Geology topics

Research about Black River

Source-linked reports with geographic coverage including Black River.

13 recordsLinked to original sources

USGS2017

Landscape- and local-scale habitat influences on occupancy and detection probability of stream-dwelling crayfish: Implications for conservation

Crayfish are ecologically important in freshwater systems worldwide and are imperiled in North America and globally. We sought to examine landscape- to local-scale environmental variables related to occupancy and detection probability of a suite of stream-dwelling crayfish species. We used a quantitative kickseine method to sample crayfish presence at 102 perennial stream sites with eight surveys per site. We modeled occupancy (psi) and detection probability ( P ) and local- and landscape-scale environmental covariates. We developed a set of a priori candidate models for each species and ranked models using (Q)AICc. Detection probabilities and occupancy estimates differed among crayfish species with Orconectes eupunctus , O. marchandi , and Cambarus hubbsi being relatively rare (psi < 0.20) with moderate (0.46–0.60) to high (0.81) detection probability and O. punctimanus and O. ozarkae being relatively common (psi > 0.60) with high detection probability (0.81). Detection probability was often related to local habitat variables current velocity, depth, or substrate size. Important environmental variables for crayfish occupancy were species dependent but were mainly landscape variables such as stream order, geology, slope, topography, and land use. Landscape variables strongly influenced crayfish occupancy and should be considered in future studies and conservation plans.

Arkansas, Missouri↗

USGS2015

Safety of spray-dried powder formulated Pseudomonas fluorescens strain CL145A exposure to subadult/adult unionid mussels during simulated open-water treatments

The exposure effects of a commercially prepared spray dried powder (SDP) formulation of Pseudomonas fluorescens (strain CL145A) on the survival of seven species of unionid mussels endemic to the Great Lakes and Mississippi River basins was evaluated in this study. The study exposures were completed within replicated 350-liter test tanks contained within a mobile bioassay laboratory sited on the shores of the Black River near La Crosse, Wisconsin. The test tanks were supplied with flowing, filtered river water which was interrupted during the exposure period. Two groups of seven species of mussels were used in equal proportions in the study. The first group was exposed to SDP for 8 hours, and the second group was exposed to SDP for 24 hours. Individually tagged mussels were randomly allocated to test tanks until all test tanks contained 8 to 10 mussels of each species (dependent upon the number available for testing). The experimental unit for the trial was the individual test tank, and treatment group was assigned using a randomized block design. The treatment groups for each exposure duration consisted of (1) an untreated control group, (2) a group that received an application of 50 milligrams SDP per liter (mg SDP/L), and (3) a group that received an application of 100 mg SDP/L. All mussel species and both exposure duration groups were exposed concurrently (that is, one-half of the mussels were removed after 8 hours of SDP exposure and the remaining mussels were removed after 24 hours of SDP exposure). All treatment concentrations are reported as active ingredient. After exposure, the mussels were consolidated into wire mesh cages and placed in the Black River for a 27-28 day postexposure period, after which time survival of mussels was assessed. Of the 1,170 mussels tested in the study, 3 were confirmed dead and 5 were not recovered and treated as mortalities in the analysis. The effect and interactions of species, SDP exposure concentration, and SDP exposure duration were analyzed and did not affect mussel survival (p > 0.98). The results from this study indicate that SDP exposure at the maximum approved open-water concentration of 100 mg/L for up to 3 times the maximum approved open-water exposure duration of 8 hours (in other words for 24 hours of exposure) is unlikely to reduce survival of subadult or adult mussels.

Wisconsin↗

USGS1998

Long term trends liver neoplasm epizootics of brown bullhead in the Black River, Ohio

Since 1980, liver neoplasms in brown bullhead and polynuclear aromatic hydrocarbons (PAH) in sediment have been researched in a series of studies on the Black River in Lorain, Ohio. In the early 1980s the liver cancer prevalence in fish of age 3 and older was high, ranging from 22% to 39% of the adult population. These high cancer rates corresponded to high levels of PAHs in the sediment resulting from long-term releases by an upstream coking facility (USX). In 1983 this coking plant was closed, and by 1987 the PAH in sediment had declined by about two orders of magnitude. Coincidentally the tumor prevalence in 1987 was only about one-fourth of that in the early 1980s. In 1990, the most contaminated sediments were dredged. Neoplasm surveys in 1992 and 1993 found liver tumor frequencies in mature bullhead were as high as or higher than in the early 1980s. However liver tumor incidence declined in 1994, especially among age 3 fish, where neoplasm incidence was zero. These age 3 fish were the first group sampled that were not present during the 1990 dredging. These data are consistent with a hypothesis that the increase in tumor prevalence in 1992 and 1993 was caused by exposure to buried PAH-contaminated sediments released by the dredging. This research points out the insight provided by long term effects studies.

