Protection of uranium tailings impoundments against overland erosion

International Nuclear Information System (INIS)

Walters, W.H.; Skaggs, R.L.

1986-01-01

This study investigates the problems involved in designing protection methods to prevent erosion of a uranium tailings impoundment cover from rainfall and runoff (overland flow) processes. The study addresses the side slopes and top surface as separate elements. The side slopes are more subject to gully erosion and require absolute protection such as that provided by rock riprap. The flatter top surface needs much less protection (vegetation/rock combinations) but some estimate of erosion rates are needed to compare alternatives. A literature review indicated that, currently, procedures are not available for the design of rock riprap to prevent gully erosion. Therefore, rock protection on the side slope will have to be based upon engineering judgment determined by the particular site conditions. The Manning-kinetic equations (velocity and depth of runoff) were investigated as a possible aid to the design of gully erosion protection. Guidelines are suggested for the use of rock riprap to prevent gully erosion. Three mathematical models were used to compute erosion rates for the top surface of a hypothetical tailings impoundment. The results recommend that one or possibly both of the regression models could be used to evaluate preliminary protection designs for the top surface. A physical process simulation model should be used for the final design. 30 refs., 13 figs., 16 tabs

Rock stream stability structures in the vicinity of bridges.

Science.gov (United States)

2014-10-01

This report was sponsored by the Utah Department of Transportation (UDOT) to determine if rock stream stability structures could be used as : scour countermeasures and to protect streambanks. Traditional scour countermeasures, such as rock riprap, ar...

Remedial action plan and site design for stabilization of the inactive uranium mill tailings sites at Rifle, Colorado

International Nuclear Information System (INIS)

1990-02-01

This volume contains appendices D6 through D8 containing laboratory test data: from MK-F investigation, 1987, Old Rifle and New Rifle sites; on bentonite amended radon barrier material; and from MK-F investigation, 1987, riprap tests

77 FR 35323 - National Environmental Policy Act: Categorical Exclusions for Soil and Water Restoration Activities

Science.gov (United States)

2012-06-13

... releasing hazardous substances; (ii) Installing a newly designed culvert that replaces an existing... nonliving plant materials in combination with natural and synthetic support materials, such as rocks, riprap, geo-textiles, for slope stabilization, erosion reduction, and vegetative establishment and...

Design procedures and field monitoring of submerged barbs for streambank protection.

Science.gov (United States)

2007-06-01

The main objective of this study was to evaluate the hydraulic performance of riprap spurs and weirs in controlling bank erosion at : the Southern part of the Raccoon River upstream U.S. Highway 169 Bridge utilizing the commercially available model F...

Evaluating shallow-flow rock structures as scour countermeasures at bridges.

Science.gov (United States)

2009-12-01

A study to determine whether or not shallow-flow rock structures could reliably be used at bridge abutments in place of riprap. Research was conducted in a two-phase effort beginning with numerical modeling and ending with field verification of model...

30 CFR 816.47 - Hydrologic balance: Discharge structures.

Science.gov (United States)

2010-07-01

...-SURFACE MINING ACTIVITIES § 816.47 Hydrologic balance: Discharge structures. Discharge from sedimentation... shall be controlled, by energy dissipators, riprap channels, and other devices, where necessary, to reduce erosion, to prevent deepening or enlargement of stream channels, and to minimize disturbance of...

30 CFR 817.47 - Hydrologic balance: Discharge structures.

Science.gov (United States)

2010-07-01

...-UNDERGROUND MINING ACTIVITIES § 817.47 Hydrologic balance: Discharge structures. Discharge from sedimentation... shall be controlled, by energy dissipators, riprap channels, and other devices, where necessary, to reduce erosion, to prevent deepening or enlargement of stream channels, and to minimize disturbance of...

Effect of Submergence and Apron Length on Spillway Scour: Case Study

Directory of Open Access Journals (Sweden)

Seungho Hong

2015-10-01

Full Text Available Large-scale water resources systems are often managed by an integrated set of hydraulic structures that are vulnerable to wider ranges of discharge and tailwater elevation than envisioned in their original design due to climate change and additional project objectives such as fostering healthy ecosystems. The present physical model study explored the performance of a spillway structure on the Kissimmee River, operated by the South Florida Water Management District, under extreme conditions of drought and flooding with accompanying low and high tailwater levels for both gate-controlled and uncontrolled spillway flow conditions. Maximum scour depths and their locations for two different riprap apron lengths downstream of the spillway stilling basin were measured along with the complex flow fields prior to scour. Effects of tailwater submergence, type of spillway flow and riprap apron length on scour results are interpreted in terms of the measured turbulent kinetic energy and velocity distributions near the bed.

Seasonal diet pattern of non-native tubenose goby (Proterorhinus semilunaris) in the lowland reservoir (Mušov, Czech Republic)

Czech Academy of Sciences Publication Activity Database

Adámek, Z.; Jurajda, Pavel; Prášek, Václav; Sukop, I.

2010-01-01

Roč. 397, 02 (2010), s. 1-12 ISSN 1961-9502 R&D Projects: GA MŠk LC522 Institutional research plan: CEZ:AV0Z60930519 Keywords : Gobiidae * food * lowland reservoir * rip-rap bank * the Dyje River Subject RIV: EG - Zoology Impact factor: 0.304, year: 2010

Special Area Management Plan (SAMP) Upper Yellowstone River, Montana: Environmental Assessment, FONSI, and Selected Alternative

Science.gov (United States)

2011-04-01

slopes must be flatter than the angle of repose for the selected revetment material. For example, rock riprap normally needs to be placed on a slope...plan that responds effectively to physical, social , and legal changes. The need for future modifications to the SAMP will be evaluated periodically

Sadhana | Indian Academy of Sciences

Indian Academy of Sciences (India)

Bridge abutment; scour depth; riprap; scour holes; river engineering. ... Accurate estimation of the maximum possible depth of scour at bridge abutments is important in decision-making for the safe depth of burial of footings. ... Using this information, an empirical relation was developed for temporal variation of scour depth.

78 FR 56153 - National Environmental Policy Act: Categorical Exclusions for Soil and Water Restoration Activities

Science.gov (United States)

2013-09-12

... projects that are intended to restore the flow of waters into natural channels and floodplains by removing... allow waters to flow into natural channels and floodplains that restore natural flow regimes to the... through the use of riprap, rocks, and other techniques. By reducing sources of sedimentation downslope or...

Reduction of soil erosion on forest roads

Science.gov (United States)

Edward R. Burroughs; John G. King

1989-01-01

Presents the expected reduction in surface erosion from selected treatments applied to forest road traveledways, cutslopes, fillslopes, and ditches. Estimated erosion reduction is expressed as functions of ground cover, slope gradient, and soil properties whenever possible. A procedure is provided to select rock riprap size for protection of the road ditch.

User s Manual for Armor Stone Evaluation Model (ARMOR): Great Lakes Armor Stone Study

Science.gov (United States)

2015-08-01

Broderick and Ahrens (1982) defined damage to an armor layer by the normalized eroded cross-section area as S = Ae/(Dn50)2, where Ae is the measured...84. Broderick , L., and J. P. Ahrens. 1982. Rip-rap stability scale effects. Technical Paper 82- 3. Vicksburg, MS: U.S. Army Engineer Waterways

Stabilizing eroding streambanks in sand drift areas of the Lake States.

Science.gov (United States)

Edward A. Hansen

1968-01-01

Banks are stabilized to protect adjacent high-value items such as cabins and campgrounds, or to reduce reservoir or lake sedimentation rates. Also, bank stabilization is undertaken as one part of fish habitat improvement programs. Rock rip-rap is the best material for bank stabilization in most cases. It does not deteriorate with time and it blends in well with the...

Development and testing of synthetic RIPRAP constructed from coal combustion products.

Science.gov (United States)

2013-11-01

Even with an increase in the amount of CCPs used in concrete construction, soil stabilization, and other applications, the coal power : industry must dispose of a significant amount of fly ash and bottom ash. One potential avenue for the material is ...

Long-term stabilization considerations for decommissioned and reclaimed uranium sites

International Nuclear Information System (INIS)

Abt, S.R.; Nelson, J.D.; Johnson, T.L.

1988-01-01

The long-term stabilization of decommissioned uranium mill sites and of reclaimed uranium mill tailings sites encompass a broad spectrum of design capabilities. This paper presents a few of the quantitative methodologies recently developed or refined to evaluate physical factors (i.e. precipitation, fluvial geomorphology, stable slope, slope stabilization with riprap and riprap selection) that influence long-term stabilization of uranium mill and mill tailings sites. It is acknowledged that the degree of refinement of these methodologies are in their infancy and that extensive research and development are warranted to increase the level of assurance. However, these methodologies provide an initial guideline for evaluating long-term stabilization that has not been previously existed. The purpose of this paper is to present a review of currently available state-of-the-art engineering techniques and methodologies for the evaluation of reclamation plans designed to provide long-term stability against potential failure modes. In some cases, evaluative techniques have been developed for long-term stabilization where methodologies have not previously existed. Each methodology to be presented represents a starting point upon which additional research and/or development may be warranted

Introduction to Using Native Plant Community on Dredge Material Placement Areas

Science.gov (United States)

2017-05-01

solutions, such as riprap. In some cases, plants may also reduce offsite transport of particles from the surface of the sediments placed in the...to 30% of the in situ sediment volume). Hydraulic dredging, which involves re-suspension of sediments into a slurry that is then pumped through a...may be mechanically dredged and mechanically offloaded from barges, mechanically dredged and hydraulically offloaded, or hydraulically dredging and

Assessment of the Water Quality Conditions at Ed Zorinsky Reservoir and the Zebra Mussel (Dreissena polymorpha) Population Emerged after the Drawdown of the Reservoir and Management Implications for the District’s Papillion and Salt Creek Reservoirs

Science.gov (United States)

2012-04-23

Lansky, 2000). Where they have been surveyed in lentic enviroments , adult zebra mussels occurrence is less abundant at near surface depths (Mackie...be specified. Soft substrates (i.e., soil ) were surveyed less extensively. Since Zorinsky Lake experiences significant seasonal thermal...Riprap: 29.4% Soil : 5.0% Depicted aerial view of Area B1 showing the locations of found zebra mussel shells. (Red line indicates normal

Development and testing of synthetic riprap constructed from coal combustion products (CCPs).

Science.gov (United States)

2014-07-01

Even with an increase in the amount of coal combustion products (CCPs) used in concrete con-struction, soil stabilization, and other : applications, the coal power industry must dispose of a sig-nificant amount of fly ash and bottom ash. One potentia...

National Dam Safety Program. Lakeview Estates Dam (MO 11004), Mississippi - Kaskaskia - St. Louis Basin, Warren County, Missouri. Phase I Inspection Report.

Science.gov (United States)

1979-09-01

ificatiozh Distributon/ Availabilit oe LAKEVIEW ESTATES DAM WARREN COUNTY, MISSOURI MISSOURI INVENTORY NO. 11004 PHASE I INSPECTION REPORT NATIONAL DAM SAFETY...and *impounds less than 1,000 acre-feet of water . Our inspection and evaluation indicates that the spill- way of Lakeview Estates Dam does not meet...not be measured because of high reservoir level, scalloping near the crest and a berm just under the water surface. Limestone riprap in sizes from sand

Combined effects of climate change and bank stabilization on shallow water habitats of chinook salmon.

Science.gov (United States)

Jorgensen, Jeffrey C; McClure, Michelle M; Sheer, Mindi B; Munn, Nancy L

2013-12-01

Significant challenges remain in the ability to estimate habitat change under the combined effects of natural variability, climate change, and human activity. We examined anticipated effects on shallow water over low-sloped beaches to these combined effects in the lower Willamette River, Oregon, an area highly altered by development. A proposal to stabilize some shoreline with large rocks (riprap) would alter shallow water areas, an important habitat for threatened Chinook salmon (Oncorhynchus tshawytscha), and would be subject to U.S. Endangered Species Act-mandated oversight. In the mainstem, subyearling Chinook salmon appear to preferentially occupy these areas, which fluctuate with river stages. We estimated effects with a geospatial model and projections of future river flows. Recent (1999-2009) median river stages during peak subyearling occupancy (April-June) maximized beach shallow water area in the lower mainstem. Upstream shallow water area was maximized at lower river stages than have occurred recently. Higher river stages in April-June, resulting from increased flows predicted for the 2080s, decreased beach shallow water area 17-32%. On the basis of projected 2080s flows, more than 15% of beach shallow water area was displaced by the riprap. Beach shallow water area lost to riprap represented up to 1.6% of the total from the mouth to 12.9 km upstream. Reductions in shallow water area could restrict salmon feeding, resting, and refuge from predators and potentially reduce opportunities for the expression of the full range of life-history strategies. Although climate change analyses provided useful information, detailed analyses are prohibitive at the project scale for the multitude of small projects reviewed annually. The benefits of our approach to resource managers include a wider geographic context for reviewing similar small projects in concert with climate change, an approach to analyze cumulative effects of similar actions, and estimation of the

Evaluation of Resuspension from Propeller Wash in DoD Harbors

Science.gov (United States)

2016-09-01

Army Corps of Engineers Waterways Experiment Station (Johnson et. al., 1995) to simulate physical processes in bays, rivers, lakes, and estuaries (Wang...propeller. Figure 5-3. Deployment of the UWMPIV frame in San Diego Bay. The experiment was conducted on 19 July 2012 at Pier 4–5 of Naval Station San...Maynord, S.T. 1984. “Riprap Protection on Navigable Waterways.” Technical Report HL–84–3. U.S. Army Engineers Waterways Experiment Station. Vicksburg

Environmental Assessment: PL 84-99 Levee Rahabilitation Program Lower Platte South Natural Resource District Salt Creek, Lincoln, Lancaster County, Nebraska

Science.gov (United States)

2015-03-01

142+00 to 144+00. These areas are located approximately 1,000 feet south of Rosa Parks Way and the photos show sags and sinkholes on the landside...sloughing and slides, lost sod, displaced riprap, and sinkhole development to portions of the right and left descending banks of Salt Creek. 1.4 AUTHORITY... sinkhole development. The proposed project repairs include reshaping the levee banks back to a 3:1 slope and replacing lost bank material with compacted

Application of ecohydraulic bank protection model to improve river bank stability and biotic community in Surabaya River

Directory of Open Access Journals (Sweden)

Daru Setyo Rini

2017-10-01

Full Text Available Ecohydraulic river bank protection design was developed as ECO-RIPRAP model and has been applied along 100 meter length to restore accelerated erosion sites in Surabaya River at Wringinanom and Klubuk. The model combined re-profiled and re-vegetated bank with rock toe reinforcement and addition of log groynes at 10 meter length interval. Various native plant species were planted on bank slopes, including water plants Ipomoea aquatica and Pistia stratiotes, grasses and shrubs Ipomoea carnea, Pluchea indica, Saccharum spontaneum, Arundo donax, and native tree species Ficus glomerata, Bambusa arundinacea, Dendrocalamus asper, Bambusa vulgaris, Ficus benjamina, Dillenia indica, Psidium guajava, Arthocarpus camansi, Arthocarpus elasticus, Hibiscus mutabilis, Nauclea sp., Inocarpus edulis, and Syzygium polyanthum. The river bank morphology after ECO-RIPRAP application showed alteration from erosion to sedimentation due to rock toe enforcement, log groynes protection, and increase of plant cover on littoral banks that decreased near bank velocity. The macro-invertebrate community shown increase of taxa richness, EPT richness, %EPT and %Atyidae, but decrease of %Chironomidae at restored sites. The fish community shown increase of taxa richness, increase of abundance by 54.2%, increase of Pangasius micronemus abundance by 25.6%, and increase of Hemibragus nemurus abundance by 6.3 % at restored reach. Rare fish species thrive back at restored area, namely Oxyeleotris marmorata, Mastacembelus unicolor and Hampala macrolepidota.

Channel Control Structures for Souris River, Minot, North Dakota. Hydraulic Model Investigation.

