 ft and an average bank height of 10 ft. The channel bed material ranges from cobble to boulder with a median grain size (D 50 ) of 64.0 mm (0.210 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 23, 1996, indicated that the reach was stable. The U.S. Highway 2 crossing of the Winooski River is a 49-ft-long, two-lane bridge consisting of one 47-foot concrete T-beam span (Vermont Agency of Transportation, written communication, November 1, 1995). The opening length of the structure parallel to the bridge face is 44.9 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 zero degrees. A scour hole 1 ft deeper than the mean thalweg depth was observed near the upstream left wingwall during the Level I assessment. The scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) at the upstream end of the upstream left and right wingwall, the downstream end of the downstream left wingwall, and along the upstream left and right banks. There was also type-3 stone fill (less than 48 inches diameter) at the downstream left bank and type-2 stone fill (less than 36 inches diameter) 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 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 2.1 to 4.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 14.3 to 14.4 ft. The worst-case left abutment scour occurred at the incipient roadwayovertopping and 500-year discharge. Right abutment scour ranged from 15.3 to 18.5 ft. The worst-case right abutment scour occurred at the 100-year and the incipient roadwayovertopping 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) give “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↗
USGS1999

Elemental analyses of modern dust in southern Nevada and California

Selected samples of modern dust collected in marble traps at sites in southern Nevada and California (Reheis and Kihl, 1995; Reheis, 1997) have been analyzed for elemental composition using instrumental neutron activation analysis (INAA) and inductively coupled plasma atomic emission spectroscopy (ICP-AES) and inductively coupled plasma mass spectroscopy (ICP-MS). For information on these analytical techniques and their levels of precision and accuracy, refer to Baedecker and McKown (1987) for INAA, to Briggs (1996) for ICP-AES, and to Briggs and Meier (1999) for ICP-MS. This report presents the elemental compositions obtained using these techniques on dust samples collected from 1991 through 1997. The dust-trap sites were established at varying times; some have been maintained since 1984, others since 1991. For details on site location, dust-trap construction, and collection techniques, see Reheis and Kihl (1995) and Reheis (1997). Briefly, the trap consists of a coated angel-food cake pan painted black on the outside and mounted on a post about 2 m above the ground. Glass marbles rest on a circular piece of galvanized hardware cloth (now replaced by stainless-steel mesh), which is fitted into the pan so that it rests 3-4 cm below the rim. The 2-m height eliminates most saltating sand-sized particles. The marbles simulate the effect of a gravelly fan surface and prevent dust that has filtered or washed into the bottom of the pan from being blown back out. The dust traps are fitted with two metal straps looped in an inverted basket shape; the top surfaces of the straps are coated with a sticky material that effectively discourages birds from roosting.

California, Nevada↗
USGS1997

Level II scour analysis for Bridge 71 (WODSTH00050071) on Town Highway 5, crossing Kedron Brook, Woodstock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WODSTH00050071 on Town Highway 5 crossing Kedron Brook, Woodstock, 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 16.1-mi 2 drainage area is in a predominantly rural and forested basin. However, the bridge site is within the Village of Woodstock. In the vicinity of the study site, the surface cover is best described as suburban downstream of the bridge and forest and brush upstream of the bridge. In the study area, Kedron Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 33 ft and an average bank height of 11 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 112 mm (0.368 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 14, 1994, indicated that the reach was vertically degraded. Evidence of the degradation was observed at the outlet of the bridge where the stream bed is 4 ft below the downstream invert of the structure (see figure 6). The Town Highway 5 crossing of Kedron Brook is a 30-ft-long, two-lane bridge/box culvert consisting of one 25-foot concrete span (Vermont Agency of Transportation, written communication, August 3, 1994). The opening length of the structure parallel to the bridge face is 23.5 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel bed under the bridge is covered entirely by a concrete slab. The channel is skewed approximately 45 degrees to the opening and the opening-skew-to-roadway is also 45 degrees. Scour countermeasures at the site include concrete retaining walls on both the left and right downstream banks extending approximately 130 ft downstream; a drywall constructed of stone on the upstream right bank extending to the next bridge upstream; type-2 stone fill (less than 36 inches diameter) along the upstream left bank, at the upstream end of the upstream right wingwall, and along the base of the retaining wall on the downstream left bank; and type-3 stone-fill (less than 48 inches diameter) along the base of the retaining wall on the downstream right bank. In addition, the channel under the bridge is concrete. Further 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 2.5 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. The contraction scour depths do not take the concrete channel bed under the bridge into account. Abutment scour ranged from 8.7 to 18.2 ft. The worstcase 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”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS2002

