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USGS2017

Beryllium

Beryllium is a mineral commodity that is used in a variety of industries to make products that are essential for the smooth functioning of a modern society. Two minerals, bertrandite (which is supplied domestically) and beryl (which is currently supplied solely by imports), are necessary to ensure a stable supply of high-purity beryllium metal, alloys, and metal-matrix composites and beryllium oxide ceramics. Although bertrandite is the source mineral for more than 90 percent of the beryllium produced globally, industrial beryl is critical for the production of the very high purity beryllium metal needed for some strategic applications. The current sole domestic source of beryllium is bertrandite ore from the Spor Mountain deposit in Utah; beryl is imported mainly from Brazil, China, Madagascar, Mozambique, and Portugal. High-purity beryllium metal is classified as a strategic and critical material by the Strategic Materials Protection Board of the U.S. Department of Defense because it is used in products that are vital to national security. Beryllium is maintained in the U.S. stockpile of strategic materials in the form of hot-pressed beryllium metal powder. Because of its unique chemical properties, beryllium is indispensable for many important industrial products used in the aerospace, computer, defense, medical, nuclear, and telecommunications industries. For example, high-performance alloys of beryllium are used in many specialized, high-technology electronics applications, as they are energy efficient and can be used to fabricate miniaturized components. Beryllium-copper alloys are used as contacts and connectors, switches, relays, and shielding for everything from cell phones to thermostats, and beryllium-nickel alloys excel in producing wear-resistant and shape-retaining high-temperature springs. Beryllium metal composites, which combine the fabrication ability of aluminum with the thermal conductivity and highly elastic modulus of beryllium, are ideal for producing aircraft and satellite structural components that have a high stiffness-to-weight ratio and low surface vibration. Beryllium oxide ceramics are used in a wide range of applications, including missile guidance systems, radar applications, and cell phone transmitters, and they are critical to medical technologies, such as magnetic resonance imaging (MRI) machines, medical lasers, and portable defibrillators. The United States is expected to remain self-sufficient with respect to most of its beryllium requirements, based on information available at the time this chapter was prepared (2013). The United States is one of only three countries that currently process beryllium ores and concentrate them into beryllium products, and these three countries supply most of the rest of the world with these products. Exploration for new deposits in the United States is limited because domestic beryllium production is dominated by a single producer that effectively controls the domestic beryllium market, which is relatively small and specialized, and the market cannot readily accommodate new competition on the raw material supply side.

Professional Paper↗
USGS2006

Application of artificial neural networks to assess pesticide contamination in shallow groundwater

In this study, a feed-forward back-propagation neural network (BPNN) was developed and applied to predict pesticide concentrations in groundwater monitoring wells. Pesticide concentration data are challenging to analyze because they tend to be highly censored. Input data to the neural network included the categorical indices of depth to aquifer material, pesticide leaching class, aquifer sensitivity to pesticide contamination, time (month) of sample collection, well depth, depth to water from land surface, and additional travel distance in the saturated zone (i.e., distance from land surface to midpoint of well screen). The output of the neural network was the total pesticide concentration detected in the well. The model prediction results produced good agreements with observed data in terms of correlation coefficient (R = 0.87) and pesticide detection efficiency (E = 89%), as well as good match between the observed and predicted "class" groups. The relative importance of input parameters to pesticide occurrence in groundwater was examined in terms of R, E, mean error (ME), root mean square error (RMSE), and pesticide occurrence "class" groups by eliminating some key input parameters to the model. Well depth and time of sample collection were the most sensitive input parameters for predicting the pesticide contamination potential of a well. This infers that wells tapping shallow aquifers are more vulnerable to pesticide contamination than those wells tapping deeper aquifers. Pesticide occurrences during post-application months (June through October) were found to be 2.5 to 3 times higher than pesticide occurrences during other months (November through April). The BPNN was used to rank the input parameters with highest potential to contaminate groundwater, including two original and five ancillary parameters. The two original parameters are depth to aquifer material and pesticide leaching class. When these two parameters were the only input parameters for the BPNN, they were not able to predict contamination potential. However, when they were used with other parameters, the predictive performance efficiency of the BPNN in terms of R, E, ME, RMSE, and pesticide occurrence "class" groups increased. Ancillary data include data collected during the study such as well depth and time of sample collection. The BPNN indicated that the ancillary data had more predictive power than the original data. The BPNN results will help researchers identify parameters to improve maps of aquifer sensitivity to pesticide contamination. ?? 2006 Elsevier B.V. All rights reserved.