Science.gov (United States)

1981-04-01

in good agreement with other broad - and sharp - crested weirs . 19. Early testing of the typical type I structure indicated that the size of the riprap...III structure (Figure 4) will consist of a concrete weir with a crest lo- cated 10.0 ft above the channel bottom with a 1-ft-high end sill at the end...to the channel, was effective in preventing significant head differ- ential and damage to the strucLure with overbank flow conditions. The weir crest

Impacts of channel morphology on residues and ecological risks of polychlorinated biphenyls in water and sediment in Chahe River

Directory of Open Access Journals (Sweden)

Zhen-hua Zhao

2016-10-01

Full Text Available The impacts of channel morphology on the residues and ecological risks of 14 polychlorinated biphenyl (PCB congeners in water and sediment were investigated in summer (July and autumn (September in the Chahe River, in Nanjing, China. The residual concentrations of tri-chlorobiphenyls (tri-CBs, PCB 18 and tetra-CBs (PCB 52 in water were significantly higher than those of penta-CBs to deca-CBs, and the average residual concentration of ∑PCBs (sum of 14 PCB congeners in summer was about six times higher than in autumn. However, the residues in sediment did not change significantly. Redundancy analysis (RDA indicated that channel morphology and the corresponding environmental indices had significant impacts on PCB residues and their composition profiles in water and sediment. The overflow weir and lake-type watercourse may remarkably reduce the residual concentration and ecological risks of PCBs in water. The highest reduction percentages of the residual concentration and ecological risks of ∑PCBs induced by an overflow weir were 78% and 67%, respectively, and those induced by a lake-type watercourse were 36% and 70%, respectively. The watercourses with different channel morphologies were ranked by residual ∑PCBs concentrations in the following descending order: the natural ecological watercourse, vertical concrete watercourse, and vegetation-type riprap watercourse. However, they were ranked by residual ∑PCBs concentrations in sediment in the following descending order: the vertical concrete watercourse, vegetation-type riprap watercourse, and natural ecological watercourse.

Remaining Sites Verification Package for the 100-B-26 Spillway. Attachment to Waste Site Reclassification Form 2006-052

International Nuclear Information System (INIS)

Dittmer, L.M.

2006-01-01

The 100-B-26 Spillway waste site is a spillway that served as an emergency discharge point for the 132-C-2 outfall in the event that the 100-B-15 river effluent pipelines were blocked, damaged, or undergoing maintenance. The selected action involved demonstrating through confirmatory sampling that cleanup goals have been met and proposing a reclassification of this site to No Action. The results of the confirmatory sampling demonstrate that residual contaminant concentrations remaining in the soil beneath the riprap are more protective of groundwater and the Columbia River than the risk they would pose if the site was remediated

Development of a Computational Approach to Detect Instability and Incipient Motion of Large Riprap Rocks

Energy Technology Data Exchange (ETDEWEB)

Bojanowski, C. [Argonne National Lab. (ANL), Argonne, IL (United States); Lottes, S. A. [Argonne National Lab. (ANL), Argonne, IL (United States); Flora, K. [California Dept. of Transportation, Sacramento, CA (United States); Suaznabar, O. [Genex Systems, McLean, VA (United States); Shen, J [Genex Systems, McLean, VA (United States); Kerenyi, K [U.S. Dept. of Transportation, Washington, DC (United States)

2017-08-01

Local scour at bridge piers is a potential safety hazard of major concern to transportation agencies. If it is determined that scour at bridge piers can adversely affect the stability of a bridge, scour countermeasures to protect the pier should be considered.

Long-term monitoring of native bullhead and invasive gobiids in the Danubian rip-rap zone

Czech Academy of Sciences Publication Activity Database

Janáč, Michal; Roche, Kevin Francis; Šlapanský, Luděk; Polačik, Matej; Jurajda, Pavel

2018-01-01

Roč. 807, č. 1 (2018), s. 263-275 ISSN 0018-8158 R&D Projects: GA ČR(CZ) GBP505/12/G112 Institutional support: RVO:68081766 Keywords : Competition * Fish population structure * Invasive species impact * Ponto–Caspian gobies * River bank stabilisation Subject RIV: EG - Zoology Impact factor: 2.056, year: 2016

Soil bioengineering methods for abandoned mine land surface drainage channels

Energy Technology Data Exchange (ETDEWEB)

Sotir, R.B.; Simms, A.P.; Sweigard, R.J.; Hammer, P.; Graves, D.H.; Adkins, M. [Robbin B. Sotir & Associates, Marietta, GA (USA)

1999-07-01

Research to determine the suitability of soil bioengineering for slope stabilization at abandoned surface mining sites is described. The technology uses live woody plant material as a structural component, in this case live fascine with coir erosion control fabric made from coconut. A large water collection pond draining to nine channels on the slope below was constructed as a test site. The pond has drainage channels for testing at low, intermediate, and steep slope grades. Each group of three channels is composed of one riprap rock channel, one gabion channel, and one soil bioengineering channel. The channels will be tested summer 1999. 11 refs., 5 figs., 2 tabs., 8 photos.

Surface barrier research at the Hanford Site

International Nuclear Information System (INIS)

Gee, G.W.; Ward, A.L.; Fayer, M.J.

1997-01-01

At the DOE Hanford Site, a field-scale prototype surface barrier was constructed in 1994 over an existing waste site as a part of a CERCLA treatability test. The above-grade barrier consists of a fine-soil layer overlying coarse layers of sands, gravels, basalt rock (riprap), and a low permeability asphalt layer. Two sideslope configurations, clean-fill gravel on a 10:1 slope and basalt riprap on a 2:1 slope, were built and are being tested. Design considerations included: constructability; drainage and water balance monitoring, wind and water erosion control and monitoring; surface revegetation and biotic intrusion; subsidence and sideslope stability, and durability of the asphalt layer. The barrier is currently in the final year of a three-year test designed to answer specific questions related to stability and long-term performance. One half of the barrier is irrigated such that the total water applied, including precipitation, is 480 mm/yr (three times the long-term annual average). Each year for the past two years, an extreme precipitation event (71 mm in 8 hr) representing a 1,000-yr return storm was applied in late March, when soil water storage was at a maximum. While the protective sideslopes have drained significant amounts of water, the soil cover (2-m of silt-loam soil overlying coarse sand and rock) has never drained. During the past year there was no measurable surface runoff or wind erosion. This is attributed to extensive revegetation of the surface. In addition, the barrier elevation has shown a small increase of 2 to 3 cm that is attributed to a combination of root proliferation and freeze/thaw activity. Testing will continue through September 1997. Performance data from the prototype barrier will be used by DOE in site-closure decisions at Hanford

Distribution and Genetic Structure of Fucus distichus Linnaeus 1953 (formerly F. gardneri within Central San Francisco Bay

Directory of Open Access Journals (Sweden)

Stephen G. Whitaker

2017-09-01

Full Text Available doi: https://doi.org/10.15447/sfews.2017v15iss3art4Fucus distichus, a rockweed common to the mid-intertidal shoreline within the San Francisco Estuary (previously known as F. gardneri, was injured during the Cosco Busan oil spill in November 2007 and subsequent clean-up actions. Restoration planning activities are underway to help recover F. distichus at sites within central San Francisco Bay where damage occurred. As a first step, we conducted shoreline surveys during the summers of 2012–2013 to map the occurrence of this rockweed. Of the 151.73 km of rocky shoreline within the central bay, F. distichus covered 32.16 km of shoreline. The alga generally occurred in narrow bands but formed expansive beds at locations with natural, flat bedrock benches. We also observed F. distichus on artificial substrata such as seawalls and riprap, but not on pilings. Samples of F. distichus from 11 sites throughout the central / east San Francisco Bay were genetically analyzed (microsatellite genotyping. The populations analyzed (1 had low genetic diversity, (2 the frequency of homozygotes was higher than expected (suggesting high inbreeding, and (3 also displayed geographic population structure, in part driven by very small differences in the midst of extremely low within-population genetic diversity. However, these genetic data do not raise concerns for restoration methods in terms of choosing donor populations and mixing F. distichus from different sites within the central bay. The choice of donor populations should be based on practical criteria for effective restoration; individuals will nonetheless be taken from locations as nearby to donor sites as possible. Various locations throughout the central San Francisco Bay are composed of cobble or small riprap that are populated with F. distichus, which could provide efficient means of translocating rockweed for future restoration activities.

CARABID BEATLES AS INDICATORS REFLECTING RIVERINE ENVIRONMENTAL CONDITIONS IN DIFFERENT TYPES OF RIVER REGULATIONS

Directory of Open Access Journals (Sweden)

Renata Kędzior

2014-10-01

Full Text Available The aim of the investigation was to estimate factors responsible for sustaining riverine communities in stream sections with various bank regulation systems. The research were conducted on Porebianka stream in the Polish Western Carpathians, where 10 different types of river regulations were chosen for the analysis (strong incision without alluvial deposits, redeposition with sand and gravel banks, concrete revetment walls along the banks, channel with banks lined with rip-rap and reference unmanaged cross- section. We conclude that the carabid beetles assemblages of the studied river sections respond mainly to hydraulic parameters of the stream. Elimination of frequent natural bank inundation (due to the regulations of the banks is the main factor responsible for the impoverishment and extinction of riverine communities.

The behavioural basis of fish exclusion from coastal power station cooling water intakes

International Nuclear Information System (INIS)

Turnpenny, A.W.H.

1988-08-01

The first principles of fish behaviour in flow fields, and why fish enter water intakes are considered, together with how they can best be excluded. Possible solutions are discussed where fish exclusion is a priority but the ability of fish to detect intakes is likely to be poor due to high turbidity. These involve the use of sound, light or hydraulic stimuli. However, results are likely to be site-specific and field trials would be required. The fish-attractant properties of offshore intake structures are considered. Designers of many existing intake structures have unwittingly incorporated features which are now recognized as fish attractants, in particular, open steelwork superstructures and boulder rip-rap. Such features can be expected to add to the problem of fish ingress. (author)

Assessing juvenile salmon rearing habitat and associated predation risk in a lower Snake River reservoir

Science.gov (United States)

Tiffan, Kenneth F.; Hatten, James R.; Trachtenbarg, David A

2015-01-01

Subyearling fall Chinook salmon (Oncorhynchus tshawytscha) in the Columbia River basin exhibit a transient rearing strategy and depend on connected shoreline habitats during freshwater rearing. Impoundment has greatly reduced the amount of shallow-water rearing habitat that is exacerbated by the steep topography of reservoirs. Periodic dredging creates opportunities to strategically place spoils to increase the amount of shallow-water habitat for subyearlings while at the same time reducing the amount of unsuitable area that is often preferred by predators. We assessed the amount and spatial arrangement of subyearling rearing habitat in Lower Granite Reservoir on the Snake River to guide future habitat improvement efforts. A spatially explicit habitat assessment was conducted using physical habitat data, two-dimensional hydrodynamic modelling and a statistical habitat model in a geographic information system framework. We used field collections of subyearlings and a common predator [smallmouth bass (Micropterus dolomieu)] to draw inferences about predation risk within specific habitat types. Most of the high-probability rearing habitat was located in the upper half of the reservoir where gently sloping landforms created low lateral bed slopes and shallow-water habitats. Only 29% of shorelines were predicted to be suitable (probability >0.5) for subyearlings, and the occurrence of these shorelines decreased in a downstream direction. The remaining, less suitable areas were composed of low-probability habitats in unmodified (25%) and riprapped shorelines (46%). As expected, most subyearlings were found in high-probability habitat, while most smallmouth bass were found in low-probability locations. However, some subyearlings were found in low-probability habitats, such as riprap, where predation risk could be high. Given their transient rearing strategy and dependence on shoreline habitats, subyearlings could benefit from habitat creation efforts in the lower

Protective barrier development: Overview

International Nuclear Information System (INIS)

Wing, N.R.; Gee, G.W.

1990-01-01

Protective barrier and warning marker systems are being developed to isolate wastes disposed of near the earth's surface at the Hanford Site. The barrier is designed to function in an arid to semiarid climate, to limit infiltration and percolation of water through the waste zone to near-zero, to be maintenance free, and to last up to 10,000 yr. Natural materials (e.g., fine soil, sand, gravel, riprap, clay, asphalt) have been selected to optimize barrier performance and longevity and to create an integrated structure with redundant features. These materials isolate wastes by limiting water drainage; reducing the likelihood of plant, animal, and human intrusion; controlling emission of noxious gases; and minimizing erosion. Westinghouse Hanford Company and Pacific Northwest Laboratory efforts to assess the performance of various barrier and marker designs will be discussed

Status report for the Small-Tube Lysimeter Facility; Fiscal year 1992

International Nuclear Information System (INIS)

Sackschewsky, M.R.; Kemp, C.J.; Cadwell, L.L.

1993-07-01

Westinghouse Hanford Company and Pacific Northwest Laboratory are jointly developing earthen protective barriers for the near-surface disposal of radioactive and hazardous waste at the Hanford Site. The proposed barrier design consists of a blanket of fine-textured soil overlying a sequence of layers, varying from sand to basalt riprap. The experiments conducted at the Small-Tube Lysimeter Facility (STLF) were designed to measure the influence of erosion-control practices and alternate barrier layer configurations on water movement within the barrier, and extraction of water from the barrier. This report describes the results of data collected during the period from September 1988 through May 1992 at the STLF. Four concurrent experiments are being performed at this facility, each of these experiments are designed to test different components of the proposed barrier. The experiments are as follows

Handbook for the design, selection, and construction of a rock cover for retired uranium-mill tailings

International Nuclear Information System (INIS)

Parker, G.B.

1982-09-01

As part of a Nuclear Regulatory Commission (NRC) study to assess the long-term protection of retired uranium mill tailings, the Pacific Northwest Laboratory (PNL) is developing a Handbook to guide the design, selection, and construction of a rock cover (riprap) for decommissioned and reclaimed uranium-mill tailings. The rock cover is designed for long-term protection of mill tailings from wind and water erosion. The purpose of the Handbook is twofold. First, it can be used as a manual by the uranium mill operators for designing, selecting, and constructing a rock cover. Second, the Handbook can be used as a guide to help the NRC evaluate the decommissioning and reclamation plans submitted to them by mill operators. Although the Handbook is not site-specific, it is structured to allow the design of a rock cover for any NRC-licensed tailings impoundment

200-BP-1 Prototype Hanford Barrier Annual Monitoring Report for Fiscal Year 2004

Energy Technology Data Exchange (ETDEWEB)

Ward, Andy L.; Linville, Jenifer K.; Keller, Jason M.; Seedahmed, Gamal H.