Ground-water resources of the middle Rio Grande basin, New Mexico

The Middle Rio Grande Basin covers approximately 3,060 square miles in central New Mexico, encompassing parts of Santa Fe, Sandoval, Bernalillo, Valencia, Socorro, Torrance, and Cibola Counties. In this report, “Middle Rio Grande Basin” refers to the geologic basin defined by the extent of deposits of Cenozoic age along the Rio Grande from about Cochiti Dam to about San Acacia. In 2000, the population of the Middle Rio Grande Basin was about 690,000, or about 38 percent of the population of New Mexico (U.S. Census Bureau, 2001a, 2001b). In 1995, the New Mexico Office of the State Engineer declared the Middle Rio Grande Basin a “critical basin”; that is, a ground-water basin faced with rapid economic and population growth for which there is less than adequate technical information about the available water supply. Though the basin had been intensively studied for a number of years, important gaps remained in the understanding of the water resources of the basin. In an effort to fill some of these gaps, the U.S. Geological Survey (USGS) and other Federal, State, and local agencies began the Middle Rio Grande Basin Study, a 6-year effort to improve the understanding of the hydrology, geology, and land-surface characteristics of the basin.

New Mexico↗
USGS2009

Water Quality in the High Plains Aquifer, Colorado, Kansas, Nebraska, New Mexico, Oklahoma, South Dakota, Texas, and Wyoming, 1999-2004

This report contains the major findings of a 1999-2004 assessment of water quality in the High Plains aquifer. It is one of a series of reports by the National Water-Quality Assessment (NAWQA) Program that present major findings for principal and other aquifers and major river basins across the Nation. In these reports, water quality is discussed in terms of local, regional, State, and national issues. Conditions in the aquifer system are compared to conditions found elsewhere and to selected national benchmarks, such as those for drinking-water quality. This report is intended for individuals working with water-resource issues in Federal, State, or local agencies, universities, public interest groups, or the private sector. The information will be useful in addressing a number of current issues, such as drinking-water quality, the effects of agricultural practices on water quality, source-water protection, and monitoring and sampling strategies. This report is also for individuals who wish to know more about the quality of ground water in areas near where they live and how that water quality compares to the quality of water in other areas across the region and the Nation. The water-quality conditions in the High Plains aquifer summarized in this report are discussed in greater detail in other reports that can be accessed in Appendix 1 of http://pubs.usgs.gov/pp/1749/. Detailed technical information, data and analyses, collection and analytical methodology, models, graphs, and maps that support the findings presented in this report in addition to reports in this series from other basins can be accessed from the national NAWQA Web site (http://water.usgs.gov/nawqa). This report accompanies the detailed and technical report of water-quality conditions in the High Plains aquifer 'Water-quality assessment of the High Plains aquifer, 1999-2004' (http://pubs.usgs.gov/pp/1749/)