Science of the Total Environment↗
USGS1996

Level II scour analysis for Bridge 24 (WODSTH00190024) on Town Highway 19, crossing North Bridgewater Brook, Woodstock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WODSTH00190024 on Town Highway 19 crossing North Bridgewater 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). 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 Green Mountain physiographic province of east-central Vermont in the town of Woodstock. The 3.6-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 covered by moderate tree cover along the immediate banks with some pasture/ grassland beyond. In the study area, the North Bridgewater Brook has a sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 44 ft and an average channel depth of 4 ft. The channel bed materials ranges from sand to boulders with a D 50 (median diameter)of 70.1 mm or 0.229 ft. The geomorphic assessment at the time of the Level I and Level II site visits on August 17, 1994 and December 13, 1994, indicated that the reach was stable. Localized bank cutting existed at the immediate downstream left bank. The Town Highway 19 crossing of the North Bridgewater Brook is a 26-ft-long, one-lane bridge consisting of one 23-ft steel-beam span (Vermont Agency of Transportation, written commun., August 3, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. Type-2 (less than 3 ft diameter) stone fill protects the upstream left wingwall which is impacted by flow. The channel bed under the bridge is constructed of wood. This construction is preventing channel degradation along the impacted left abutment.The channel is skewed approximately 40 degrees to the opening; the opening-skew-to-roadway is 10 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). 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. Abutment scour ranged from 6.6 to 14.9 ft. with the worst-case scenario occurring 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, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 35 (BETHTH00190035) on Town Highway 19, crossing Gilead Brook, Bethel, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BETHTH00190035 on town highway 19 crossing Gilead Brook, Bethel, 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 Green Mountain physiographic province of central Vermont in the town of Bethel. The 6.40-mi 2 drainage area is predominantly rural and forested. In the vicinity of the study site, the immediate banks have woody vegetation coverage with pasture beyond. In the study area, Gilead Brook is an incised, sinuous channel with a slope of approximately 0.015 ft/ft, an average channel top width of 31 ft and an average channel depth of 2.5 ft. The predominant channel bed material is gravel and cobble (D 50 is 62.5 mm or 0.205 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 20, 1994, indicated that the reach was stable. The town highway 19 crossing of Gilead Brook is a 30-ft-long, one-lane bridge consisting of one 24-foot steel-beam span with timber deck (Vermont Agency of Transportation, written commun., August 24, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is 10 degrees. The scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) at the downstream wingwalls, left abutment, and upstream right road embankment; type-2 stone fill (less than 36 inches diameter) is at the upstream right 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). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.1 to 2.1 ft. with the worst-case scenario occurring at the 500-year discharge. Abutment scour ranged from 3.9 to 9.5 ft. The worst-case abutment scour also 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, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 51 (RANDTH00SC0051) on School Street, crossing Thayer Brook, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00SC0051 on School Street crossing Thayer Brook, Randolph, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). 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 Green Mountain physiographic division of central Vermont in the town of Randolph. The 5.30-mi 2 drainage area is a predominantly rural basin. In the vicinity of the study site, the left and right banks are forested with residences on the left overbanks. In the study area, Thayer Brook has a sinuous channel with a slope of approximately 0.03 ft/ ft, an average channel top width of 36 ft and an average channel depth of 3 ft. The predominant channel bed materials are gravel and cobble (D 50 is 58.2 mm or 0.191 ft). The geomorphic assessment at the time of the Level I site visits on August 4, 1994 and December 8, 1994, indicated that the reach was stable. The School Street crossing of Thayer Brook is a 39-ft-long, two-lane bridge consisting of one 35-foot concrete span (Vermont Agency of Transportation, written commun., August 2, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. Type-2 stone fill (less than 36 inches diameter) along the downstream left bank was the only existing protection. The approach channel is skewed approximately 45 degrees to the bridge face; the opening-skew-to-roadway is also 45 degrees. Additional details describing conditions at the site are included in the Level II Summary, Appendix D, and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). 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 1.0 to 2.2 ft. with the worst-case scenario occurring at the 500-year discharge. Abutment scour ranged from 6.2 to 12.0 ft. The worst-case abutment scour also 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, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 51 (BRIDTH00460051) on Town Highway 46, crossing Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00460051 on town highway 46 crossing the Ottauquechee River, Bridgewater, 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 Green Mountain physiographic division of central Vermont in the town of Bridgewater. The 103-mi 2 drainage area is a predominantly rural basin. In the vicinity of the study site, the immediate left and right banks are covered by trees and brush with residences beyond. In the study area, the Ottauquechee River has a straight channel with a slope of approximately 0.008 ft/ft, an average channel top width of 150 ft and an average channel depth of 6 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 81.8 mm (0.268 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 24, 1994, indicated that the reach was stable. The town highway 46 crossing of the Ottauquechee Riveris a 135-ft-long, two-lane bridge consisting of two 66-ft steel-beam spans, supported by vertical, concrete abutments with upstream wingwalls and one concrete pier (Vermont Agency of Transportation, written commun., August 24, 1994). Type-2 stone fill (less than 36 inches diameter) has been placed along the left abutment and both upstream wingwalls. The upstream side of both road embankments are also protected by type-2 stone fill. Abutments of a previous bridge still exist at the downstream side of the present structure’s abutments. The channel is skewed 10 degrees to the bridge face; the opening-skew-to-roadway is 0 degrees. There are remains of a breached dam 160 feet upstream of the bridge which deflect flow toward the left bank. Additional details describing conditions at the site are included in the Level II Summary, Appendix D, and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). 