2005-01-03

In FY 2004, monitoring of the prototype Hanford barrier focused on barrier stability, vegetative cover, evidence of plant and animal intrusion, and the main components of the water balance. Monitored water-balance components included precipitation, runoff, storage, drainage, and deep percolation. Precipitation in FY 2004 was 26 percent less than in FY 2003 but was still higher than normal. The seasonal distribution in precipitation was also different from the previous year with a 43 percent reduction in spring precipitation and a 46 percent increase in summer precipitation. The cumulative amount of water received from October 1994, through September 2004, was 2,559.58 mm on the northern half of the barrier, which is the formerly irrigated treatment, and 1,886.71 mm on the southern non-irrigated treatments. Water storage continued to show a cyclic pattern, increasing in the winter and declining in the spring and summer to a lower limit of about 100 mm in response to evapotranspiration. The 600-mm design storage has never been exceeded. Total drainage from the soil-covered plots range from 2.9E-4 mm to 0.22 mm or 0.003 6 0.004 percent of precipitation. Side-slope drainage was much higher at 20.9 6 2.3 percent of precipitation from the gravel and 18.6 6 5.1 percent from the riprap. There was no runoff from the barrier, but runoff from the BY tank farm following a thunderstorm in May eroded a 45-inch-deep channel into the structural fill at the toe of the riprap slope. Above-asphalt and below-asphalt moisture measurements show no evidence of deep percolation of water. Topographic surveys were conducted on the barrier surface, including the two settlement gauges and 12 creep gauges on the riprap slope using aerial photogrammetry (AP) and a global positioning system (GPS). Comparing the aerial photogrammetry (AP) and global positioning system (GPS) surveys with the traditional survey shows the barrier and side slopes to be stable. Both AP and GPS show potential for

Enhanced Cover Assessment Project:Soil Manipulation and Revegetation Tests

Energy Technology Data Exchange (ETDEWEB)

Waugh, W. Joseph [Navarro Research and Engineering, Inc.; Albright, Dr. Bill [Desert Research Inst. (DRI), Reno, NV (United States); Benson, Dr. Craig [University of Wisconsin-Madison

2014-02-01

The U.S. Department of Energy Office of Legacy Management is evaluating methods to enhance natural changes that are essentially converting conventional disposal cell covers for uranium mill tailings into water balance covers. Conventional covers rely on a layer of compacted clayey soil to limit exhalation of radon gas and percolation of rainwater. Water balance covers rely on a less compacted soil “sponge” to store rainwater, and on soil evaporation and plant transpiration (evapotranspiration) to remove stored water and thereby limit percolation. Over time, natural soil-forming and ecological processes are changing conventional covers by increasing hydraulic conductivity, loosening compaction, and increasing evapotranspiration. The rock armor on conventional covers creates a favorable habitat for vegetation by slowing soil evaporation, increasing soil water storage, and trapping dust and organic matter, thereby providing the water and nutrients needed for plant germination, survival, and sustainable transpiration. Goals and Objectives Our overall goal is to determine if allowing or enhancing these natural changes could improve cover performance and reduce maintenance costs over the long term. This test pad study focuses on cover soil hydrology and ecology. Companion studies are evaluating effects of natural and enhanced changes in covers on radon attenuation, erosion, and biointrusion. We constructed a test cover at the Grand Junction disposal site to evaluate soil manipulation and revegetation methods. The engineering design, construction, and properties of the test cover match the upper three layers of the nearby disposal cell cover: a 1-foot armoring of rock riprap, a 6-inch bedding layer of coarse sand and gravel, and a 2-foot protection layer of compacted fine soil. The test cover does not have a radon barrier—cover enhancement tests leave the radon barrier intact. We tested furrowing and ripping as means for creating depressions parallel to the slope

Literature review of models for estimating soil erosion and deposition from wind stresses on uranium-mill-tailings covers

International Nuclear Information System (INIS)

Bander, T.J.

1982-11-01

Pacific Northwest Laboratory (PNL) is investigating the use of a rock armoring blanket (riprap) to mitigate wind and water erosion of an earthen radon-suppression cover applied to uranium-mill tailings. The mechanics of wind erosion, as well as of soil deposition, are discussed in this report. Several wind erosion models are reviewed to determine if they can be used to estimate the erosion of soil from a mill-tailings cover. One model, developed by W.S. Chepil, contains the most-important factors that describe variables that influence wind erosion. Particular features of other models are also discussed, as well as the application of Chepil's model to a particular tailings pile. For this particular tailings pile, the estimated erosion was almost one inch per year for an unprotected tailings soil surface. Wide variability in the deposition velocity and lack of adequate deposition models preclude reliable estimates of the rate at which airborne particles are deposited

Literature review of models for estimating soil erosion and deposition from wind stresses on uranium-mill-tailings covers

Energy Technology Data Exchange (ETDEWEB)

Bander, T.J.

1982-11-01

Pacific Northwest Laboratory (PNL) is investigating the use of a rock armoring blanket (riprap) to mitigate wind and water erosion of an earthen radon-suppression cover applied to uranium-mill tailings. The mechanics of wind erosion, as well as of soil deposition, are discussed in this report. Several wind erosion models are reviewed to determine if they can be used to estimate the erosion of soil from a mill-tailings cover. One model, developed by W.S. Chepil, contains the most-important factors that describe variables that influence wind erosion. Particular features of other models are also discussed, as well as the application of Chepil's model to a particular tailings pile. For this particular tailings pile, the estimated erosion was almost one inch per year for an unprotected tailings soil surface. Wide variability in the deposition velocity and lack of adequate deposition models preclude reliable estimates of the rate at which airborne particles are deposited.

Post-remediation action radiological report for Surface Impoundments C (3539) and D (3540) at the Oak Ridge National Laboratory, Oak Ridge, Tennessee

International Nuclear Information System (INIS)

1998-12-01

During August and September 1998, Bechtel Jacobs Company LLC performed a remedial action within Impoundments 3539 and 3540 (Impoundments C and D, respectively) in accordance with the Comprehensive Environmental Response, Compensation, and Liability Act Record of Decision (ROD) for the Surface Impoundments Operable Unit. The remedial action included removal of sediments and 0.1 ft of subimpoundment soil. A post-remedial action radiological survey was conducted to provide data to support the Bethel Valley ROD. Data was obtained from (1) a walkover survey for residual gamma radiation on the base of the impoundments, (2) smear surveys for transferable contamination on remaining riprap, and (3) representative sampling of subimpoundment soils. Walkover surveys identified no locations outside the impoundments with gamma exposure levels greater than three times background levels. Smear surveys detected no removable contamination above release limits as specified in 10 CFR 835, Appendix D. Subimpoundment soil samples quantified low levels of residual contamination

Spatial distribution of juvenile fish along an artificialized seascape, insights from common coastal species in the Northwestern Mediterranean Sea.

Science.gov (United States)

Mercader, Manon; Rider, Mary; Cheminée, Adrien; Pastor, Jérémy; Zawadzki, Audrey; Mercière, Alexandre; Crec'hriou, Romain; Verdoit-Jarraya, Marion; Lenfant, Philippe

2018-06-01

Along the littoral, a growing number of anthropogenic structures have caused substantial habitat destruction. Despite their detrimental impact, these constructions could play a role in the functioning of coastal ecosystems. The objective of this work was to assess the distribution of juvenile coastal fish along a seascape composed of various natural and artificial habitats in order to determine the potential role of coastal infrastructures as juvenile habitat. We surveyed juvenile populations on various infrastructures and natural sites along a 100 km shoreline of the French Mediterranean coast. Juvenile densities varied according to the level of artificialization of the sites. Densities were the highest on coastal defense structures, intermediate in natural sites and lowest in harbors. Focusing inside harbors revealed highly variable densities depending on the type of habitat, with densities on ripraps or jetties that were equivalent to those of natural sites. Our results underline the importance of anthropogenic structures as potential juvenile habitats, which is too often not considered in management plans. Copyright © 2018 Elsevier Ltd. All rights reserved.

Survivability of ancient man-made earthen mounds: implications for uranium mill tailings impoundments

International Nuclear Information System (INIS)

Lindsey, C.G.; Mishima, J.; King, S.E.; Walters, W.H.

1983-06-01

As part of a study for the Nuclear Regulatory Commission (NRC), the Pacific Northwest Laboratory (PNL) is investigating long-term stabilization techniques for uranium mill impoundments. Part of this investigation involves the design of a rock armoring blanket (riprap) to mitigate wind and water erosion of the underlying soil cover, which in turn prevents exposure of the tailings to the environment. However, the need for the armoring blanket, as well as the blanket's effectiveness, depends on the stability of the underlying soil cap (radon suppression cover) and on the tailings themselves. Compelling evidence in archaeological records suggests that large man-made earthen structures can remain sound and intact for time periods comparable to those required for the stabilization of the tailings piles if properly constructed. We present archaeological evidence on the existence and survivability of man-made earthen and rock structures through specific examples of such structures from around the world. We also review factors contributing to their survival or destruction and address the influence of climate, building materials, and construction techniques on survivability

Summary of the Phase II, Title I engineering assessment of inactive uranium mill tailings, Green River Site, Green River, Utah

International Nuclear Information System (INIS)

1977-12-01

An engineering assessment was performed of the problems resulting from the existence of radioactive uranium mill tailings at the Green River site, Utah. The services include the preparation of topographic maps, the performance of core drillings and radiometric measurements sufficient to determine areas and volumes of tailings and other radium-contaminated materials, the evaluation of resulting radiation exposures of individuals and nearby populations, the investigation of site hydrology and meteorology and the evaluation and costing of alternative corrective actions. Radon gas release from the 123 thousand tons of tailings at the Green River site constitutes the most significant environmental impact, although windblown tailings and external gamma radiation are also factors. The three alternative actions presented are dike stabilization, fencing, on- and off-site decontamination and maintenance; improvements in the stabilization cover and diking plus cleanup of the site and Browns Wash, and realignment of Browns Wash; and addition of stabilization cover to a total of 2 ft, realignment of Browns Wash and placement of additional riprap, on-site cleanup and drainage improvements. All options include remedial action at off-site structures. Cost estimates for the three options range from $700,000 to $926,000

The development of surface barriers at the Hanford Site

International Nuclear Information System (INIS)

Wing, N.R.; Gee, G.W.

1994-03-01

Engineered barriers are being developed to isolate wastes disposed of near the earth's surface at the US Department of Energy's (DOE) Hanford Site near Richland, Washington. Much of the waste that would be disposed of by in-place stabilization currently is located in relatively shallow subsurface structures such as solid waste burial grounds, tanks, vaults, and cribs. Unless protected in some way, the wastes could be transported to the accessible environment via the following pathways: plant, animal, and human intrusion; water infiltration; erosion; and the exhalation of noxious gases. Permanent isolation surface barriers have been proposed to protect wastes disposed of ''in place'' from the transport pathways identified previously (Figure 1). The protective barrier consists of a variety of different materials (e.g., fine soil, sand, gravel, riprap, asphalt, etc.) placed in layers to form an above-grade mound directly over the waste zone. Surface markers are being considered for placement around the periphery of the waste sites to inform future generations of the nature and hazards of the buried wastes. In addition, throughout the protective barrier, subsurface markers could be placed to warn any inadvertent human intruders of the dangers of the buried wastes (Figure 2)

Phase II, Title I engineering assessment of inactive uranium mill tailings, Green River Site, Green River, Utah

International Nuclear Information System (INIS)

1977-12-01

An engineering assessment was performed of the problems resulting from the existence of radioactive uranium mill tailings at the Green River site, Utah. Services included the preparation of topographic maps, the performance of core drillings and radiometric measurements sufficient to determine areas and volumes of tailings and other radium-contaminated materials, the evaluation of resulting radiation exposures of individuals and nearby populations , the investigation of site hydrology and meteorology and the evaluation and costing of alternative corrective actions. Radon gas release from the 123 thousand tons of tailings at the Green River site constitutes the most significant environmental impact, although windblown tailings and external gamma radiation are also factors. The three alternative actions presented are dike stabilization, fencing, on- and off-site decontamination and maintenance (Option I); improvements in the stabilization cover and diking plus cleanup of the site and Browns Wash, and realignment of Browns Wash (Option II); and addition of stabilization cover to a total of 2 ft, realignment of Browns Wash and placement of additional riprap, on-site cleanup and drainage improvements (Option III). All options include remedial action at off-site structures. Cost estimates for the three options range from $700,000 to $926,000

The diet of reservoir perch before, during and after establishment of non-native tubenose goby

Directory of Open Access Journals (Sweden)

Všetičková Lucie

2018-01-01

Full Text Available In recent decades, gobiid species have increased their distribution throughout Europe and now often represent the dominant genus along many rivers and canals. In this study, we assessed the role of tubenose goby (Proterorhinus semilunaris as a prey species of native perch (Perca fluviatilis in a lowland reservoir soon after their initial introduction in 1994 (sampling started 1998 and 17 years after establishment (2011–2012. We compare these data with perch diet composition from before introduction (1981–1982. Our data indicate that tubenose gobies quickly became the dominant species along the reservoir bankside, making them an attractive prey for ≥1 + perch. There was a clear increasing trend in the numbers of larger perch caught along the rip-rap, with the largest fish clearly specialising on gobies. As such, introduction of tubenose gobies has had a pronounced effect on food web and population dynamics along the littoral zone. While goby numbers appear to have dropped significantly in recent years, apparently due to predation pressure, further studies are needed to assess whether such changes have had any general impact on population and food web dynamics within the reservoir.

Environmental factors affecting long-term stabilization of radon suppression covers for uranium mill tailings

International Nuclear Information System (INIS)

Young, J.K.; Long, L.W.; Reis, J.W.

1982-04-01

Pacific Northwest Laboratory is investigating the use of a rock armoring blanket (riprap) to mitigate wind and water erosion of an earthen radon suppression cover applied to uranium mill tailings. To help determine design stresses for the tailings piles, environmental parameters are characterized for the five active uranium-producing regions on a site-specific basis. Only conventional uranium mills that are currently operating or that are scheduled to open in the mid 1980s are considered. Available data indicate that flooding has the most potential for disrupting a tailings pile. The arid regions of the Wyoming Basins and the Colorado Plateau are subject to brief storms of high intensity. The Texas Gulf Coast has the highest potential for extreme precipitation from hurricane-related storms. Wind data indicate average wind speeds from 3 to 6 m/sec for the sites, but extremes of 40 m/sec can be expected. Tornado risks range from low to moderate. The Colorado Plateau has the highest seismic potential, with maximum acceleration caused by earthquakes ranging from 0.2 to 0.4 g. Any direct effect from volcanic eruption is negligible, as all mills are located 90 km or more from an igneous or hydrothermal system

Technical approach document

International Nuclear Information System (INIS)

1988-04-01

This document describes the general technical approaches and design criteria adopted by the US Department of Energy (DOE) in order to implement Remedial Action Plans (RAPs) and final designs that comply with EPS standards. This document is a revision to the original document. Major revisions were made to the sections in riprap selection and sizing, and ground-water; only minor revisions were made to the remainder of the document. The US Nuclear Regulatory Commission (NRC) has prepared a Standard Review Plan (NRC-SRP) which describes factors to be considered by the NRC in approving the RAP. Sections 3.0, 4.0, 5.0, and 7.0 of this document are arranged under the same headings as those used in the NRC-SRP. This approach is adopted in order to facilitate joint use of the documents. Section 2.0 (not included in the NRC-SRP) discusses design considerations; Section 3.0 describes surface-water hydrology and erosion control; Section 4.0 describes geotechnical aspects of pile design; Section 5.0 discusses the Alternate Site Selection Process; Section 6.0 deals with radiological issues (in particular, the design of the radon barrier); Section 7.0 discusses protection of groundwater resources; and Section 8.0 discusses site design criteria for the RAC

Stability evaluation of modernized bank protections in a culvert construction

Science.gov (United States)

Cholewa, Mariusz; Plesiński, Karol; Kamińska, Katarzyna; Wójcik, Izabela

2018-02-01

The paper presents stability evaluation of the banks of the Wilga River on a chosen stretch in Koźmice Wielkie, Małopolska Province. The examined stretch included the river bed upstream from the culvert on a district road. The culvert construction, built over four decades ago, was disassembled in 2014. The former construction, two pipes that were 1.4 m in diameter, was entirely removed. The investor decided to build a new construction in the form of insitu poured reinforced concrete with a 4 x 2 m cross section. Change of geometry and different location in relation to the river current caused increase in the flow velocity and, as a consequence, erosion of both protected and natural banks. Groundwater conditions were determined based on the geotechnical tests that were carried out on soil samples taken from the banks and the river bed. Stability calculations of natural slopes of the Wilga River and the ones protected with riprap indicate mistakes in the design project concerning construction of the river banks. The purpose of the study was to determine the stability of the Wilga River banks on a selected section adjacent to the rebuilt culvert. Stability of a chosen cross section was analysed in the paper. Presented conclusions are based on the results of geotechnical tests and numerical calculations.

Seasonal diet pattern of non-native tubenose goby (Proterorhinus semilunaris in a lowland reservoir (Mušov, Czech Republic

Directory of Open Access Journals (Sweden)

Adámek Z.