Circular↗
USGS2021

The North American Breeding Bird Survey in Mexico, 2008 to 2018—A status report

Collection of avian population data has repeatedly been identified as a high priority for bird conservation in Mexico. To meet this need, in 2008 the North American Breeding Bird Survey (BBS), a volunteer-based survey, was expanded to include northern Mexico. The BBS in Mexico (Mexican BBS) is managed by the North American Bird Conservation Initiative (NABCI), Mexico’s National Coordination Office inside the Comisión Nacional para el Conocimiento y Uso de la Biodiversidad (CONABIO). During 2008–18, 252 surveys were conducted along 68 routes in Mexico, with geographic coverage varying from year to year. Of these 68 routes, 36 were surveyed three or more times. Thirty-one observers conducted the surveys, and 21 of these observers conducted two or more surveys. Just two observers conducted more than one-third of the 252 surveys, and both observers were paid to conduct the surveys. The low availability of local observers who are qualified, willing, and able to volunteer their services to conduct BBS surveys may prove to be the biggest obstacle to the success of the Mexican BBS program, especially in the context of Mexico’s ongoing safety and security concerns. Apart from the amount of data collected, many surveys did not adhere to pre-established quality-control requirements, and this would result in the exclusion of a large percentage of the data from potential trend analyses. Only 31 percent of the surveys met all the quality-control criteria. Additional observer training may help resolve this issue. Of greater concern is the selection of region-specific sampling date windows during which the surveys are conducted. Observers consistently conducted surveys outside the preliminarily prescribed sampling date window, reflecting the need to re-evaluate the regional appropriateness of this date window. Regardless of the quality of the data, the quantity of data available from 2008 to 2018 is insufficient for trend analysis using methods typically employed by U.S. Geological Survey BBS analysts. Reaching minimum sample size thresholds for statistical analysis will require a substantial increase in effort. During 2008–18, no strata (defined as the intersection of State and Bird Conservation Region boundaries) reached the suggested minimum of 14 sampled routes, and most routes were not run consistently. This report provides information needed for an evaluation of the merits of continuing to invest in the Mexican BBS program in its current form. Such an evaluation should consider the likelihood of achieving the primary project goal of producing reliable long-term population trend estimates, a projected timeline for meeting this goal, and include an assessment of the potential value of any additional data products.

Baja California, Baja California Sur, Chihuahua, C↗
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↗
USGS2004

Urban growth in American cities : glimpses of U.S. urbanization

The Earth's surface is changing rapidly. Changes are local, regional, national, and even global in scope. Some changes have natural causes, such as earthquakes or drought. Other changes, such as urban expansion, agricultural intensification, resource extraction, and water resources development, are examples of human-induced change that have significant impact upon people, the economy, and resources. The consequences that result from these changes are often dramatic and widespread (Buchanan, Acevedo, and Zirbes, 2002) It is the role of the U.S. Geological Survey (USGS) to provide useful and relevant scientific information both to the agencies within the Department of the Interior and to the Nation in general. In an effort to comply with this task, USGS scientists are assessing the status of, and the trends in, the Nation's land surface. This assessment provides useful information for regional and national land use decisionmaking. This knowledge can be used to deal with issues of significance to the Nation, such as quality-of-life, ecology of urban environments, ecosystem health, ecological integrity, water quality and quantity concerns, resource availability, vulnerability to natural hazards, safeguards to human health, air and land quality, and accessibility to scientific information. Results of these assessments can also be analyzed to reveal rates and trends in land use change. Results from urban growth studies provide a firm foundation for continuing research that explores the consequences of human modification of the landscape. The USGS seeks to illustrate and explain the spatial history of urban growth and corresponding land use change. Scientists are studying urban environments from a regional perspective and a time scale of decades to measure the changes that have occurred in order to help understand the impact of anticipated changes in the future. Within this booklet are pairs of images of selected urbanized regions from across the Nation. These image pairs illustrate the transformation that these areas have undergone over two decades. Specifically, they depict changes in the extent of urban land. Each change pair is composed of one image from the 1970s and one image from the 1990s. Accompanying each image pair is a brief historical geography of factors that helped facilitate major changes that have occurred since the founding of the main city and the consequences and challenges of regional urban growth. The goal of this publication is to provide an illustration of urban change that is easily understood by a broad audience. The images used throughout this booklet were generated from land cover data developed by the USGS. The data sources include the Geographic Information Retrieval and Analysis System (GIRAS) for the 1970s images and the National Land Cover Dataset (NLCD) for the 1990s images. GIRAS digital maps are based on photointerpretations completed in the mid-1970s. The NLCD is a land cover dataset for the conterminous United States based on 1992 Landsat thematic mapper (TM) satellite imagery and supplemental data (fig. 1a and fig. 1b). The USGS distributes both of these land use and land cover digital datasets. The images were developed by using a geographic information system (GIS). The GIRAS and NLCD datasets were used to identify urban land within each region. In the final images all urban areas are shown in red. A shaded-relief map of each region was used to display the topographic context of the red polygon coverage. For all of these images, urban land is defined as areas transformed into a built-up environment for human use. It includes residential areas, commercial and industrial developments, transportation features, and institutions.