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 5.4 ft. The worst-case contraction scour occurred at the incipient overtopping discharge, which was between the 100- and 500-year discharges. Pier scour ranged from 9.9 to 10.9 ft with the worst-case scenario also occurring at the incipient roadway overtopping discharge. Abutment scour ranged from 25.3 to 33.6 ft. with the worst-case occurring 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, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 49 (BETHTH00790049) on Town Highway 79, crossing Locust Creek, Bethel, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BETHTH00790049 on town highway 79 crossing Locust Creek, Bethel, 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 Green Mountain physiographic province of central Vermont in the town of Bethel. The 24.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks are forested. In the study area, Locust Creek has an incised, sinuous channel with a slope of approximately 0.015 ft/ft, an average channel top width of 74 ft and an average channel depth of 6 ft. The predominant channel bed material is gravel and cobble (D 50 is 124 mm or 0.407 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 21 & 26, 1994, respectively, with a check on 12/15/94, indicated that the reach was stable. The town Highway 79 crossing of Locust Creek is a 55-ft-long, one-lane bridge consisting of one 50-foot concrete span (Vermont Agency of Transportation, written commun., August 24, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-toroadway is 45 degrees. Scour protection measures in place at the site were type-1 stone fill (less than 12 inches diameter) at the upstream right and downstream left road embankment, type-2 stone fill (less than 36 inches diameter) at the upstream left bank, upstream wingwalls, and downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term 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 these computed results follow. Contraction scour for all modelled flows ranged from 0.0 ft to 1.0 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 10.3 ft to 13.3 ft. with the worst-case abutment scour also occurring at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated depths, are presented in tables 1 and 2. A cross-section of the computed scour 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, 1993, p. 22). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 37 (BRIDTH00050037) on Town Highway 5, crossing North Branch Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050037 on town highway 5 crossing the North Branch Ottauquechee River, Bridgewater, 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 Green Mountain physiographic province of central Vermont in the town of Bridgewater. The 10.5-mi 2 drainage area is a predominantly rural basin. In the vicinity of the study site, the left and right banks are forested. Town highway 5 runs parallel to the upstream left and downstream right banks. In the study area, the North Branch Ottauquechee River has a sinuous channel with a slope of approximately 0.013 ft/ft, an average channel top width of 50 ft and an average channel depth of 5 ft. The predominant channel bed materials are gravel and cobble (D 50 is 79.3 mm or 0.260 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 2, 1994, indicated that the reach was stable. The town highway 5 crossing of the North Branch Ottauquechee Riveris a 38-ft-long, onelane bridge consisting of one 35-foot steel beam span (Vermont Agency of Transportation, written commun., August 25, 1994). The bridge is supported by vertical, stone abutments with wingwalls. The right abutment has settled due to scour. Type-3 stone fill (less than 36 inches diameter) provides protection to the upstream end of the upstream left wingwall and the base of the downstream right wingwall. The channel is skewed approximately 35 degrees; the opening-skew-to-roadway is 20 degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.4 to 1.5 ft. The worst-case contraction scour occurred at the incipient overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 11.0 to 14.9 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection 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, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 42 (BETHTH00860042) on Town Highway 86, crossing Gilead Brook, Bethel, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BETHTH00860042 on town highway 86 crossing Gilead Brook, Bethel, 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 Green Mountain physiographic province of central Vermont in the town of Bethel. The 11.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the upstream banks are tree covered and the downstream banks are covered with shrubs and brush. In the study area, Gilead Brook is probably incised, has a sinuous channel with a slope of approximately 0.012 ft/ft, an average channel top width of 53 ft, and an average channel depth of 5 ft. The predominant channel bed material is gravel to cobbles (D 50 is 85.6 mm or 0.281 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 30, 1994, indicated that the reach was stable. The town highway 86 crossing of Gilead Brook is a 28-ft-long, one-lane bridge consisting of one 25-foot clear-span structure with a concrete deck (Vermont Agency of Transportation, written commun., August 24, 1994). The bridge is supported by concrete abutments with wingwalls. The bridge skew is approximately 5 degrees and there is no opening-skew-to-roadway. A scour hole approximately 1 ft deeper than the mean thalweg depth was observed along the left bank, near the upstream bridge face during the Level I assessment. There is also approximately 1 ft of scour along the left abutment of the bridge, near the upstream wing wall, exposing the footing. There is type-one (less than 12 in diameter) protection on the US left wingwall and type-two (less than 36 in diameter) along the US and DS right wingwalls. There is no protection along the abutments. 