2010-08-01

Full Text Available The tubenose goby (Proterorhinus semilunaris is a gobiid species currently extending its area of distribution in Central Europe. The objective of the study was to evaluate the annual pattern of its feeding habits in the newly colonised habitats of the Mušov reservoir on the Dyje River (the Danube basin, Czech Republic with respect to natural food resources. In the reservoir, tubenose goby has established a numerous population, densely colonising stony rip-rap banks. Its diet was exclusively of animal origin with significant dominance of and preference for two food items – chironomid (Chironomidae larvae and waterlouse (Asellus aquaticus, which contributed 40.2 and 27.6%, respectively, to the total food bulk ingested. The index of preponderance for the two items was also very high, amounting to 73.8 and 26.5, respectively. In the annual pattern, a remarkable preference for chironomid larvae was recorded in the summer period whilst waterlouse were consumed predominantly in winter months. The proportion of other food items was rather marginal – only corixids, copepods, ceratopogonids and cladocerans were of certain minor importance with proportions of 5.4, 4.3, 4.1 and 3.9%, respectively. Certain signs of cannibalism were also recorded, with 0.9 and 0.2% of the diet consisting of their own progeny and eggs, respectively.

Assessing infrastructure vulnerability to major floods

Energy Technology Data Exchange (ETDEWEB)

Jenssen, Lars

1998-12-31

This thesis proposes a method for assessing the direct effects of serious floods on a physical infrastructure or utility. This method should be useful in contingency planning and in the design of structures likely to be damaged by flooding. A review is given of (1) methods of floodplain management and strategies for mitigating floods, (2) methods of risk analysis that will become increasingly important in flood management, (3) methods for hydraulic computations, (4) a variety of scour assessment methods and (5) applications of geographic information systems (GIS) to the analysis of flood vulnerability. Three computer codes were developed: CULVCAP computes the headwater level for circular and box culverts, SCOUR for assessing riprap stability and scour depths, and FASTFLOOD prepares input rainfall series and input files for the rainfall-runoff model used in the case study. A road system in central Norway was chosen to study how to analyse the flood vulnerability of an infrastructure. Finally, the thesis proposes a method for analysing the flood vulnerability of physical infrastructure. The method involves a general stage that will provide data on which parts of the infrastructure are potentially vulnerable to flooding and how to analyse them, and a specific stage which is concerned with analysing one particular kind of physical infrastructure in a study area. 123 refs., 59 figs., 17 tabs= .

Hanford Site protective isolation surface barrier: Taking research and development to engineered application

International Nuclear Information System (INIS)

Myers, D.R.; Wing, N.R.

1994-01-01

The development of the Protective Isolation Surface Barrier has been an ongoing program since 1985. This development effort has focused on several technical areas. These technical areas include water infiltration, biointrusion, human intrusion, erosion/deposition, physical stability, barrier materials, computer modeling, long-term climate effects, natural analogs, and barrier design. This paper briefly reviews the results of the research and development in the technical areas and then explains how the results of this work have influenced the design features of the prototype barrier. A good example of this is to explain how the type and depth of the soil layer used in the barrier is related to water infiltration, biointrusion, modeling, climate, analogs, and barrier materials. Another good example is to explain the relationship of the barrier sideslopes (basalt riprap and native soil) with human intrusion, biointrusion, barrier materials, and barrier design. In general, the design features of the prototype barrier will be explained in terms of the results of the testing and development program. After the basis for prototype barrier design has been established, the paper will close by reviewing the construction of the prototype barrier, sharing the lessons learned during construction, and explaining the ongoing testing and monitoring program which will determine the success or failure of this barrier concept and the need for additional design modifications

Quantifying the effectiveness of shoreline armoring removal on coastal biota of Puget Sound.

Science.gov (United States)

Lee, Timothy S; Toft, Jason D; Cordell, Jeffery R; Dethier, Megan N; Adams, Jeffrey W; Kelly, Ryan P

2018-01-01

Shoreline armoring is prevalent around the world with unprecedented human population growth and urbanization along coastal habitats. Armoring structures, such as riprap and bulkheads, that are built to prevent beach erosion and protect coastal infrastructure from storms and flooding can cause deterioration of habitats for migratory fish species, disrupt aquatic-terrestrial connectivity, and reduce overall coastal ecosystem health. Relative to armored shorelines, natural shorelines retain valuable habitats for macroinvertebrates and other coastal biota. One question is whether the impacts of armoring are reversible, allowing restoration via armoring removal and related actions of sediment nourishment and replanting of native riparian vegetation. Armoring removal is targeted as a viable option for restoring some habitat functions, but few assessments of coastal biota response exist. Here, we use opportunistic sampling of pre- and post-restoration data for five biotic measures (wrack % cover, saltmarsh % cover, number of logs, and macroinvertebrate abundance and richness) from a set of six restored sites in Puget Sound, WA, USA. This broad suite of ecosystem metrics responded strongly and positively to armor removal, and these results were evident after less than one year. Restoration responses remained positive and statistically significant across different shoreline elevations and temporal trajectories. This analysis shows that removing shoreline armoring is effective for restoration projects aimed at improving the health and productivity of coastal ecosystems, and these results may be widely applicable.

Quantifying the effectiveness of shoreline armoring removal on coastal biota of Puget Sound

Directory of Open Access Journals (Sweden)

Timothy S. Lee

2018-02-01

Full Text Available Shoreline armoring is prevalent around the world with unprecedented human population growth and urbanization along coastal habitats. Armoring structures, such as riprap and bulkheads, that are built to prevent beach erosion and protect coastal infrastructure from storms and flooding can cause deterioration of habitats for migratory fish species, disrupt aquatic–terrestrial connectivity, and reduce overall coastal ecosystem health. Relative to armored shorelines, natural shorelines retain valuable habitats for macroinvertebrates and other coastal biota. One question is whether the impacts of armoring are reversible, allowing restoration via armoring removal and related actions of sediment nourishment and replanting of native riparian vegetation. Armoring removal is targeted as a viable option for restoring some habitat functions, but few assessments of coastal biota response exist. Here, we use opportunistic sampling of pre- and post-restoration data for five biotic measures (wrack % cover, saltmarsh % cover, number of logs, and macroinvertebrate abundance and richness from a set of six restored sites in Puget Sound, WA, USA. This broad suite of ecosystem metrics responded strongly and positively to armor removal, and these results were evident after less than one year. Restoration responses remained positive and statistically significant across different shoreline elevations and temporal trajectories. This analysis shows that removing shoreline armoring is effective for restoration projects aimed at improving the health and productivity of coastal ecosystems, and these results may be widely applicable.

Range 8C Rehabilitation Demonstration Project, Hohenfels Training Area, Germany: Final report

International Nuclear Information System (INIS)

Zellmer, S.D.; Hinchman, R.R.; Johnson, D.O.; Brent, J.J.

1991-11-01

More than 30 years of intensive and continual tactical training has caused extensive environmental damage at the US Army Hohenfels Training Area in Germany. The Range 8C Rehabilitation Demonstration Project, followed by a three-year monitoring effort, was conducted to develop and evaluate the environmental and economic effectiveness of seven revegetation and four erosion control prescriptions implemented at a 16-ha site. The point-intercept method was used to measure the types and amounts of vegetation established and the changes in the vegetative community during three years of military use on the seven areas treated with revegetation prescriptions. Field observations were made to determine the suitability and durability of four types of erosion control structures. Soil fertility and a source of seed appeared to be the most limiting factors in establishing vegetation, while seedbed preparation had only a minor influence. Grasses appeared to be more resistant to vehicle traffic than did other types of vegetation. Because grassed waterways were used as roads by military vehicles and a system of graded terraces was expensive, these erosion control prescriptions were unsuitable and uneconomical for use on training areas. Low-cost riprap waterbars and porous check dams slowed the velocity of runoff, trapped sediments, and were durable. Recommendations were formulated to improve the environmental and economic effectiveness of future rehabilitation efforts on tactical training areas

Guidance for disposal of uranium-mill tailings: long-term stabilization of earthen cover materials

International Nuclear Information System (INIS)

Voorhees, L.D.; Sale, M.J.; Webb, J.W.; Mulholland, P.J.

1983-06-01

The primary hazard associated with uranium-mill tailings is exposure to a radioactive gas, 222 Rn, the concentration of which has been correlated with the occurrence of lung cancer. Previous studies on radon attenuation conclude that the placement of earthen cover materials over the tailings is the most effective technique for reducing radioactive emissions and dispersal of tailings. The success of such a plan, however, depends on long-term protection of these cover materials. 230 Th, which decays to 222 Rn, has a half-life of about 80,000 years. The three major options available for stabilization of uranium-mill tailings are (1) rock cover, (2) soil and revegetation, or (3) a combination of both on different portions of the tailings cover. The optimal choice among these alternatives depends on site-specific characteristics such as climate and local geomorphology and soils, and on design variables such as embankment heights and slopes, modification of upstream drainage, and revegetation practices. Generally, geomorphic evidence suggests that use of soil and vegetation alone will not be adequate to reduce erosion on slopes greater than about 5 0 . For these steeper slopes, riprap will be necessary to maximize the probability of long-term stability. The use of vegetation to control erosion on the flatter portions of the site may be practicable in regions with sufficient rainfall and suitable soil types, but revegetation practices must be carefully evaluated

Design, permitting, and construction issues associated with closure of the Panna Maria uranium tailings impoundment

International Nuclear Information System (INIS)

Strachan, C.L.; Raabe, K.L.

1997-01-01

In 1992, Panna Maria Uranium Operations (PMUO) initiated licensing and engineering activities for closure of the Panna Maria mill and 150-acre tailings impoundment located in southeast Texas. Closure of the tailings impoundment is permitted by license amendment through the Texas Natural Resources Conservation Commission (TNRCC), and based on closure criteria outlined in Texas regulations. The closure plan for the Panna Maria tailings impoundment was submitted for Texas regulatory agency review in April 1993, with details of the closure plan modified in 1994, 1995, and 1996. The closure plan included a multi-layered cover over the regraded tailings surface which was designed for long-term isolation of tailings, reduction of radon emanation to regulated levels, and reduction of infiltration to TNRCC-accepted levels. The cover and embankment slope surfaces and surrounding areas were designed to provide acceptable erosional stability as compared to runoff velocities from the Probable Maximum Precipitation event. Cover materials were selected from on-site materials and evaluated for suitability based on permeability, radon attenuation, and soil dispersivity characteristics. Off-site materials were used when necessary. The cover over the tailings has a maximum slope of 0.5 percent, and the regraded embankment slopes outside the perimeter of the impoundment have a maximum slope of 20 percent. All reclaimed slopes are covered with topsoil and revegetated. A riprap-lined channel is to be used to convey runoff from within the perimeter of the reclaimed impoundment to the north of the impoundment

Insights into the establishment of the Manila clam on a tidal flat at the southern end of an introduced range in Southern California, USA.

Directory of Open Access Journals (Sweden)

Drew M Talley

Full Text Available Coastal ecosystem modifications have contributed to the spread of introduced species through alterations of historic disturbance regimes and resource availability, and increased propagule pressure. Frequency of occurrence of the Manila clam (Venerupis phillipinarum, Veneridae in Southern California estuaries has increased from absent or sparse to common since the mid-1990s. Potential invasion vectors include seafood sales and aquaculture, and spread from established northern populations over decades. The clam's post-settlement habitat preferences are, however, uncertain in this region. Our project aimed to identify factors associated with established patches of the clam within a bay toward the southern end of this introduced range. During summer 2013, we sampled 10 tidal flat sites in Mission Bay, San Diego; each containing an area with and without hard structure (e.g., riprap, boulders. We measured likely environmental influences (e.g., sediment variables, distance to ocean. Manila clam densities across the bay were most strongly associated with site, where highest densities were located in the northern and/or back halves of the bay; and weakly correlated with lower porewater salinities. Within sites, Manila clam density was enhanced in the presence of hard structure in most sites. Prevailing currents and salinity regimes likely contribute to bay wide distributions, while hard structures may provide suitable microhabitats (refuge from predators and physical stress and larval entrapment within sites. Results provide insights into decisions about future shoreline management efforts. Finally, we identify directions for future study to better understand and therefore predict patterns of establishment of the Manila clam in the southern portion of its introduced range.

Permanent isolation surface barrier development plan

International Nuclear Information System (INIS)

Wing, N.R.

1994-01-01

The exhumation and treatment of wastes may not always be the preferred alternative in the remediation of a waste site. In-place disposal alternatives, under certain circumstances, may be the most desirable alternatives to use in the protection of human health and the environment. The implementation of an in-place disposal alternative will likely require some type of protective covering that will provide long-term isolation of the wastes from the accessible environment. Even if the wastes are exhumed and treated, a long-term barrier may still be needed to adequately dispose of the treated wastes or any remaining waste residuals. Currently, no open-quotes provenclose quotes long-term barrier is available. The Hanford Site Permanent Isolation Surface Barrier Development Program (BDP) was organized to develop the technology needed to provide a long-term surface barrier capability for the Hanford Site. The permanent isolation barrier technology also could be used at other sites. Permanent isolation barriers use engineered layers of natural materials to create an integrated structure with redundant protective features. Drawings of conceptual permanent isolation surface barriers are shown. The natural construction materials (e.g., fine soil, sand, gravel, riprap, asphalt) have been selected to optimize barrier performance and longevity. The objective of current designs is to use natural materials to develop a maintenance-free permanent isolation surface barrier that isolates wastes for a minimum of 1,000 years by limiting water drainage to near-zero amounts; reducing the likelihood of plant, animal, and human intrusion; controlling the exhalation of noxious gases; and minimizing erosion-related problems

Permanent isolation surface barrier development plan

Energy Technology Data Exchange (ETDEWEB)

Wing, N.R.

1994-01-01

The exhumation and treatment of wastes may not always be the preferred alternative in the remediation of a waste site. In-place disposal alternatives, under certain circumstances, may be the most desirable alternatives to use in the protection of human health and the environment. The implementation of an in-place disposal alternative will likely require some type of protective covering that will provide long-term isolation of the wastes from the accessible environment. Even if the wastes are exhumed and treated, a long-term barrier may still be needed to adequately dispose of the treated wastes or any remaining waste residuals. Currently, no {open_quotes}proven{close_quotes} long-term barrier is available. The Hanford Site Permanent Isolation Surface Barrier Development Program (BDP) was organized to develop the technology needed to provide a long-term surface barrier capability for the Hanford Site. The permanent isolation barrier technology also could be used at other sites. Permanent isolation barriers use engineered layers of natural materials to create an integrated structure with redundant protective features. Drawings of conceptual permanent isolation surface barriers are shown. The natural construction materials (e.g., fine soil, sand, gravel, riprap, asphalt) have been selected to optimize barrier performance and longevity. The objective of current designs is to use natural materials to develop a maintenance-free permanent isolation surface barrier that isolates wastes for a minimum of 1,000 years by limiting water drainage to near-zero amounts; reducing the likelihood of plant, animal, and human intrusion; controlling the exhalation of noxious gases; and minimizing erosion-related problems.

Longitudinal patterns in flathead catfish relative abundance and length at age within a large river: Effects of an urban gradient

Science.gov (United States)

Paukert, C.P.; Makinster, A.S.

2009-01-01

We investigated the spatial variation of flathead catfish (Pylodictis olivaris) relative abundance and growth in the 274 km long Kansas River to determine if population dynamics of catfish are related to urbanization. Electrofishing was conducted at 462 random sites throughout the river in summer, 2005-2006 to collect fish. Relative abundance of age 1 fish (???200mm), subadult (>200-400mm) and adult fish (>400 mm) ranged from 0.34 to 14.67 fish h-1, mean length at age 1 was 165 (range: 128-195) mm total length (TL) and mean length at age 3 was 376 mm TL (range: 293-419mm TL). The proportion of land use within 200 m of the river edge was between 0 and 0.54 urban. River reaches with high relative abundance of age 1 flathead catfish had high relative abundance of subadult and adult catfish. River reaches with fast flathead catfish growth to age 1 had fast growth to age 3. High urban land use and riprap in the riparian area were evident in river reaches near the heavily populated Kansas City and Topeka, Kansas, USA. Reaches with increased number of log jams and islands had decreased riparian agriculture. Areas of low urbanization had faster flathead catfish growth (r = 0.67, p = 0.005). Relative abundance of flathead catfish was higher in more agricultural areas (r = -0.57, p = 0.02). Changes in land use in riverine environments may alter population dynamics of a fish species within a river. Spatial differences in population dynamics need to be considered when evaluating riverine fish populations. Published in 2008 by John Wiley & Sons Ltd.