Circular↗
USGS1992

Impact origin of the Avak Structure, Arctic Alaska, and genesis of the Barrow gas fields

Geophysical and subsurface geologic data suggest that the Avak structure, which underlies the Arctic Coastal Plain 12 km southeast of Barrow, Alaska, is a hypervelocity meteorite or comet impact structure. The structure is a roughly circular area of uplifted, chaotically deformed Upper Triassic to Lower Cretaceous sedimentary rocks 8 km in diameter that is bounded by a ring of anastomosing, inwardly dipping, listric normal faults 12 km in diameter. A zone of gently outward-dipping sedimentary country rocks forms a discontinuous ring of "rim anticlines" within the peripheral ring of normal faults. Beyond these anticlines, the sedimentary rocks are almost flat-lying. Basement consists of strongly deformed Ordovician and Silurian argillite. Density and acoustic impedance con rasts between the argillite and the overlying strata produce gravity and seismic-reflection signatures that define a ring of anticlines around the disturbed zone and a structural high surrounded by an annular structural low at its center. In the adjacent Barrow gas fields, the tops of the informally named Neocomian "pebble shale" unit and the gas-producing Lower Jurassic Barrow sand (local usage) lie at average subsea depths of 488 m and 670 m, respectively. In the Avak 1 well, drilled on the central high, the pebble shale and the Barrow sand lie near the surface, documenting more than 500 m of relative uplift at the high. The cores in this well have steep dips (30-90 degrees), mixed breccia with Franklinian argillite clasts 10 and 90 m above basement, quartz grains with shock mosaicism and multiple sets of shock lamellae, oriented concussion fractures in sand-size quartz grains, and shatter cones resembling those found in the peripheral zones of well-documented impact structures. In addition, above-background levels o fractured quartz grains in Barrow sand were found as far as 19 km beyond the rim of the Avak structure. Data concerning the age of the Avak structure are not definitive. If submarine landslide deposits in the upper part of the Aptian and Albian Torok Formation, in the subsurface 200 km to the east, were triggered by the Avak event, then the Avak meteorite struck a submerged marine shelf about 100 + or - 5 Ma. However, the impact features found at Avak (shatter cones, concussion fractures, shock lamellae and shock mosaicism in quartz grains, and widespread cataclasis) characterize the distal zones of meteorite impact structures. Fused rocks, plastic deformation, and shock-metamorphic minerals found in more proximal zones of impact structures are apparently missing. These observations, and the lack of Avak ejecta in cuttings and cores from the Torok Formation and Nanushuk Group (Albian to middle Cenomanian) in surrounding test wells, indicate that the impact event postdated these beds. In this case, the Avak meteorite struck a Late Cretaceous or Tertiary marine shelf or coastal plain between the Cenomanian (ca. 95 Ma), and deposition of the basal beds of the overlying late Pliocene and Quaternary Gubik Formation (ca. 3 Ma).

Alaska↗