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 to 1.9 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge and the 100-year discharge. Abutment scour ranged from 8.6 to 15.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 46 (BRIDTH00050046) on Town Highway 05, crossing North Branch Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050046 on town highway 5 crossing the North Branch Ottauquechee River, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Bridgewater. The 5.61-mi 2 drainage area is a predominantly rural and forested basin. In the vicinity of the study site, the banks are forested. Town highway 5 parallels the upstream left bank. In the study area, the North Branch Ottauquechee River has a sinuous channel with a slope of approximately 0.015 ft/ft, an average channel top width of 48 ft and an average channel depth of 6 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 66.2 mm (0.217 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 2 and 3, 1994, indicated that the reach was stable. The town highway 5 crossing of North Branch Ottauquechee Riveris a 40-ft-long, one-lane bridge consisting of a 34-ft steel-beam span, supported by vertical abutments with no wingwalls (Vermont Agency of Transportation, written communication, August 25, 1994). The left abutment is stone; the right abutment is log cribwork with type-2 stone fill (less than 36 inches diameter) along its base. Type-2 stone fill has also been placed on the upstream and downstream sides of the road embankments, except the upstream left which has type-3 (less than 48 inches diameter). The channel is skewed approximately 60 degrees; the opening-skew-to-roadway is 30 degrees. Additional details describing conditions at the site are included in the Level II Summary, Appendix D, and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term 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 these computed results follow. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 5.7 ft to 7.7 ft. with the worst-case abutment scour occurring 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 depths, are presented in tables 1 and 2. A cross-section of the computed scour 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, 1993, p. 22). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 25 (CRAFTH00220025) on Town Highway 22, crossing the Wild Branch Lamoille River, Craftsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CRAFTH00220025 on town highway 22 crossing the Wild Branch Lamoille 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, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the New England Upland physiographic province of north-central Vermont in the town of Bridgewater. The 9.52-mi 2 drainage area is in a predominantly rural basin with some pasture on the valley bottom. In the vicinity of the study site, the banks have less than 25% woody vegetation coverage. In the study area, the Wild Branch Lamoille River has a meandering channel in a low relief valley setting with wide flood plains and a slope of approximately 0.0044 ft/ft, an average channel top width of 35 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel (D 50 is 38.6 mm or 0.127 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 9, 1994, indicated that the reach was laterally unstable. The town highway 22 crossing of the Wild Branch Lamoille Riveris a 31-ft-long, two-lane bridge consisting of one 29-foot span concrete slab superstructure (Vermont Agency of Transportation, written commun., August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening and the opening-skew-to-roadway is 20 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left bank side of the channel upstream during the Level I assessment. There are tall, steep stone fill embankments (artificial levees) that make up both banks between 50 feet upstream and the upstream face of the bridge, which straighten and constrict the channel. Type-2 stone fill (less than 36 inches diameter) is reported on the banks upstream, the upstream wingwalls, the abutments, 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 rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 2.5 ft. The worst-case contraction scour occurred at the incipient overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 4.7 to 8.6 ft. The worst-case abutment scour also occurred at the incipient overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 4 (MNTGTH00020004) on Town Highway 2, crossing Wade Brook, Montgomery, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MNTGTH00020004 on town highway 2 crossing Wade Brook, Montgomery, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from 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 Green Mountain physiographic province of north-central Vermont in the town of Montgomery. The 1.68-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. In the study area, Wade Brook has an incised, sinuous channel with a slope of approximately 0.0454 ft/ft, an average channel top width of 30 ft and an average channel depth of 2 ft. The predominant channel bed materials are gravel and cobbles (D 50 is 77.7 mm or 0.255 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 8, 1994, indicated that the reach was degraded. There were no scour holes observed during the Level I assessment. However, general streambed lowering was evident as both abutments were undermined equally with no localized scour on one abutment over the other. The town highway 2 crossing of Wade Brook is a 23-ft-long, two-lane bridge consisting of one 20-foot concrete slab span (Vermont Agency of Transportation, written communication, August 3, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the computed opening-skew-to-roadway is 25 degrees. The scour protection measures at the site were type-1 stone fill (less than 12 inches diameter) on the upstream right wingwall and all road approach embankments, type-2 stone fill (less than 36 inches diameter) on the left abutment, and a “laid-up” stone wall at the upstream end of the upstream left wingwall and in front of the upstream left bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was 0.1 ft. The worst-case contraction scour occurred at the 100-year and 500-year discharges. Abutment scour ranged from 3.9 to 5.2 ft. The worst-case abutment scour also 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). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1999