Optimal Site Characterization and Selection Criteria for Oyster Restoration using Multicolinear Factorial Water Quality Approach

Science.gov (United States)

Yoon, J.

2015-12-01

Elevated levels of nutrient loadings have enriched the Chesapeake Bay estuaries and coastal waters via point and nonpoint sources and the atmosphere. Restoring oyster beds is considered a Best Management Practice (BMP) to improve the water quality as well as provide physical aquatic habitat and a healthier estuarine system. Efforts include declaring sanctuaries for brood-stocks, supplementing hard substrate on the bottom and aiding natural populations with the addition of hatchery-reared and disease-resistant stocks. An economic assessment suggests that restoring the ecological functions will improve water quality, stabilize shorelines, and establish a habitat for breeding grounds that outweighs the value of harvestable oyster production. Parametric factorial models were developed to investigate multicolinearities among in situ water quality and oyster restoration activities to evaluate posterior success rates upon multiple substrates, and physical, chemical, hydrological and biological site characteristics to systematically identify significant factors. Findings were then further utilized to identify the optimal sites for successful oyster restoration augmentable with Total Maximum Daily Loads (TMDLs) and BMPs. Factorial models evaluate the relationship among the dependent variable, oyster biomass, and treatments of temperature, salinity, total suspended solids, E. coli/Enterococci counts, depth, dissolved oxygen, chlorophyll a, nitrogen and phosphorus, and blocks consist of alternative substrates (oyster shells versus riprap, granite, cement, cinder blocks, limestone marl or combinations). Factorial model results were then compared to identify which combination of variables produces the highest posterior biomass of oysters. Developed Factorial model can facilitate maximizing the likelihood of successful oyster reef restoration in an effort to establish a healthier ecosystem and to improve overall estuarine water quality in the Chesapeake Bay estuaries.

Geomorphic and hydrologic assessment of erosion hazards at the Norman municipal landfill, Canadian River floodplain, Central Oklahoma

Science.gov (United States)

Curtis, J.A.; Whitney, J.W.

2003-01-01

The Norman, Oklahoma, municipal landfill closed in 1985 after 63 years of operation, because it was identified as a point source of hazardous leachate composed of organic and inorganic compounds. The landfill is located on the floodplain of the Canadian River, a sand-bed river characterized by erodible channel boundaries and by large variation in mean monthly discharges. In 1986, floodwaters eroded riprap protection at the southern end of the landfill and penetrated the landfill's clay cap, thereby exposing the landfill contents. The impact of this moderate-magnitude flood event (Q12) was the catalyst to investigate erosion hazards at the Norman landfill. This geomorphic investigation analyzed floodplain geomorphology and historical channel changes, flood-frequency distributions, an erosion threshold, the geomorphic effectiveness of discharge events, and other factors that influence erosion hazards at the landfill site. The erosion hazard at the Norman landfill is a function of the location of the landfill with respect to the channel thalweg, erosional resistance of the channel margins, magnitude and duration of discrete discharge events, channel form and hydraulic geometry, and cumulative effects related to a series of discharge events. Based on current climatic conditions and historical channel changes, a minimum erosion threshold is set at bankfull discharge (Q = 572 m3/s). The annual probability of exceeding this threshold is 0.53. In addition, this analysis indicates that peak stream power is less informative than total energy expenditures when estimating the erosion potential or geomorphic effectiveness of discrete discharge events. On the Canadian River, long-duration, moderate-magnitude floods can have larger total energy expenditures than shorter-duration, high-magnitude floods and therefore represent the most serious erosion hazard to floodplain structures.

REINTRODUCTION OF ASTACUS ASTACUS L. IN EAST TYROL, AUSTRIA

Directory of Open Access Journals (Sweden)

SINT D.

2004-01-01

Full Text Available In Tyrolean like in other European freshwaters, crayfish populations decreased in numbers and qualities. They are today regarded as endangered animals. The Astacus astacus (Linnaeus, 1758 population of historical evidence in Tristacher See and its out flowing stream Tristacher Seebach (mentioned already by Emperor Maximilian I in 1504 became extinct in the late 1990s. After the restoration of the stream we started a species conservation programme with various specific protection measures, including breeding and restocking of young-of-the-year and adult A. astacus. Females, after having released their young in the hatchery, were stocked together with males in a 200-m-section of Tristacher Seebach, previously populated by A. astacus. In October, the young-of-theyear crayfish were released in another area of the same stream. To show the importance of habitat diversity and shelter, four sites for introduction were selected describing a gradient of habitat diversity. We monitored general characteristics of the population (sex, size, densities and compared them to habitat conditions. Individual crayfish were tagged with gloss-paint pens to allow an observation of their movements between the different sections over the summer months. We found significant results when migration behaviour, population assemblage and habitat conditions were compared. Males frequently moved longer distances than females. Migration length corresponded to the gradient of available structures and shelter. Heterogeneous riprap was somewhat preferred to artificial shelter like bricks or plastic tubes. Sections without additional shelter showed almost no presence of crayfish. Sex and size distribution within assemblages appeared also to be affected by habitat conditions. Our results indicate the importance of monitoring in species reintroduction projects, as this research demonstrated the immediate effect and importance of habitat structure and affirmed the success of the

Mitigation and enhancement techniques for the Upper Mississippi River system and other large river systems

Science.gov (United States)

Schnick, Rosalie A.; Morton, John M.; Mochalski, Jeffrey C.; Beall, Jonathan T.

1982-01-01

Extensive information is provided on techniques that can reduce or eliminate the negative impact of man's activities (particularly those related to navigation) on large river systems, with special reference to the Upper Mississippi River. These techniques should help resource managers who are concerned with such river systems to establish sound environmental programs. Discussion of each technique or group of techniques include (1) situation to be mitigated or enhanced; (2) description of technique; (3) impacts on the environment; (4) costs; and (5) evaluation for use on the Upper Mississippi River Systems. The techniques are divided into four primary categories: Bank Stabilization Techniques, Dredging and Disposal of Dredged Material, Fishery Management Techniques, and Wildlife Management Techniques. Because techniques have been grouped by function, rather than by structure, some structures are discussed in several contexts. For example, gabions are discussed for use in revetments, river training structures, and breakwaters. The measures covered under Bank Stabilization Techniques include the use of riprap revetments, other revetments, bulkheads, river training structures, breakwater structures, chemical soil stabilizers, erosion-control mattings, and filter fabrics; the planting of vegetation; the creation of islands; the creation of berms or enrichment of beaches; and the control of water level and boat traffic. The discussions of Dredging and the Disposal of Dredged Material consider dredges, dredging methods, and disposal of dredged material. The following subjects are considered under Fishery Management Techniques: fish attractors; spawning structures; nursery ponds, coves, and marshes; fish screens and barriers; fish passage; water control structures; management of water levels and flows; wing dam modification; side channel modification; aeration techniques; control of nuisance aquatic plants; and manipulated of fish populations. Wildlife Management

Ground based interferometric radar initial look at Longview, Blue Springs, Tuttle Creek, and Milford Dams

Science.gov (United States)

Deng, Huazeng

Measuring millimeter and smaller deformation has been demonstrated in the literature using RADAR. To address in part the limitations in current commercial satellite-based SAR datasets, a University of Missouri (MU) team worked with GAMMA Remote Sensing to develop a specialized (dual-frequency, polarimetric, and interferometric) ground-based real-aperture RADAR (GBIR) instrument. The GBIR device is portable with its tripod system and control electronics. It can be deployed to obtain data with high spatial resolution (i.e. on the order of 1 meter) and high temporal resolution (i.e. on the order 1 minute). The high temporal resolution is well suited for measurements of rapid deformation. From the same geodetic position, the GBIR may collect dual frequency data set using C-band and Ku-band. The overall goal of this project is to measure the deformation from various scenarios by applying the GBIR system. Initial efforts have been focusing on testing the system performance on different types of targets. This thesis details a number of my efforts on experimental and processing activities at the start of the MU GBIR imaging project. For improved close range capability, a wideband dual polarized antenna option was produced and tested. For GBIR calibration, several trihedral corner reflectors were designed and fabricated. In addition to experimental activities and site selection, I participated in advanced data processing activities. I processed GBIR data in several ways including single-look-complex (SLC) image generation, imagery registration, and interferometric processing. A number of initial-processed GBIR image products are presented from four dams: Longview, Blue Springs, Tuttle Creek, and Milford. Excellent imaging performance of the MU GBIR has been observed for various target types such as riprap, concrete, soil, rock, metal, and vegetation. Strong coherence of the test scene has been observed in the initial interferograms.

Modelling the Impacts of Changing Land Cover/Land Use and Climate on Flooding in the Elk River Watershed, British Columbia

Science.gov (United States)

Barnes, C. C.; Byrne, J. M.; Hopkinson, C.; MacDonald, R. J.; Johnson, D. L.

2015-12-01

The Elk River is a mountain watershed located along the eastern border of British Columbia, Canada. The Elk River is confined by railway bridges, roads, and urban areas. Flooding has been a concern in the valley for more than a century. The most recent major flood event occurred in 2013 affecting several communities. River modifications such as riprapped dykes, channelization, and dredging have occurred in an attempt to reduce inundation, with limited success. Significant changes in land cover/land use (LCLU) such as natural state to urban, forestry practices, and mining from underground to mountaintop/valley fill have changed terrain and ground surfaces thereby altering water infiltration and runoff processes in the watershed. Future climate change in this region is expected to alter air temperature and precipitation as well as produce an earlier seasonal spring freshet potentially impacting future flood events. The objective of this research is to model historical and future hydrological conditions to identify flood frequency and risk under a range of climate and LCLU change scenarios in the Elk River watershed. Historic remote sensing data, forest management plans, and mining industry production/post-mining reclamation plans will be used to create a predictive past and future LCLU time series. A range of future air temperature and precipitation scenarios will be developed based on accepted Global Climate Modelling (GCM) research to examine how the hydrometeorological conditions may be altered under a range of future climate scenarios. The GENESYS (GENerate Earth SYstems Science input) hydrometeorological model will be used to simulate climate and LCLU to assess historic and potential future flood frequency and magnitude. Results will be used to create innovative flood mitigation, adaptation, and management strategies for the Elk River with the intent of being wildlife friendly and non-destructive to ecosystems and habitats for native species.

Nuclear waste disposal site

International Nuclear Information System (INIS)

Mallory, C.W.; Watts, R.E.; Sanner, W.S. Jr.; Paladino, J.B.; Lilley, A.W.; Winston, S.J.; Stricklin, B.C.; Razor, J.E.

1988-01-01

This patent describes a disposal site for the disposal of toxic or radioactive waste, comprising: (a) a trench in the earth having a substantially flat bottom lined with a layer of solid, fluent, coarse, granular material having a high hydraulic conductivity for obstructing any capillary-type flow of ground water to the interior of the trench; (b) a non-rigid, radiation-blocking cap formed from a first layer of alluvium, a second layer of solid, fluent, coarse, granular material having a high hydraulic conductivity for blocking any capillary-type flow of water between the layer of alluvium and the rest of the cap, a layer of water-shedding silt for directing surface water away from the trench, and a layer of rip-rap over the silt layer for protecting the silt layer from erosion and for providing a radiation barrier; (c) a solidly-packed array of abutting modules of uniform size and shape disposed in the trench and under the cap for both encapsulating the wastes from water and for structurally supporting the cap, wherein each module in the array is slidable movable in the vertical direction in order to allow the array of modules to flexibly conform to variations in the shape of the flat trench bottom caused by seismic disturbances and to facilitate the recoverability of the modules; (d) a layer of solid, fluent, coarse, granular materials having a high hydraulic conductivity in the space between the side of the modules and the walls of the trench for obstructing any capillary-type flow of ground water to the interior of the trench; and (e) a drain and wherein the layer of silt is sloped to direct surface water flowing over the cap into the drain

Long-term stabilization of uranium mill tailings

International Nuclear Information System (INIS)

Voorhees, L.D.; Sale, M.J.; Webb, J.W.; Mulholland, P.J.

1984-01-01

The primary hazard associated with uranium mill tailings is exposure to a radioactive gas, radon-222, the concentration of which has been correlated with the occurrence of lung cancer. Previous studies on radon attenuation conclude that the placement of earthen cover materials over the tailings is the most effective technique for reducing radioactive emissions and dispersal of tailings. The success of such a plan, however, is dependent on ensuring the long-term integrity of these cover materials. Soil erosion from water and wind is the major natural cause of destabilizing earthen cover materials. Field data related to the control of soil loss are limited and only indirectly apply to the problem of isolation of uranium mill tailings over very long time periods (up to 80,000 a). However, sufficient information is available to determine benefits that will result from changes in specific design variables and to evaluate the need for different design strategies among potential disposal sites. The three major options available for stabilization of uranium mill tailings are (1) rock cover, (2) soil and revegetation, or (3) a combination of both on different portions of the tailings cover. The optimal choice among these alternatives depends on site-specific characteristics such as climate and local geomorphology and soils, and on design variables such as embankment heights and slopes, modification of upstream drainage, and revegetation practices. Generally, geomorphic evidence suggests that use of soil and vegetation alone will not be adequate to reduce erosion on slopes greater than about 5 to 9%. For these steeper slopes, the use of rock talus or riprap will be necessary to maximize the probability of long-term stability. The use of vegetation to control erosion on the flatter portions of the site may be practicable in regions of the USA with sufficient rainfall and suitable soil types, but revegetation practices must be carefully evaluated to ensure that long

Geomorphic Effects of Gravel Augmentation and Bank Re-erosion on the Old Rhine River Downstream From The Kembs Dam (France, Germany)

Science.gov (United States)

Chardon, V.; Laurent, S.; Piegay, H.; Arnaud, F.; Houssier, J.; Serouilou, J.; Clutier, A.

2017-12-01

The Old Rhine is a 50 km by-passed reach downstream from the Kembs diversion dam in the Alsacian plain (France/Germany). It has been impacted by engineering works since the 19th century. This reach exhibits poor ecological functionalities due to severe geomorphological alterations (e.g., channel bed stabilization, narrowing, degradation and armoring, sediment deficit). In the frame of the Kembs power plant relicensing (2010), Électricité de France has undertaken two gravel augmentations (18 000 and 30 000 m3) and three controlled bank erosions following riprap protection removal over 300 m bank length to enhance bedload transport and habitat diversification. A first pilot gravel augmentation was also implemented in 2010 (23 000 m3). A geomorphological monitoring based on bedload tracking, grain size analyses and topo-bathymetric surveys has been performed on the three gravel augmentation reaches and one of the controlled bank erosion sites to assess the efficiency and sustainability of these actions (2010-2017). Results show that augmented gravels are entrained for a Q2 flood. Gravels moved several hundred meters for moderate floods and up to one kilometer for more intense floods (Q15), while sediment deposition mainly diffused within the channel. Morphological and grain size diversification, including sediment refinement, are still relatively limited following gravel augmentation. Furthermore, sediment armoring reestablished once the sediment wave moved more downstream, after only four to six years, due to the stability and the narrowness of the channel but also by the absence of upstream bedload supply. Habitat diversification was higher on the controlled bank erosion site thanks to the presence of two artificial groynes, even though eroded sediment volumes were lower than expected (less than 1500m3 for a Q15 flood). This monitoring demonstrates gravel augmentations are not sufficient to really diversify geomorphological conditions of the Old Rhine. Channel

Successes, Failures and Suggested Future Directions for Ecosystem Restoration of the Middle Sacramento River, California

Directory of Open Access Journals (Sweden)

Gregory H. Golet

2013-10-01

Full Text Available Large-scale ecosystem restoration projects seldom undergo comprehensive evaluation to determine project effectiveness. Consequently, there are missed opportunities for learning and strategy refinement. Before our study, monitoring information from California’s middle Sacramento River had not been synthesized, despite restoration having been ongoing since 1989. Our assessment was based on the development and application of 36 quantitative ecological indicators. These indicators were used to characterize the status of terrestrial and floodplain resources (e.g., flora and fauna, channel dynamics (e.g., planform, geomorphology, and the flow regime. Indicators were also associated with specific goal statements of the CALFED Ecosystem Restoration Program. A collective weight of evidence approach was used to assess restoration success. Our synthesis demonstrates good progress in the restoration of riparian habitats, birds and other wildlife, but not in restoration of streamflows and geomorphic processes. For example, from 1999 to 2007, there was a > 600% increase in forest patch core size, and a 43% increase in the area of the river bordered by natural habitat > 500 m wide. Species richness of landbirds and beetles increased at restoration sites, as did detections of bats. However, degraded post-Shasta Dam streamflow conditions continued. Relative to pre-dam conditions, the average number of years that pass between flows that are sufficient to mobilize the bed, and those that are of sufficient magnitude to inundate the floodplain, increased by over 100%. Trends in geomorphic processes were strongly negative, with increases in the amount of bank hardened with riprap, and decreases in the area of floodplain reworked. Overall the channel simplified, becoming less sinuous with reduced overall channel length. Our progress assessment presents a compelling case for what needs to be done to further advance the ecological restoration of the river. The most

Effects of Urbanization on the Flow Regimes of Semi-Arid Southern California Streams

Science.gov (United States)

Hawley, R. J.; Bledsoe, B. P.; Stein, E. D.