Ohio↗

USGS1997

Level II scour analysis for Bridge 23 (CRAFTH00390023) on Town Highway 39, crossing the Black River, Craftsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CRAFTH00390023 on town highway 39 crossing the Black River, Craftsbury, 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 assessment is included in Appendix E of this report. A Level I assessment provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from VTAOT files, was compiled prior to conducting Level I and Level II analyses and is provided in Appendix D. The site is in the New England Upland physiographic province of North-central Vermont in the town of Craftsbury. The 30.9-mi 2 drainage area is in a predominantly rural and forested basin with some pasture grassland on the valley bottom. In the vicinity of the study site, the banks have very little woody vegetation coverage except for the downstream left bank, which has some trees and brush coverage. In the study area, the Black River has an meandering channel with a slope of approximately 0.0004 ft/ft, an average channel top width of 62 ft and an average channel depth of 3 ft. The predominant channel bed materials are sand and gravel with a median grain size (D 50 ) of 0.73 mm (0.0024 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 6, 1995, indicated that the reach was laterally unstable. The town highway 39 crossing of the Black River is a 65-ft-long, two-lane bridge consisting of three spans with a maximum span of 38-feet (Vermont Agency of Transportation, written communication, August 24, 1994). The bridge is supported by vertical, concrete abutments and two stone piers with concrete caps. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 10 degrees in the opposite direction. The scour protection measures at the site were type-1 stone fill (less than 12 inches diameter) on the upstream left and right roadway embankments and between the right pier and right abutment wall. Type-2 (less than 36 inches diameter) stone fill was evident on the upstream left bank, downstream right bank, between the left pier and left abutment wall, and streamward of the right pier. 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 aggradation or degradation; 2) contraction scour (due to reduction in flow area caused by a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute scour depths for contraction and local scour and a summary of the results follows. Contraction scour for all modelled flows ranged from 20.1 to 25.2 and the worst-case contraction scour occurred at the 500-year discharge. Although this bridge has two piers, the flow through the spans between each abutment and pier is assumed to be negligible. Hence, abutment scour was computed assuming the forces contributing to scour actually occur on the main-span sides of each pier in this case. Abutment scour ranged from 8.8 to 10.6 and the worst-case abutment scour occurred at the 500-year discharge. Scour depths and depths to armoring are summarized on p. 14 in the section titled “Scour Results”. Scour elevations, based on the calculated depths are presented in tables 1 and 2. A graph of the scour elevations 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 43 (SPRICYBRIG0043) on Bridge Street, crossing the Black River, Springfield, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure SPRICYBRIG0043 on Bridge Street crossing the Black River, Springfield, 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 southeastern Vermont. The 191-mi 2 drainage area is a predominantly rural and forested basin. In the vicinity of the study site, the surface cover consist of some grass, buildings, and pavement. The immediate banks are covered with trees, shrubs and brush. In the study area, the Black River has an incised channel with a slope of approximately 0.001 ft/ft, an average channel top width of 156 ft and an average bank height of 14 ft. The channel bed material is predominantly cobbles with a median grain size (D 50 ) of 90.7 mm (0.298 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 19, 1996, indicated that the reach was stable. The Bridge Street crossing of the Black River is a 123-foot-long, two-lane bridge consisting of one 119-foot steel-beam span (Vermont Agency of Transportation, written communication, March 30, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 20 degrees. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) along the downstream left bank and the downstream left wingwall. There was also type-1 stone fill (less than 12 inches diameter) along right abutment and the downstream right wingwall. There is a nine foot tall concrete wall along the downstream right bank to 89 feet 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 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. There was no computed contraction scour. Left abutment scour ranged from 9.9 to 11 ft. The worst-case left abutment scour occurred at the 100-year discharge. Right abutment scour ranged from 6.5 to 11.2 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. 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 20 (IRASTH00080020) on Town Highway 8, crossing the Black River, Irasburg, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure IRASTH00080020 on town highway 8 crossing the Black River, Irasburg, 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, available from 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 New England Upland physiographic province of north-central Vermont in the town of Irasburg. The 110-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the left bank surface cover is pasture and row crops and the right bank is covered by shrub and brush and is adjacent to woods. In the study area, the Black River has a sinuous channel with a slope of approximately 0.002 ft/ft, an average channel top width of 90 ft and an average channel depth of 5 ft. The predominant channel bed material is gravel and cobbles (D 50 is 49.7 mm or 0.163 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 4, 1994, indicated that the reach was laterally unstable. The town highway 8 crossing of the Black River is a 88-ft-long, one-lane covered bridge consisting of one 80-foot span (Vermont Agency of Transportation, written commun., August 2, 1994). The bridge is supported by vertical, concrete abutments with wingwalls on the upstream and downstream sides of the right abutment. The right abutment has stone fill protection. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is zero degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗

USGS1996

Level II scour analysis for Bridge 22 (CRAFTH00180022) on Town Highway 18, crossing Black River, Craftsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CRAFTH00180022 on town highway 18 crossing the Black River, Craftsbury, 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, available from 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 New England Upland physiographic province of north-central Vermont in the town of Craftsbury. The 41.6-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks and floodplains are pasture and have no woody vegetation coverage. In the study area, the Black River is not incised, has a meandering channel with a slope of approximately 0.0004 ft/ft, an average channel top width of 66 ft, and an average channel depth of 3 ft. The predominant channel bed material is sand (D 50 is 0.148 mm or 0.000487 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 13, 1995, indicated that the reach was laterally unstable. The town highway 18 crossing of the Black Riveris a 60-ft-long, one-lane bridge consisting of one 55-foot clear-span riveted through-girder type structure with a timber deck (Vermont Agency of Transportation, written commun., August 3, 1994). The bridge is supported by concrete abutments with no wingwalls. The bridge skew is approximately 5 degrees and there is no opening-skew-to-roadway. A scour hole 3 ft deeper than the mean thalweg depth was observed 35 ft downstream of the bridge during the Level I assessment. There is also approximately 2 ft of channel scour upstream of the bridge. There is type-one (less than 12 in diameter) protection on both abutments that may act, in part, as spill-through abutments; the material however is partially made up of the remnants of older log-cribbing abutments, when the bridge length was significantly less than the current structure. 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, 1993). Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗

USGS1996

Level II scour analysis for Bridge 6 (IRASTH00050006) on Town Highway 5, crossing the Black River, Irasburg, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure IRASTH00050006 on town highway 5 crossing the Black River, Irasburg, 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 available from VTAOT files were compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the New England Upland physiographic province of north-central Vermont. The 91.1-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the left and right banks are forested and a residence is located on the downstream left overbank. In the study area, the Black River has an incised, sinuous channel with a slope of approximately 0.05 ft/ft, an average channel top width of 116 ft and an average bank-full channel depth of 2.8 ft. The predominant channel bed material is cobble (D 50 is 240 mm or 0.789 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 4, 1994, indicated that the reach was stable. The town highway 5 crossing of the Black River is a 70-ft-long, two-lane bridge consisting of one 65-foot clear span (Vermont Agency of Transportation, written commun., August 2, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. There is also a retaining wall along the upstream side of the road embankments. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 15 degrees. A scour hole 3.0 ft deeper than the mean thalweg depth was observed along the right abutment. The scour hole was 27 feet long, 15 feet wide, and was 2.5 feet below the abutment footing at the time of the Level I assessment. This right abutment had numerous cracks and had settled. 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, 1993). Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗

USGS1996

Level II scour analysis for Bridge 25 (ALBATH00250030) on Town Highway 25, crossing the Black River, Albany, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure ALBATH00250030 on town highway 25 crossing the Black River, Albany, 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 available from VTAOT files were compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the New England Upland physiographic province of north-central Vermont in the town of Albany. The 58.8-mi 2 drainage area is in a rural, forested basin. In the vicinity of the study site, the banks have predominantly grass vegetation coverage with a few shrubs. In the study area, the Black River has a non-incised, highly meandering channel with a slope of approximately 0.0005 ft/ft, an average channel top width of 56 ft and an average channel depth of 4 ft. The predominant channel bed material is fine sand (D 50 is 1.68 mm or 0.00551 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 5, 1995, indicated that the reach was laterally unstable. The town highway 25 crossing of the Black River is a 42-ft-long, one-lane bridge consisting of one 40-foot span steel-beam superstructure with a timber deck (Vermont Agency of Transportation, written commun., August 3, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is not skewed to the opening and the opening-skew-to-roadway is zero degrees. A scour hole 0.5 ft deeper than the mean thalweg depth was observed along mid-channel from 40 feet upstream to about 10 feet under the bridge during the Level I assessment. The left abutment is slightly undermined at the downstream end. The only scour protection measures at the site were sparse type-1 stone fill (less than 12 inches diameter) on the upstream right road embankment, along the left and right abutments, and along the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices  D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗

USGS1996

Level II scour analysis for Bridge 29 (CRAFTH00550029) on Town Highway 55, crossing the Black River, Craftsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CRAFTH00550029 on town highway 55 crossing the Black River, Craftsbury, 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 Craftsbury. The 24.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage except for the upstream left bank and the downstream right bank, which have more brush cover than trees. In the study area, the Black River has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 41 ft and an average channel depth of 5.5 ft. The predominant channel bed material is sand and gravel (D 50 is 44.7 mm or 0.147 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 7, 1995, indicated that the reach was stable. The town highway 55 crossing of the Black Riveris a 32-ft-long, one-lane bridge consisting of one 28-foot span steel stringer superstructure with a timber deck (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 10 degrees. A scour hole 2 ft deeper than the mean thalweg depth was evident at mid-channel immediately downstream of the bridge during the Level I assessment. The only scour protection measure at the site was type-1 stone fill (less than 12 inches diameter) on the upstream right bank and road approach embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.9 to 1.4 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 12.1 to 15.5 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗

USGS1982

The effects of channel excavation on water-quality characteristics of the Black River and on ground-water levels near Dunn, North Carolina

During 1976-81 data were collected at three sites on the Black River near Dunn, N.C., to define the effects of channel excavation on stream quality and on ground-water levels in nearby areas. One of the data sites was located upstream from the five-mile long excavated reach and served as a background station. Changes in various characteristics of this Coastal Plain stream were determined by comparing data collected before, during, and after the construction period. After deepening of the channel by more than 2 feet, ground-water levels within 100 feet of the stream declined a proportionate amount; however, levels in a well 500 feet from the stream were unchanged. Flow velocities during channel deepening were 100 percent higher than velocities prior to construction. An average increase in water temperatures of about one degree Celsius was observed following removal of trees and brush that provided shading to the stream. After construction, concentrations of dissolved oxygen also increased. The percent of saturation increased 20 to 25 percent in the lower values. Maximum concentrations of suspended sediment increased from about 75 mg/L prior to construction to over 2000 mg/L during construction. Within a year after construction, levels of suspended sediment during stormflow had decreased but remained 5 to 10 times greater than preconstruction levels. Little or no change occurred in pH, total-dissolved solids, nitrogen, phosphorus, and bacteria.

North Carolina↗

USGS1980

Methods and applications of digital-model simulation of the Red River alluvial aquifer: Shreveport to the mouth of the Black River, Louisiana

The Red River Waterways Project provides for the construction of five locks and dams on the Red River from the Mississippi River to Shreveport, La. The methodology used by the U.S. Geological Survey in studying the effects of the navigation pools on the ground-water-flow regime involved digital modeling of steady- and nonsteady-state conditions. The steady-state model, GWFLOW, computes the head response in an aquifer due to various boundary conditions. The nonsteady-state model, SUPERMOCK, was designed to simulate transient stress and response in an alluvial-flow system. In addition to the simulation models several computer programs were developed during the study to aid in the preparation of field data for input to the models and in the calibration of the models. Calibration techniques unique to each of the models were developed for the investigation. (USGS)

Louisiana↗

USGS1971

Reconnaissance of the Black River, a cold-water river in the northcentral part of Michigan's southern peninsula

The cold-water streams of the northern states provide unique recreational values to the American people (wilderness or semi-wilderness atmosphere, fast-water canoeing, trout fishing) but the expanding recreational needs must be balanced against the growing demand of water for public and industrial supplies, for irrigation, and for the dilution of sewage and other wastes. In order to make intelligent decisions regarding use and management of the water resource for recreation and other demands, an analysis of the hydrologic factors related to recreational values is essential. The Black River north of Johannesburg in Otsego County has been rated by many fisherman as the number one brook-trout stream in the north-central part of the southern peninsula of Michigan. Headwaters are a few miles north of Johannesburg, and the Black flows northward to join the Cheboygan river a few miles south of Cheyboygan. Only the part of the Black upstream from the impoundment at Tower is included in this report. The headwaters of the Black can be reached by driving east and north from Gaylord, or east from Vanderbilt. The lower reaches included in this study can be reached from Tower or Onaway. The recreational value of a river depends on the characteristics of streamflow, water-quality, and its bed and banks. The purpose of this atlas is to describe these characteristics and to show how they relate to recreational uses. Some of the information presented here was derived from basic records of the U.S. Geological Survey's Water-Resources Division. Additional information was obtained in field reconnaissance surveys in 1966 and 1968. The study was made in cooperation with the Michigan Geological Survey, Gerald E. Eddy, Chief. Advice and assistance were also obtained from other sections of the Michigan Conservation Department. Sheet 1 of this atlas presents information on streamflow characteristics and water quality. Sheet 2 describes the physical character of the stream channel, bed and banks, and shows how it relates to streamflow, water quality, and recreational use.

Michigan↗