Pyometra in a Siberian Polecat (Mustela eversmanni)

A 2-year-old Siberian polecat (Mustela eversmanni) from a breeding colony presented for ultrasound evaluation for pregnancy. It was paired with a male for 2.75 months and had remained absent of pregnancy signs when it was anesthetized and clinically evaluated. Until this time, the animal had eaten well and shown no outward signs of debility. On palpation, the animal had a fluid-filled tubular structure in the caudal abdomen, consistent in location and size with the uterus. No sign of vaginal discharge was present. Ultrasonography revealed 10 fluid-filled evaginations (approximately 12 mm in diameter) of the uterine horns. A presumptive diagnosis of a fluid-filled reproductive tract and likely reproductive failure was made in light of the animal's history, its clinical signs, and the ultrasound findings. Euthanasia was performed because the animal was nonreproductive and might yield information relevant to the breeding colony as a whole. Necropsy of the polecat revealed a distended fluctuant uterus containing mildly odiferous, thick, yellow-green, purulent material. Histopathology confirmed the diagnosis of pyometra. A pure and heavy growth of Enterococcus fecalis was cultured from the uterine contents. In light of results from routine minimal inhibitory concentration antibiotic sensitivity screening, this isolate was resistant to all antibiotics tested in the standard teaching hospital screen.

Contemporary Topics in Laboratory Animal Science↗
USGS2000

Laboratory performance in the Sediment Laboratory Quality-Assurance Project, 1996-98

This report describes the results of the first 3 years of an ongoing study of sediment laboratories used by the U.S. Geological Survey (USGS). The sediment laboratories currently in operation constitute the entire USGS national laboratory system for sediment analyses. As with all environmental data, physical sediment data can be expected to contain a certain amount of difference, whether the difference resulted from the collecting, transporting, or analyzing of the sample. Because it is important to know how each laboratory is performing, the USGS initiated the Sediment Laboratory Quality-Assurance (SLQA) project in August 1996. From August 1996 through June 1998, five studies were made, the results of which are the basis of this report. The focus of the project is on quantitative analyses done on water-sediment mixtures to derive suspended-sediment concentrations, sediment-mass determinations, and sand/fine separations. For the purpose of this report, all mass determinations are net values—the tare weight of the container is excluded. The fine-size material is defined as particles sieved to a size of less than 62 micrometers (µm) and sand-size material is defined as particles sieved to a size of between 63 and 125 µm. Also, in this report, class 1 samples are defined as samples containing 50 to 100 milligrams (mg) of fine-size material, class 2 samples are defined as samples containing 101 to 300 mg of fine-size material, and class 3 samples are defined as samples containing 2,200 to 3,200 mg of fine-size material. In studies 96-1 through 98-1, the amount of sand added to each sample ranged from 9 to 28 percent of the mass of fine-size material in each sample class. Analytical results from all sediment quality-control samples are compiled and statistically summarized by the USGS, Branch of Quality Systems, both on an intra- and interlaboratory basis. When evaluating these data, the reader needs to keep in mind that every measurement has an error component associated with it. It is premature to use the data from the first five SLQA studies to judge any of the laboratories as performing in an unacceptable manner. There were, however, some notable differences in the results for the 12 laboratories that participated in the five SLQA studies. For example, the overall median percent difference for suspended-sediment concentration on an individual laboratory basis ranged from –18.04 to –0.33 percent. Five of the 12 laboratories had an overall median percent difference for suspended-sediment concentration of –2.02 to –0.33 percent. There was less variability in the median difference for the measured fine-size material mass. The overall median percent difference for fine-size material mass ranged from –10.11 to –4.27 percent. Except for one laboratory, the median difference for fine-size material mass was within a fairly narrow range of –6.76 to –4.27 percent. The median percent difference for sand-size material mass differed among laboratories more than any other physical sediment property measured in the study. The overall median percent difference for the sand-size material mass ranged from –1.49 percent to 26.39 percent. Five of the nine laboratories that do sand/fine separations had overall median percent differences that ranged from –1.49 to 2.98 percent for sand-size material mass. Careful review of the data reveals that certain laboratories consistently produced data within statistical control limits for some or all of the physical sediment properties measured in this study, whereas other laboratories occasionally produced data that exceeded the control limits.