2010-12-01

-grained geomorphic settings. Consequently, urbanization seems to serve as a potential catalyst that can send previously functioning habitats onto degradational trajectories that are typically arrested via concrete/riprap trapezoidal flood conveyance channels with little ecological/geomorphic function.

Wave basin model tests of technical-biological bank protection

Science.gov (United States)

Eisenmann, J.

2012-04-01

Sloped embankments of inland waterways are usually protected from erosion and other negative im-pacts of ship-induced hydraulic loads by technical revetments consisting of riprap. Concerning the dimensioning of such bank protection there are several design rules available, e.g. the "Principles for the Design of Bank and Bottom Protection for Inland Waterways" or the Code of Practice "Use of Standard Construction Methods for Bank and Bottom Protection on Waterways" issued by the BAW (Federal Waterways Engineering and Research Institute). Since the European Water Framework Directive has been put into action special emphasis was put on natural banks. Therefore the application of technical-biological bank protection is favoured. Currently design principles for technical-biological bank protection on inland waterways are missing. The existing experiences mainly refer to flowing waters with no or low ship-induced hydraulic loads on the banks. Since 2004 the Federal Waterways Engineering and Research Institute has been tracking the re-search and development project "Alternative Technical-Biological Bank Protection on Inland Water-ways" in company with the Federal Institute of Hydrology. The investigation to date includes the ex-amination of waterway sections where technical- biological bank protection is applied locally. For the development of design rules for technical-biological bank protection investigations shall be carried out in a next step, considering the mechanics and resilience of technical-biological bank protection with special attention to ship-induced hydraulic loads. The presentation gives a short introduction into hydraulic loads at inland waterways and their bank protection. More in detail model tests of a willow brush mattress as a technical-biological bank protec-tion in a wave basin are explained. Within the scope of these tests the brush mattresses were ex-posed to wave impacts to determine their resilience towards hydraulic loads. Since the

Marine Tech in the Bayou City: An Experiential Education Experience

Science.gov (United States)

Barnard, A.; Mackay, E.; Zarate, A.; Coutts, A.; Craig, A.; Roman, R.; Max, M. D.; Detiveaux, G.; Dement, G.; Trufan, E.; Sager, W.; Wellner, J.; Stewart, R. R.; Mayer, L. A.; Coffin, R. B.; Vielstädte, L.; Skarke, A. D.; VanSumeren, H.; Cardenas, I.; Mir, R.

2017-12-01

Training and expertise in underwater exploration with advanced marine technology is a must for today's STEM graduates. Much of this training can be initiated in relatively inexpensive ways using local expertise and technologies. Instead of going to sea, we have previously demonstrated marine survey techniques by exploring the shallow waters of Houston's bayous. This setting has served to encourage participant's intrinsic motivation. In this study attendees were given the opportunity to fly/pilot a remotely operated vehicle (ROV), an autonomous surface vehicle (ASV), and participate in relevant lectures and data analysis. To achieve a quantitative evaluation of the training, participants provided responses to a list of focused questions before and after the survey exercises. Initially, a multibeam survey (200 m x 50 m) was conducted by Survey Equipment Services, Inc. using an Teledyne Oceanscience Z-Boat ASV with an Integrated 200 - 460 kHz Odom MB2 Multibeam System. Using the multibeam survey data research students identified acoustic targets on the bayou floor for further investigation. Target identification was achieved using a Predator II (Seatronics, Inc., an Acteon company) ROV mounted with a Teledyne BlueView Technologies M900-130 900 kHz, and 1.4 - 3 MHz Sound Metrics ARIS Explorer 3000 imaging sonars. Multibeam data delineated a 90 m long, 45 m wide, and 8 m deep hollow, interpreted as a confluence scour created at the junction of the Buffalo and White Oak Bayous. A raised bank downstream of the hollow within the main channel is attributed to rapid sedimentation in a region of post confluence flow deceleration. Targets in the imaging sonar were identified as boulder-sized transported riprap, fluvial sediment, and sand waves. Review of participant's survey results using a Wilcoxon signed rank test indicated statistically significant results across all 30 survey questions. Positive improvements were reported across the board in questions related to three

Introduction to littoral erosion problem in Uraba (Arboletes-Turbo area) Colombian Caribbean Coast

International Nuclear Information System (INIS)

Correa; Ivan D; Vernette, Georges

2004-01-01

Shoreline retreat has been the net dominant historical trend along the 145 km-length littoral between Arboletes and Turbo (southern Caribbean of Colombia). For the last four decades, there were identified in this littoral shoreline retreat of about 50-100 m in several places (Uveros, Damaquiel, Zapata, Turbo) and a maximum of 1.6 km in the Punta Rey-Arboletes area, where land losses were of 4.5 km 2 , at exceptional rates of 40 rn/year. The synthesis of the available information suggest that the general susceptibility to erosion between Arboletes and turbo could be related primarily to relative sea level rise, associated to tectonic movements as well as to the effects of mud diapirism and hydroisostacy. In the more critical areas (Arboletes, Turbo), the natural erosive trends were accelerated by anthropic actions, including river diversion (Turbo), beach mining and inadequate (or total absence) practices for controlling residual and natural waters. Up to august 2000, there were invested about $ Col 10.000 billions in 155 engineering defenses (groins, sea walls and rip-rap which totalize 6.2 km of total length and a volume of materials of 37.000 m 3 ). With few exceptions, groins have not been successful and are now part of the problem, accelerating shore erosion along the adjacent sectors. In the short term, the littoral erosion between Arboletes and turbo is caused both by marine and by sub aerial factors. it is facilitated by the poor lithological strengths of cliffs and marine terraces, mainly composed of highly fractured and weathered claystones and mudstones (with stratification and weakness planes dipping toward sea) and non-consolidated, easily liquefacted, fine sediments; both conditions facilitate the occurrence of rocks falls, slides and mud flows that result in high figures of cliff retreat (3 to 4 m), specially during the first 15 days of the summer-winter transition (April) and in high waves periods. The case of the littoral erosion between Arboletes

Bank erosion of navigation canals in the western and central Gulf of Mexico

Science.gov (United States)

Thatcher, Cindy A.; Hartley, Stephen B.; Wilson, Scott A.

2011-01-01

Erosion of navigation canal banks is a direct cause of land loss, but there has been little quantitative analysis to determine why certain major canals exhibit faster widening rates (indicative of erosion) than others in the coastal zones of Texas, Louisiana, Mississippi, and Alabama. We hypothesize that navigation canals exhibit varying rates of erosion based on soil properties of the embankment substrate, vegetation type, geologic region (derived from digital versions of state geologic maps), and the presence or absence of canal bank armaments (that is, rock rip-rap, concrete bulkheads, or other shoreline protection structures). The first objective of this project was to map the shoreline position and substrate along both banks of the navigation canals, which were digitized from 3 different time periods of aerial photography spanning the years of 1978/79 to 2005/06. The second objective was to quantify the erosion rates of the navigation canals in the study area and to determine whether differences in erosion rates are related to embankment substrate, vegetation type, geologic region, or soil type. To measure changes in shoreline position over time, transects spaced at 50-m (164-ft) intervals were intersected with shorelines from all three time periods, and an annual rate of change was calculated for each transect. Mean annual rates of shoreline change ranged from 1.75 m/year (5.74 ft/year) on the west side of the Atchafalaya River, La., where there was shoreline advancement or canal narrowing, to -3.29 m/year (-10.79 ft/year) on the south side of the Theodore Ship Channel, Ala., where there was shoreline retreat or erosion. Statistical analysis indicated that there were significant differences in shoreline retreat rates according to geologic region and marsh vegetation type, and a weak relationship with soil organic content. This information can be used to better estimate future land loss rates associated with navigation canals and to prioritize the location of

The effect of inundation frequency on ground beetle communities in a channelized mountain stream

Science.gov (United States)

Skalski, T.; Kedzior, R.; Radecki-Pawlik, A.

2012-04-01

Under natural conditions, river channels and floodplains are shaped by flow and sediment regime and are one of the most dynamic ecosystems. At present, European river floodplains are among the most endangered landscapes due to human modifications to river systems, including channel regulation and floodplain urbanization, and land use changes in the catchments. Situated in a transition zone between terrestrial and aquatic environments, exposed riverine sediments (ERS) play a key role in the functioning of riverine ecosystems. This study aimed to verify whether the bare granular substrate is the only factor responsible for sustaining the biota associated with ERS or the inundation frequency also plays a role, modifying the potential of particular species to colonize these habitats. Ground beetles (Col. Carabidae) were selected as the investigated group of organisms and the study was carried out in Porębianka, a Polish Carpathian stream flowing through both unconstrained channel sections and sections with varied channelization schemes (rapid hydraulic structures, concrete revetments or rip-rap of various age). In each of the distinguished channel types, four replicates of 10 pitfall traps were established in three rows varying in distance to the mean water level (at three different benches). Almost 7000 individuals belonging to 102 species were collected on 60 plots. Forward selection of redundancy analysis revealed four factors significantly describing the variation in ground beetle species data: bank modification, potential bankfull discharge, frequency of inundation and plant height. Most of the biggest species were ordered at the positive site of first axis having the highest values of periods between floods. Total biomass of ground beetles and mean biomass of individuals differed significantly between sites of various frequency of inundation, whereas the variation in abundance and species richness of ground beetles was independent of the river dynamics. The body

National Assessment of Shoreline Change: Part 1, Historical Shoreline Changes and Associated Coastal Land Loss Along the U.S. Gulf of Mexico

Science.gov (United States)

Morton, Robert A.; Miller, Tara L.; Moore, Laura J.

2004-01-01

intended for predicting future shoreline positions or rates of change. Rates of erosion for the Gulf of Mexico region are generally highest in Louisiana along barrier island and headland shores associated with the Mississippi delta. Erosion is also rapid along some barrier islands and headlands in Texas, and barrier islands in Mississippi are migrating laterally. Highest rates of erosion in Florida are generally localized around tidal inlets. The most stable Gulf beaches are along the west coast of Florida where low wave energy and frequent beach nourishment minimize erosion. Some beach segments in Texas have accreted as a result of net longshore drift convergence, and around tidal inlets that have been stabilized by long jetties. Seawalls and riprap revetments were constructed in all the Gulf Coast states as initial community responses to long-term beach erosion. Although some states, such as Florida, still permit shoreline stabilization structures, beach nourishment has become the preferred method of mitigating long-term erosion.

Level II scour analysis for Bridge 8 (BARTTH00020008) on Town Highway 2, crossing Roaring Brook, Barton, Vermont

Science.gov (United States)

Boehmler, Erick M.; Ivanoff, Michael A.

1996-01-01

zero degrees. A scour hole 2.5 ft deeper than the mean thalweg depth was observed near mid-channel 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 left upstream and downstream roadway embankments. 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).

Prevention of Bridge Scour with Non-uniform Circular Piers Plane under Steady Flows

Science.gov (United States)

Chen, Hsing-Ting; Wang, Chuan-Yi

2017-04-01

River bed scour and deposit variation extremely severe because of most of rivers are steep and rapid flows, and river discharge extremely unstable and highly unsteady during different seasons in Taiwan. In addition to the obstruction of piers foundation, it causes local scour and threatens the safety of bridges. In the past, riprap, wire gabion or wrap pier works were adopted as the protections of piers foundation, but there were no effectual outcomes. The events of break off piers still happen sometimes. For example, typhoon Kalmaegi (2008) and Morakot (2009) caused heavy damages on Ho-Fon bridge in the Da-jia river and Shuang-Yuan bridge in the Kao-Ping river, respectively. Accordingly, to understand the piers scour system and propose an appropriate protection of piers foundation becomes an important topic for this study currently. This research improves the protection works of the existing uniform bridge pier (diameter D) to ensure the safety of the bridge. The non-uniform plane of circular piers (diameter D*) are placed on the top of a bridge pier foundation to reduce the down flow impacting energy and scour by its' surface roughness characteristics. This study utilize hydraulic models to simulate local scour depth and scour depth change with time for non-uniform pier diameter ratio D/D* of 0.3,0.4,0.5,0.6,0.7 and 0.8, and different type pier and initial bed level (Y) relative under the foundation top elevation under steady flows of V/Vc=0.95,0.80 and 0.65. The research results show that the scour depth increases with an increase of flow intensity (V/Vc) under different types of steady flow hydrographs. The scour depth decreases with increase of initial bed level (Y=+0.2D*,0D*and -0.2D*) relative under the foundation top elevation of the different type pier. The maximum scour depth occurred in the front of the pier for all conditions. Because of the scouring retardation by the non-uniform plane of foundation, the scour depth is reduced for the un-exposed bridge

National Assessment Of Shoreline Change: Part 2, Historical Shoreline Changes And Associated Coastal Land Loss Along The U.S. Southeast Atlantic Coast

Science.gov (United States)

Morton, Robert A.; Miller, Tara L.

2005-01-01

this report represent past conditions and therefore are not intended for predicting future shoreline positions or rates of change. Rates of erosion for the Southeast Atlantic region were generally highest in South Carolina along barrier islands and headland shores associated with the Santee delta. Erosion was also rapid along some barrier islands in North Carolina. Highest rates of erosion in Florida were generally localized around tidal inlets. The most stable Southeast Atlantic beaches were along the east coast of Florida where low wave energy and frequent beach nourishment minimized erosion. Some beach segments in Florida accreted as a result of net longshore drift convergence around Cape Canaveral and around tidal inlets that were stabilized by jetties. Seawalls, riprap revetments, and groins were constructed in all the Southeast Atlantic states as initial community responses to long-term beach erosion. Although some states, such as Florida, still permit shoreline stabilization structures, beach nourishment has become the preferred method of mitigating long-term erosion. Beach nourishment is common in all of the Southeast Atlantic states except Georgia.

Hydraulic design of embankment stepped chutes: a methodology based on an experimental study; Diseno hidraulico de vertedores escalonados con pendientes modernas: metodologia basada en un estudio experimental

Energy Technology Data Exchange (ETDEWEB)

Gonzalez, Carlos A; Chanson, Hubert [Universidad de Queensland (Australia)

2007-04-15

Stepped chutes have been used as hydraulic structures since antiquity. They can be found acting as spillways and fish ladders in dams and weirs, as energy dissipators in artificial channels, gutters and rivers, and as aeration enhancers in water treatment plants and polluted streams. In recent years, new construction techniques and materials (Roller Compacted Concrete RCC, rip-rap gabions, etc.) together with the development of the above-mentioned new applications have allowed cheaper construction methods, increasing the interest in stepped chute design. During the last three decades, research in stepped spillways has been very active. However, studies prior to 1993 neglected the effect of free-surface aeration. A number of studies have focused since then on steep stepped chutes ({theta} {approx} 45 degrees), but the hydraulic performance of moderate-slope stepped channels is not yet totally understood. This study details an experimental investigation of physical air-water flow properties down moderate-slope stepped spillways conducted in two laboratory models: the first model was a 3.15-m-long stepped chute with a 15.9 degrees slope comprising two interchangeable step heights (h = 0.1 m and h = 0.05 m); the second model was a 3.3 m long, stepped channel with a 21.8 degrees slope (h = 0.1 m). A broad range of discharges within transition and skimming flow regimes was investigated. Measurements were conducted using a double tip conductivity probe. The study provides new, original insights into air-water stepped chute flows not foreseen in prior studies and presents a new design criterion for chutes with moderate slopes based on the experimental results. [Spanish] Durante las ultimas tres decadas, el interes y diversidad en el uso de canales escalonados han aumentado debido al desarrollo de nuevas tecnicas y materiales que permiten su construccion de manera rapida y economica (concreto compactado con rodillo CCR, gaviones, etcetera). Actualmente, los canales

Piloting a community-based micro-hydro power generation project

International Nuclear Information System (INIS)

Buenafe, Menandro B.; Eponio, Melchor P.

1998-01-01

A community based microhydro power generation project was successfully piloted in Dulao, Malibcong, Abra. The project started with the identification and evaluation of five potential creeks flowing near villages in the Cordillera hinterlands. All the sites showed comparative hydrologic features except for one factor that decided the project's implementation: the willingness of the people to invest by providing their labor- counterpart. On this account, only the residents of Dulao put their full trust in the implementing institutions, the main reason for the project's success. The micro-hydro power project consisted of an earthen diversion canal that conveyed part of the streamflow unto a forebay located above the powerhouse. The forebay was built of riprap and concrete, equipped with a desilting chamber, trashrack, a spillway, and an overflow canal that directed water to the ricefields downstream. A polyethylenevinyl penstock was laid underground along the slope,from the forebay to the powerhouse. The penstock assumed a Y-configuration inside the powerhouse where the two crossflow turbines were separately mounted on each arms. Two butterfly valves were positioned just before each turbine so that flow can be alternately controlled for the two machines. A tailrace drained the discharge from the turbines back to the same creek. Originally, the setup could only operate the 3kw turbine that ran the ricemill by means of a flat belt drive. Upon further hydrologic study, an 8kw crossflow turbine was installed to a drive a 7.5kva, two-pole, single phase alternator. The 8kw turbine can operate under three design flows, namely: 20,40, and 60 liters per second. The turbine-alternator setup was achieved by a pulley and belt drive arrangement. Typically, the AC generator was provided with monitoring instruments like a volt meter, frequency meter, and ampere meter. An electronic load controller (ELC) was observed to effectively protect the alternator from runaway speeds, over

Bathymetric and velocimetric surveys at highway bridges crossing the Missouri and Mississippi Rivers near St. Louis, Missouri, May 23–27, 2016

Science.gov (United States)

Huizinga, Richard J.

2017-09-26

near the pier, which may affect flow differently than for a simple skew. At structure A6500 (site 33), the wide face of the pier footing and seal course would behave as a complex foundation, for which scour is computed differently.Previous bathymetric surveys exist for all the sites examined in this study. A previous survey in October 2010 at most of the sites had similar flow conditions and similar results to the 2016 surveys. A survey during flood conditions in August 2011 at the sites on the Missouri River and in May 2009 at structures A4936 and A1850 (site 35) on the Mississippi River did not always indicate more substantial scour during flood conditions. At structure A6500 (site 33) on the Mississippi River, a previous survey in 2009 was part of a habitat assessment before construction of the bridge and provides unique insight into the effects of the construction of that bridge on the channel in this reach. Substantial scour was observed near the right pier, and the riprap blanket surrounding the left pier seems to limit scour near that pier. Multiple additional surveys have been completed at structures A4936 and A1850 (site 35) on the Mississippi River, and the results of these surveys also are presented.

Level II scour analysis for Bridge 37 (DUXBTH00120037) on Town Highway 12, crossing Ridley Brook, Duxbury, Vermont

Science.gov (United States)

Wild, Emily C.; Ivanhoff, Michael A.

1997-01-01

right wingwall during the Level I assessment. Scour countermeasures at the site include type-2 stone fill (less than 3 feet diameter) along the upstream and downstream left road embankments, and type-3 stone fill (less than 4 feet diameter) along the upstream right bank and 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.6 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 5.0 to 8.3 ft, with the worst-case occurring at the incipient-overtopping discharge. Right abutment scour ranged from 13.1 to 16.7 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, 1995, p. 47). Usually

Level II scour analysis for Bridge 17 (LYNDTH00020017) on Town Highway 2, crossing Hawkins Brook, Lyndon, Vermont

Science.gov (United States)

Wild, Emily C.; Medalie, Laura

1997-01-01

degrees.A scour hole 0.75 ft deeper than the mean thalweg depth was observed along the downstream left abutment during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) at the upstream end of the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. 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 0.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.8 to 6.6 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

Level II scour analysis for Bridge 63 (MTH0TH00120063) on Town Highway 12, crossing Russell Brook, Mount Holly, Vermont

Science.gov (United States)

Wild, Emily C.; Severance, Timothy

1998-01-01

the mean thalweg depth, and the upstream end of the left abutment was exposed 0.1 ft. The scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream end of 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.1 ft. The worst-case contraction scour occurred at the 100-year discharge. Left abutment scour ranged from 4.4 to 5.7 ft. Right abutment scour ranged from 11.3 to 12.2 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 Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not

Level II scour analysis for Bridge 28 (ROCHTH00370028) on Town Highway 37, crossing Brandon Brook, Rochester, Vermont

Science.gov (United States)

Wild, Emily C.; Weber, Matthew A.

1998-01-01

degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the upstream left wingwall and the left abutment during the Level I assessment. The only scour protection measure at the site was type-5 protection, an artificial levee, extending along the upstream right bank to the end of 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. 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 zero ft. Left abutment scour ranged from 7.1 to 9.9 ft where the worst-case scour occurred at the 500-year discharge. Right abutment scour ranged from 4.4 to 5.1 ft where the worst-case scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results.” Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths

Level II scour analysis for Bridge 46 (CHESVT00110046) on Vermont State Route 11, crossing the Middle Branch Williams River, Chester, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is 50 degrees.A scour hole 2 ft deeper than the mean thalweg depth was observed 128 feet downstream during the Level I assessment. Type-1 (less than 1 foot) stone fill protects the downstream right wingwall. Type-2 (less than 3 ft diameter) stone fill protects the upstream right wingwall, the left and right abutments, the upstream left and right road embankments. 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 for any modelled flows. Abutment scour ranged from 7.0 to 10.3 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

Temporal Chemical Data for Sediment, Water, and Biological Samples from the Lava Cap Mine Superfund Site, Nevada County, California-2006-2008

Science.gov (United States)

Foster, Andrea L.; Ona-Nguema, Georges; Tufano, Kate; White, Richard III

2010-01-01

The Lava Cap Mine is located about 6 km east of the city of Grass Valley, Nevada County, California, at an elevation of about 900 m. Gold was hosted in quartz-carbonate veins typical of the Sierran Gold Belt, but the gold grain size was smaller and the abundance of sulfide minerals higher than in typical deposits. The vein system was discovered in 1860, but production was sporadic until the 1930s when two smaller operations on the site were consolidated, a flotation mill was built, and a 100-foot deep adit was driven to facilitate drainage and removal of water from the mine workings, which extended to 366 m. Peak production at the Lava Cap occurred between 1934 and 1943, when about 90,000 tons of ore per year were processed. To facilitate removal of the gold and accessory sulfide minerals, the ore was crushed to a very fine sand or silt grain size for processing. Mining operations at Lava Cap ceased in June 1943 due to War Production Board Order L-208 and did not resume after the end of World War II. Two tailings retention structures were built at the Lava Cap Mine. The first was a log dam located about 0.4 km below the flotation mill on Little Clipper Creek, and the second, built in 1938, was a larger earth fill and rip-rap structure constructed about 2 km downstream, which formed the water body now called Lost Lake. The log dam failed during a storm that began on December 31, 1996, and continued into January 1997; an estimated 8,000-10,000 m3 of tailings were released into Little Clipper Creek during this event. Most of the fine tailings were deposited in Lost Lake, dramatically increasing its turbidity and resulting in a temporary 1-1.5 m rise in lake level due to debris blocking the dam spillway. When the blockage was cleared, the lake level quickly lowered, leaving a ?bathtub ring? of very fine tailings deposited substantially above the water line. The U.S. Environmental Protection Agency (EPA) initiated emergency action in late 1997 at the mine site to reduce

California State Waters Map Series--Offshore of Ventura, California

Science.gov (United States)

Johnson, Samuel Y.; Dartnell, Peter; Cochrane, Guy R.; Golden, Nadine E.; Phillips, Eleyne L.; Ritchie, Andrew C.; Kvitek, Rikk G.; Greene, H. Gary; Krigsman, Lisa M.; Endris, Charles A.; Seitz, Gordon G.; Gutierrez, Carlos I.; Sliter, Ray W.; Erdey, Mercedes D.; Wong, Florence L.; Yoklavich, Mary M.; Draut, Amy E.; Hart, Patrick E.; Johnson, Samuel Y.; Cochran, Susan A.

2013-01-01

, and the region is characterized by urban and agricultural development. Ventura Harbor sits just north of the mouth of the Santa Clara River, in an area formerly occupied by lagoons and marshes. The Offshore of Ventura map area lies in the eastern part of the Santa Barbara littoral cell, whose littoral drift is to the east-southeast. Drift rates of about 700,000 to 1,150,000 tons/yr have been reported at Ventura Harbor. At the east end of the littoral cell, eastward-moving sediment is trapped by Hueneme and Mugu Canyons and then transported into the deep-water Santa Monica Basin. The largest sediment source to this littoral cell (and the largest in all of southern California) is the Santa Clara River, which has an estimated annual sediment flux of 3.1 million tons. In addition, the Ventura River yields about 270,000 tons of sediment annually. Despite the large local sediment supply, coastal erosion problems are ongoing in the map area. Riprap, revetments, and seawalls variably protect the coast within and north of Ventura. The offshore part of the map area mainly consists of relatively flat, shallow continental shelf, which dips so gently (about 0.2° to 0.4°) that water depths at the 3-nautical-mile limit of California’s State Waters are just 20 to 40 m. This part of the Santa Barbara Channel is relatively well protected from large Pacific swells from the north and west by Point Conception and the Channel Islands; long-period swells affecting the area are mainly from the south-southwest. Fair-weather wave base is typically shallower than 20-m water depth, but winter storms are capable of resuspending fine-grained sediments in 30 m of water, and so shelf sediments in the map area probably are remobilized on an annual basis. The shelf is underlain by tens of meters of interbedded upper Quaternary shelf, estuarine, and fluvial sediments deposited as sea level fluctuated up and down in the last several hundred thousand years. Seafloor habitats in the broad Santa

Level II scour analysis for Bridge 28 (STRATH00020028) on Town Highway 2, crossing the West Branch Ompompanoosuc River, Strafford, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

.2 ft deeper than the mean thalweg depth was observed under the bridge along the right side of the channel during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream right bank, the upstream right wingwall, the right abutment and the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 3.2 to 4.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 4.4 to 7.5 ft. Right abutment scour ranged from 7.2 to 10.1 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

Level II scour analysis for Bridge 29 (ROYATH00920029) on Town Highway 92, crossing the First Branch White River, Royalton, Vermont

Science.gov (United States)

Wild, Emily C.; Hammond, Robert E.

1997-01-01

mean thalweg depth was observed in the upstream channel during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream left and right wingwalls, the left abutment and downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 4.1 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Left abutment scour ranged from 12.9 to 15.4 ft, where the worst-case abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 14.5 to 15.0 ft, where the worst-case abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive

Level II scour analysis for Bridge 7H (HUNTTH0001007H) on Town Highway 1, crossing Cobb Brook, Huntington, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

to the opening while the opening-skew-to-roadway is zero degrees.A scour hole 2.8 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. Protection measures at the site include type-1 stone fill (less than 12 inches diameter) at the downstream right wingwall, type-2 stone fill (less than 36 inches diameter) at the upstream right wingwall and the downstream end of the downstream left wingwall, and type-3 stone fill (less than 48 inches diameter) at 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.2 to 1.3 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge. Abutment scour ranged from 4.0 to 8.7 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 10. 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

Level II scour analysis for Bridge 36 (DUXBTH00040036) on Town Highway 4, crossing Crossett Brook, Duxbury, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James R.

1997-01-01

the computed opening-skew-to-roadway is 5 degrees.A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the upstream left wingwall and the right abutment during the Level I assessment. Scour countermeasures at the site includes type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left and right wingwalls and the upstream left and right banks and road embankments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.0 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.4 to 8.3 ft. Right abutment scour ranged from 6.0 to 7.0 ft. The worst-case left and right abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates

Level II scour analysis for Bridge 46 (LINCTH00060046) on Town Highway 6, crossing the New Haven River, Lincoln, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

approximately 25 degrees to the opening while the opening-skew-to-roadway is 5 degrees. A scour hole 2.0 ft deeper than the mean thalweg depth was observed in the downstream channel during the Level I assessment. Protection measures at the site include type-1 stone fill (less than 12 inches diameter) at the upstream left wingwall, type-2 stone fill (less than 36 inches diameter) at the downstream end of the downstream left wingwall, and type-3 stone fill (less than 48 inches diameter) at the upstream right wingwall and the downstream end of the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 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 1.7 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. Left abutment scour ranged from 12.9 to 17.8 ft. Right abutment scour ranged from 5.9 to 11.9 ft. The worst-case abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth

Level II scour analysis for Bridge 67 (MTHOTH00120067) on Town Highway 12, crossing Freeman Brook, Mount Holly, Vermont

Science.gov (United States)

Wild, Emily C.; Severance, Timothy

1998-01-01

depth was observed during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the downstream end of the downstream right wingwall; type-2 stone fill (less than 36 inches diameter) along the upstream left wingwall, the left abutment, the downstream left wingwall and the upstream left and right banks; type- 3 stone fill (less than 48 inches diameter) along the downstream left and right banks; and type-4 stone fill (less than 60 inches diameter) along 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.6 to 3.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 7.9 to 10.0 ft. Right abutment scour ranged from 12.7 to 15.2 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

Level II scour analysis for Bridge 52 (CHESTH00100052) on Town Highway 10, crossing the South branch Williams River, Chester, Vermont

Science.gov (United States)

Wild, Emily C.; Ivanoff, Michael A.