Water-Resources Investigations Report↗
USGS2008

Frictional properties of the Mount St. Helens gouge

Frictional properties of gouge bounding the solid dacite plug that extruded at Mount St. Helens during 2004 and 2005 may have caused stick-slip upward motion of the plug and associated seismicity. Laboratory experiments were performed with a ring-shear device to test the dependence of the peak and steady-state frictional strength of the gouge on shearing rate and hold time. A remolded gouge specimen (~0.012 m 3 ) was sheared under constant normal stresses ranging from 5 to 200 kPa and at rates ranging from 10 -6 to 10 -3 m/s. The gouge exhibited rate-weakening behavior at rates lower than 1×10 -4 m/s and rate-strengthening at rates above 5×10 -4 m/s. Peak strengths occurred during the onset of shearing, when displacements were generally less than 0.5 mm. In slide-holdslide tests, the peak strength of the gouge increased logarithmically as hold times increased from 3 s to almost 10 5 s. Rate-weakening friction is a requirement for stick-slip behavior that is satisfied by the Mount St. Helens gouge. Indeed, regular stick-slip oscillations were observed in two experiments performed at the highest normal stress and lowest rates of shear. The conditions under which this stick-slip motion occurred indicate that the gouge also satisfies a second criterion for stick-slip behavior of materials exhibiting rateand-state dependent friction-gouge stiffness exceeds that of the ascending magma that drives upward motion of the plug. The presence of highly compliant magma as a driving element may be crucial for generating stick-slip instabilities at the shallow earthquake focal depths observed during the eruption.

Washington↗
USGS2012

Preliminary assessment of channel stability and bed-material transport in the Rogue River basin, southwestern Oregon

This report summarizes a preliminary assessment of bed-material transport, vertical and lateral channel changes, and existing datasets for the Rogue River basin, which encompasses 13,390 square kilometers (km 2 ) along the southwestern Oregon coast. This study, conducted to inform permitting decisions regarding instream gravel mining, revealed that: The Rogue River in its lowermost 178.5 kilometers (km) alternates between confined and unconfined segments, and is predominately alluvial along its lowermost 44 km. The study area on the mainstem Rogue River can be divided into five reaches based on topography, hydrology, and tidal influence. The largely confined, active channel flows over bedrock and coarse bed material composed chiefly of boulders and cobbles in the Grants Pass (river kilometers [RKM] 178.5–152.8), Merlin (RKM 152.8–132.7), and Galice Reaches (RKM 132.7–43.9). Within these confined reaches, the channel contains few bars and has stable planforms except for locally wider segments such as the Brushy Chutes area in the Merlin Reach. Conversely, the active channel flows over predominately alluvial material and contains nearly continuous gravel bars in the Lobster Creek Reach (RKM 43.9–6.7). The channel in the Tidal Reach (RKM 6.7–0) is also alluvial, but tidally affected and unconfined until RKM 2. The Lobster Creek and Tidal Reaches contain some of the most extensive bar deposits within the Rogue River study area. For the 56.6-km-long segment of the Applegate River included in this study, the river was divided into two reaches based on topography. In the Upper Applegate River Reach (RKM 56.6–41.6), the confined, active channel flows over alluvium and bedrock and has few bars. In the Lower Applegate River Reach (RKM 41.6–0), the active channel alternates between confined and unconfined segments, flows predominantly over alluvium, shifts laterally in unconfined sections, and contains more numerous and larger bars. The 6.5-km segment of the lower Illinois River included in this study was treated as one reach. This stretch of the Illinois River is fully alluvial, with nearly continuous gravel bars flanking the channel. The width of the active channel is confined by the narrow topography of the valley. The primary human activities that have likely influenced channel condition, bed-material transport, and the extent and area of bars are (1) historical gold mining throughout the basin, (2) historical and ongoing gravel mining from instream sites in the Tidal Reach and floodplain sites such as those in the Lower Applegate River Reach, (3) hydropower and flow control structures, (4) forest management and fires throughout the basin, and (5) dredging. These anthropogenic activities likely have varying effects on channel condition and the transport and deposition of sediment throughout the study area and over time. Several vertical (aspect) aerial photographs (including the complete coverages of the study area taken in 1995, 2000, 2005, and 2009 and the partial coverages taken in 1967, 1968, 1969, and 1990) are available for assessing long-term changes in attributes such as channel condition, bar area, and vegetation cover. A Light Detection And Ranging (LiDAR) survey performed in 2007–2008 provides 1-m resolution topographic data for sections of the Grants Pass (RKM 178.5–167.6) and Lobster Creek (RKM 17.8–12 and 10–6.7) Reaches and the entire Tidal Reach. Previous studies provide information for specific locations, including (1) an estimated average annual bed-material load of 76,000 m 3 at the former Savage Rapids Dam site (RKM 173.1, Grants Pass Reach), (2) over 490 m of channel shifting from 1965 to 1991 in the Brushy Chutes area (RKM 142–141, Merlin Reach), (3) active sediment transport and channel processes in the Lobster Creek Reach, (4) lateral channel migration in the Tidal Reach, and (5) up to 1.8 m of bar aggradation from the town of Agness (RKM 45.1) to the Rogue River mouth following the flood in water year 1997. Review of the repeat surveys conducted at the instream gravel-mining sites on Elephant and Wedderburn Bars tentatively indicated that these bars (1) experience some bed-material deposition in most years and more substantial deposition following high flows such as those in water years 1997 and 2006, and (2) are dynamic and subject to local scour and deposition. Results from the specific gage analyses completed for five long-term USGS streamflow-gaging stations showed that only the Grants Pass station on the Rogue River (RKM 164.4, Grants Pass Reach) experienced substantial changes in the stage–discharge relationship across a range of flows from 1938 to 2009. Observed changes indicate channel incision at this site. The Rogue and Applegate Rivers are dynamic and subject to channel shifting, aggradation, and incision, as indicated by channel cross sections surveyed during 2000–2010 on the Rogue River and 1933–2010 on the Applegate River. The elevation of the riverbed changed substantially (defined here as more than a net 0.5 m of incision or aggradation) at three locations on the Rogue River (near RKM 164.5, 139.2, and 1.3) and two on the Applegate River (near RKM 42 and 13.5). Systematic delineation of bar features from vertical photographs taken in 1967–69, 2005, and 2009 indicated that most of the repeat mapping sites had a net loss in bar area over the analysis period, ranging from 22 percent at the Oak Flat site (Illinois River Reach) to 69 percent at the Thompson Creek site (Upper Applegate River Reach). Bar area remained stable at the Williams Creek site (Lower Applegate River Reach), but increased 11 percent at the Elephant Rock site (Tidal Reach). The declines in bar area were associated primarily with the establishment of vegetation on upper bar surfaces lacking obvious vegetation in the 1960s. Some of the apparent changes in bar area may also owe to some differences in streamflow and tide levels between the vertical photographs. On the mainstem Rogue River, the median diameter of surface particles varied from 21 mm at the Wedderburn Bar in the Tidal Reach to more than 100 millimeters (mm) at some of the coarsest bars in the Galice Reach. Low armoring ratios tentatively indicated that sediment supply likely exceeds transport capacity at Orchard (Lobster Creek Reach) and Wedderburn (Tidal Reach) Bars. Conversely, relatively higher armoring ratios indicated that transport capacity likely is in balance with sediment supply at Roberston Bridge Bar (Merlin Reach) and exceeds sediment supply at Rogue River City (Grants Pass Reach), Solitude Riffle (Galice Reach), and Hooks Gulch (Galice Reach) Bars. Limited particle data were collected in the study areas on the Applegate and Illinois Rivers. Particle size measurements and armoring ratios tentatively show that sediment supply likely exceeds transport capacity at Bakery Bar in the Lower Applegate Reach. Also, the bed material exiting the Applegate River is likely finer than the bed material in the Rogue River, whereas bed material exiting the Illinois River is likely coarser than the bed material in the Rogue River. Together, these observations and findings indicate that (1) the size, area, and overall position of bars in the Rogue River study area are determined largely by valley physiography, such that unconfined alluvial sections have large channel-flanking bars, whereas confined sections have fewer and smaller bars, (2) segments within the Grants Pass, Merlin, Tidal, Upper Applegate River, and Lower Applegate River Reaches are prone to vertical and/or lateral channel adjustments, and (3) the balance between transport capacity and sediment supply varies throughout the study area. High winter flows and the steep, confined character of much of the Rogue River within the study area result in a river corridor with a high capacity to transport bed material. In the Grants Pass and Galice Reaches, the extensive in-channel bedrock as well as the sparse number and coarse texture of bars indicate that these reaches are likely supply-limited, meaning that the river’s transport capacity exceeds the supply of bed material. In contrast, the Lobster Creek and Tidal Reaches and perhaps portions of the Merlin Reach receive bed-material inputs that more closely balance or even exceed the river’s transport capacity. The lowermost reaches on the Illinois and Applegate Rivers are fully alluvial segments that are likely transport limited, meaning sediment supply likely exceeds the river's transport capacity. However, the steeper Upper Applegate River Reach is likely supply-limited as indicated by the sparse number and area of bars mapped in this reach and the intermittent bedrock outcrops in the channel. The sediment loads derived from these large tributaries draining the Klamath Mountains are probably important contributions to the overall transport of bed material in the Rogue River basin. Compared to the slightly smaller Umpqua River basin (drainage area 12,103 km 2 ) to the north, the Rogue River (13,390 km 2 ) likely transports more bed material. Although this conclusion of greater bed-material transport in the Rogue River is tentative in the absence of either actual transport measurements or transport capacity calculations, empirical evidence, including the much greater area and frequency of bars along most of the Rogue River as well as the much shorter tidal reach on the Rogue River (6.7 km) compared to the Umpqua River (40 km) supports this inference. More detailed investigations of bed-material transport rates and channel morphology would support assessments of channel condition, longitudinal trends in particle size, the relation between sediment supply and transport capacity, and the potential causes of bar area loss (such as vegetation establishment and potential changes in peak flow patterns). The reaches most practical for such assessments and relevant to several management and ecological issues are (1) the lower Rogue River basin, including the Lobster Creek and Tidal Reaches of the Rogue River as well as the Illinois River Reach and (2) the Lower Applegate River Reach.

Oregon↗
USGS1954

Geologic and seismic investigation for relocation of Route 8, cut, stations 0-18 in Sandisfield, Mass.

In December 1952 preliminary geologic and seismic reconnaissance were made if this site. Six seismic profiles were made at this time and a report on this work was transmitted by James E. Maynard and Russell F. Kaiser. The seismic data obtained at this time was derived from a continuous series of profiles approximately parallel to, and from 25 to 60 feet to the west of, the base line. These transverses explored the deepest part of the prospective cut, but did not furnish enough detailed information to permit sufficiently accurate estimates to be made of the quantities of materials to be excavated. This information required an additional, continuous series of seismic profiles made along the base line, and a series of single seismic profiles made across the base line at suitable intervals; this work was performed in August 1953 as part of a cooperative program of the United States Geological Survey and the Massachusetts Department of Public Works. Mr. M. E. Chandler and Mr. W. L. Carney, Department of Public Works Engineers, performed all pertinent survey work required for this project, and prepared the essential plans and profiles. Mr. Chandler also operated the seismic equipment and assisted in the preparation of the seismic velocity data.

Massachusetts↗
USGS2014

Utilizing thin-film solid-phase extraction to assess the effect of organic carbon amendments on the bioavailability of DDT and dieldrin to earthworms

Improved approaches are needed to assess bioavailability of hydrophobic organic compounds in contaminated soils. Performance of thin-film solid-phase extraction (TF-SPE) using vials coated with ethylene vinyl acetate was compared to earthworm bioassay (Lumbricus terrestris). A DDT and dieldrin contaminated soil was amended with four organic carbon materials to assess the change in bioavailability. Addition of organic carbon significantly lowered bioavailability for all compounds except for 4,4′-DDT. Equilibrium concentrations of compounds in the polymer were correlated with uptake by earthworms after 48d exposure (R 2 = 0.97; p < 0.001), indicating TF-SPE provided an accurate uptake simulation. Bioavailability of residues in soil was compared with a spiked soil aged for 90d in laboratory. Dieldrin and DDX were respectively 18% and 11% less bioavailable in contaminated soil relative to spiked soil despite >40yr of aging. Results show that TF-SPE can be useful in examining potential risks associated with contaminated soils and to test effectiveness of remediation efforts.

Environmental Pollution↗