1998-01-01

mean thalweg depth was observed at the downstream end of the right abutment during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream left and right banks, the upstream end of the upstream right wingwall and the entire base length of 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.2 to 10.8 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

Level II scour analysis for Bridge 8 (NEWFTH00010008) on Town Highway 1, crossing Wardsboro Brook, Newfane, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James

1998-01-01

. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right bank, and type-2 stone fill (less than 36 inches diameter) along the upstream left bank and the upstream ends of the upstream left and right wingwalls. A stone wall extends along the downstream right bank from the end of the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.1 to 3.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 11.1 to 12.9 ft. Right abutment scour ranged from 4.3 to 4.8 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

Level II scour analysis for Bridge 32 (TUNBTH00600032) on Town Highway 60, crossing First Branch White River, Tunbridge, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

. The computed opening-skew-to-roadway is 5 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed in the upstream reach during the Level I assessment. Scour countermeasures at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream right bank. Type-2 stone fill (less than 36 inches diameter) is present along the upstream right wingwall, the left abutment and the right abutment. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the maximum free-surface discharge was determined and analyzed as another potential worst-case scour scenarios. 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 2.2 to 6.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 20.6 to 30.4 ft. Right abutment scour ranged from 9.7 to 19.5 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

Level II scour analysis for Bridge 31 (JERITH00350031) on Town Highway 35, crossing Mill Brook, Jericho, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

are laid-up stone with a concrete cap. The channel is not skewed to the opening. The roadway is skewed 10 degrees to the opening. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. Scour countermeasures at the site were type-2 stone fill (less than 36 inches diameter) at the upstream and downstream left wingwalls, the upstream and downsteam left channel banks, and the downstream left road embankment. 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). In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.4 to 1.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 9.9 to 12.4 ft. Right abutment scour ranged from 13.8 to 17.8 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

Level II scour analysis for Bridge 51 (JERITH00590051) on Town Highway 59, crossing The Creek, Jericho, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

-skew-toroadway is 5 degrees.A scour hole 3 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) at the left and right upstream road embankments. Type-2 stone fill (less than 36 inches diameter) was along the upstream right bank and along 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero ft. Left abutment scour ranged from 2.4 to 3.2 ft. Right abutment scour ranged from 4.1 to 4.5 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

Level II scour analysis for Bridge 40 (ROCKTH00140040) on Town Highway 14, crossing the Williams River, Rockingham, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1998-01-01

approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 2.1 ft deeper than the mean thalweg depth was observed towards the left side of the channel under and just downstream of the bridge during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) at the upstream end of the upstream left wingwall and type-2 stone fill (less than 36 inches diameter) along the upstream left bank and the left abutment. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero ft. Left abutment scour ranged from 13.9 to 19.2 ft. Right abutment scour ranged from 7.0 to 11.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Pier scour ranged from 18.7 to 24.7 ft and the worst case occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour

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

Science.gov (United States)

Wild, Emily C.; Flynn, Robert H.

1998-01-01

bridge during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the left abutment. Type-2 stone fill (less than 36 inches diameter) extended along the upstream left and right banks, the upstream left and right wingwalls, the downstream left wingwall, and the downstream left bank. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.4 to 8.2 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 5.8 to 15.6 ft. At the left abutment, the worst-case abutment scour occurred at the 100-year discharge, and at the right abutment the worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results.” Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were

Level II scour analysis for Bridge 34 (ROCHTH00210034) on Town Highway 21, crossing the White River, Rochester, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James

1997-01-01

degrees to the opening while the opening-skew-to-roadway is zero degrees.Channel scour, 1.5 ft deeper than the mean thalweg depth was observed along the left abutment and wingwalls during the Level I assessment. Scour countermeasures at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream left bank and the upstream and downstream left road embankments, type-2 (less than 36 inches diameter) along the upstream end of the upstream left wingwall and downstream left bank, and type-3 (less than 48 inches diameter) along the downstream end of the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled discharges was zero. Left abutment scour ranged from 6.8 to 21.2 ft. Right abutment scour ranged from 13.9 to 18.4 ft. The worst-case abutment scour occurred at the 500-year discharge at the left and right abutments. 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

Level II scour analysis for Bridge 23 (WOLCTH00130023) on Town Highway 13, crossing the Wild Branch of the Lamoille River, Wolcott, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James R.

1997-01-01

vertical, concrete abutments. The right abutment has concrete wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 3.5 ft deeper than the mean thalweg depth was observed in the channel during the Level I assessment. Scour countermeasures at the site includes type-2 stone fill (less than 3 feet diameter) along the banks, the right wingwalls, the right abutment and the road embankments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.0 to 2.1 ft. The worst-case contraction scour occurred at the 100-year discharge. Left abutment scour ranged from 9.1 to 13.2 ft. Right abutment scour ranged from 15.7 to 22.3 ft. The worst-case abutment scour occurred at the 500- year discharge for both abutments. 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. During the August 1995 flood, the Wild Branch Lamoille

Level II scour analysis for Bridge 8 (ANDOTH00010008) on Town Highway 1, crossing Andover Branch, Andover, Vermont

Science.gov (United States)

Flynn, Robert H.; Wild, Emily C.

1997-01-01

approximately 52 feet downstream of the downstream face of the bridge during the Level I assessment. Scour countermeasures at the site include type-2 stone fill (less than 36 inches diameter) along the entire base length of the left and right abutments and along the left bank from 65 ft to 89 ft upstream. Type-1 stone fill was found along the right bank from the bridge to 47 ft upstream and along the left bank from 40 ft to 65 ft upstream. 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 0.1 ft. The worst case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.0 to 8.1 ft along the left abutment and from 2.1 to 4.6 ft along the right abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative

Level II scour analysis for Bridge 41 (ANDOVT00110041) on State Route 11, crossing the Middle Branch Williams River, Andover, Vermont

Science.gov (United States)

Wild, Emily C.; Hammond, Robert E.

1997-01-01

the structure parallel to the bridge face is 42 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening while the opening-skew-toroadway is zero degrees. A scour hole 0.8 ft deeper than the mean thalweg depth was observed along the downstream end of the left abutment and downstream left wingwall during the Level I assessment. Type- 2 stone fill (less than 36 inches diameter) protects the upstream end of the upstream left wingwall, the downstream ends of the downstream left and right wingwalls and the downstream right road embankment. Type-3 stone fill protects the upstream end of the upstream right wingwall and the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 2.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 11.1 to 18.7 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

Level II scour analysis for Bridge 44 (LINCTH00330044) on Town Highway 33, crossing the New Haven River, Lincoln, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1997-01-01

scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) at the downstream end of the downstream left wingwall and along the downstream right bank, type-2 stone fill (less than 36 inches diameter) along the upstream right bank and type-3 stone fill (less than 48 inches diameter) at the upstream end of 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.0 to 1.3 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 9.4 to 12.6 ft. The worst-case abutment scour occurred at the 100-year discharge for the left abutment and at the incipient overtopping discharge for the right abutment. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated

Level II scour analysis for Bridge 13 (LINCTH00010013) on Town Highway 1, crossing Cota Brook, Lincoln, Vermont

Science.gov (United States)

Wild, Emily C.

1998-01-01

the opening-skew-to-roadway is zero degrees.A scour hole 2.0 ft deeper than the mean thalweg depth was observed along the upstream right bank during the Level I assessment. Along the right abutment, it is 0.25 ft deeper than the mean thalweg depth. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right bank and type-2 stone fill (less than 36 inches diameter) along the left and right abutments and along the downstream left bank. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.1 to 11.3 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

Level II scour analysis for Bridge 13 (SHARTH00040013) on Town Highway 4, crossing Broad Brook, Sharon, Vermont

Science.gov (United States)

Wild, Emily C.; Weber, Matthew A.

1997-01-01

the opening-skew-to-roadway is 15 degrees.A scour hole 2.0 ft deeper than the mean thalweg depth was observed along the upstream end of the right abutment. At the downstream end of the left abutment, a 1.0 foot scour hole was observed . Scour countermeasures at the site include type-2 stone fill (less than 3 feet diameter) at each road embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.7 to 1.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 5.6 to 9.4 ft. The worst case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 19.0 to 19.8 ft. The worst-case right abutment scour 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

Level II scour analysis for Bridge 32 (FERRTH00190032) on Town Highway 19, crossing the South Slang Little Otter Creek, Ferrisburgh, Vermont

Science.gov (United States)

Ivanoff, Michael A.; Wild, Emily C.

1998-01-01

is 41.8 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 3.5 ft deeper than the mean thalweg depth was observed in the upstream channel. Also a scour hole 2.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour protection measures at the site are type-1 stone fill (less than 12 inches diameter) around the left and right abutments, along the upstream and downstream road embankments, and across the entire upstream and downstream bridge face. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. 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 14.0 to 20.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.2 to 8.3 ft. The worst-case abutment scour occurred at the 500-year discharge. The predicted scour is well above the pile bottom elevations. 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

Level II scour analysis for Bridge 38 (JERITH0020038) on Town Highway 20, crossing the Lee River, Jericho, Vermont

Science.gov (United States)

Wild, Emily C.; Degnan, James R.

1997-01-01

skewed approximately 10 degrees to the opening while the computed opening-skew-toroadway is 5 degrees. A scour hole 1 ft deeper than the mean thalweg depth was observed in the center of the channel during the Level I assessment. Scour countermeasures at the site include type-1 stone fill (less than 12 inches diameter) at the downstream left road embankment. Type-2 stone fill (less than 36 inches diameter) protects the upstream left wingwall, the upstream and downstream right wingwalls and the upstream end of the right abutment. Type-3 stone fill (less than 48 inches diameter) protects the left abutment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. 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 zero. Abutment scour ranged from 4.9 to 10.7 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

Level II scour analysis for Bridge 24 (MANCUS00070024) on U.S. Route 7, crossing Lye Brook, Manchester, Vermont

Science.gov (United States)

Olson, Scott A.

1997-01-01

28, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is 55 degrees. At the time of construction, the downstream channel was relocated (written communication, Dan Landry, VTAOT, January 2, 1997). A levee on the downstream right bank was also constructed and is protected by type-4 stone-fill (less than 60 inches diameter) extending from the bridge to more than 300 feet downstream. Type-2 stone fill (less than 36 inches diameter) covers the downstream right bank from the bridge to more than 300 feet downstream. Type-2 stone-fill also extends from the bridge to 220 feet upstream on both upstream banks. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.0 to 1.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour computations for the left abutment ranged from 14.5 to 16.1 ft. with the worst-case occurring at the 100-year discharge. Abutment scour computations for the right abutment ranged from 6.9 to 10.4 ft. with

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

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1998-01-01

bridge is supported by vertical, concrete abutments with stone fill spill-through embankments and three concrete piers. The channel is skewed approximately 15 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees.A scour hole 4.5 ft deeper than the mean thalweg depth was observed along the downstream left bank during the Level I assessment. Also observed was a scour hole 1.5 ft deeper than the mean thalweg depth at the upstream end of the middle pier. The only scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) in front of the left and right abutments creating spill through slopes. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.7 to 2.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.8 to 8.4 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 11.2 to 14.0 ft. The worst-case right abutment scour occurred at the 500-year discharge. Pier scour ranged from 12.9 to 19.3 ft. The worst-case pier scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled �

Level II scour analysis for Bridge 33 (TUNBTH00450033) on Town Highway 45, crossing the First Branch White River, Tunbridge, Vermont

Science.gov (United States)

Wild, E.C.; Severance, Timothy

1997-01-01

with an upstream wingwall, and on the left by a vertical, stone abutment. The channel is skewed approximately 20 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour countermeasures at the site include type-1 stone fill (less than 12 inches diameter) along the upstream right wingwall, type-2 stone fill (less than 36 inches diameter) along the right abutment, and type-3 stone fill (less than 48 inches diameter) along the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 3.0 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 12.8 to 31.0 ft. Right abutment scour ranged from 9.8 to 19.0 ft. The worst-case left and right abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated

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

Science.gov (United States)

Wild, Emily C.; Boehmler, Erick M.

1997-01-01

opening-skewto-roadway is 5 degrees, while it is zero degrees in the historical form. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. The scour protection measure at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream right wingwall and the upstream left wingwall. Type-2 stone fill (less than 36 inches diameter) extends along the downstream end of the downstream left wingwall, the upstream right bank and the downstream left bank. The downstream right bank is protected by type-2 stone fill and a stone masonry wall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.2 to 1.8 ft. The worst-case contraction scour occurred at the 100-year and 500-year discharges. Left abutment scour ranged from 14.1 to 16.4 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 6.9 to 9.3 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to

Level II scour analysis for Bridge 35, (ANDOVT00110035) on State Route 11, crossing the Middle Branch Williams River, Andover, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1998-01-01

wingwalls. The channel is skewed approximately 45 degrees to the opening while the computed opening-skew-to-roadway is 25 degrees. A scour hole ranging from 1.5 to 1.75 ft deeper than the mean thalweg depth was observed along the upstream left wingwall, the left abutment, and the downstream left wingwall during the Level I assessment. The scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) at the right road approach upstream and downstream of the bridge and type-2 stone fill (less than 36 inches diameter) at the left road approach upstream and 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 Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.0 to 4.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 14.4 to 16.5 ft at the left abutment and from 6.3 to 8.8 ft at the right abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the

Level II scour analysis for Bridge 25 (ROCHTH00400025) on Town Highway 40, crossing Corporation Brook, Rochester, Vermont

Science.gov (United States)

Wild, Emily C.; Weber, Matthew A.

1998-01-01

.0 ft deeper than the mean thalweg depth was observed in the channel at the downstream bridge face during the Level I assessment. Additionally, it was observed that the left abutment footing was exposed 1.0 ft and the right abutment footing was exposed 2.0 ft. Scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream left and right banks and the downstream left bank. Type-2 stone fill (less than 36 inches diameter) scour protection extended along the downstream right bank and the upstream and downstream ends of the abutments. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.1 to 1.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.5 to 7.0 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 5.6 to 6.0 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results�

Level II scour analysis for Bridge 34 (WWINTH00370034) on Town Highway 37, crossing Mill Brook, West Windsor, Vermont

Science.gov (United States)

Boehmler, Erick M.; Wild, Emily C.

1998-01-01

concrete facing and laid-up stone wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour protection measures at the site included type-3 (less than 48 inches diameter) and type-4 (less than 60 inches diameter) stone fill. Type-3 stone fill was observed along the upstream right bank and along the right abutments. Type-4 stone fill was observed at the upstream end of 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. There was no contraction scour predicted for any of the modeled flows. Abutment scour at the left abutment ranged from 5.7 to 7.3 ft, while that at the right abutment ranged from 11.6 to 17.7 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

Level II scour analysis for Bridge 29 (DORSTH00100029) on Town Highway 10, crossing the Mettawee River, Dorset, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

upstream end of the right abutment, there is a scour hole 1.0 ft deeper than the mean thalweg depth. Scour counter-measures at the site include type-1 stone fill (less than 12 inches diameter) along the downstream right wingwall. Type-2 stone fill (less than 36 inches diameter) is present along the downstream left and right banks. Type-3 stone fill (less than 48 inches diameter) is present along the upstream left bank and sparsely in front of the right abutment. A concrete wall (old abutment) extends along the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.4 to 1.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 10.5 to 10.8 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 11.4 to 11.9 ft. The worst-case right abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour

Level II scour analysis for Bridge 5 (WOLCTH00150005) on Town Highway 15, crossing the Wild Branch Lamoille River, Wolcott, Vermont

Science.gov (United States)

Wild, Emily C.

1997-01-01

is 42 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening- skew-to-roadway is zero degrees.A scour hole 2.0 ft deeper than the mean thalweg depth was observed near the bridge along the left side of the channel during the Level I assessment. Scour countermeasures at the site consists of type-1 stone fill (less than 12 inches diameter) along the upstream left bank and along the left and right downstream banks, type-2 stone fill (less than 36 inches diameter) along the downstream left and right wingwalls, type-3 stone fill (less than 48 inches diameter) along the upstream left wingwall and the right abutment, and type-4 stone fill (less than 60 inches diameter) along the upstream right wingwall and the left abutment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows was zero ft. Left abutment scour ranged from 7.9 to 23.3 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 21.5 to 22.8 ft. The worst-case right abutment scour

Level II scour analysis for Bridge 15 (BOLTTH00150015) on Town Highway 15, crossing Joiner Brook, Bolton, Vermont

Science.gov (United States)

Burns, Ronda L.; Wild, Emily C.

1998-01-01

mean thalweg depth was observed at the downstream end of the right abutment and along the downstream right wingwall during the Level I assessment. A second scour hole 1.2 ft deeper than the mean thalweg depth was observed at the upstream end of the left abutment and along the upstream left wingwall. The left abutment footing is exposed in the area of the scour hole. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) at the upstream end of the upstream left wingwall and at the downstream end of the downstream right wingwall and type-2 stone fill (less than 36 inches diameter) along the downstream left bank. There is also type-3 stone fill (less than 48 inches diameter) along the upstream left and right banks. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.8 to 3.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.9 to 15.1 ft. The worst-case abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring