THE WATER SURVEY OF CANADA

Transcription

1 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No Principles of Discharge Measurement Roy J. Lane Water Survey of Canada Environment Canada Post Office Building Waggoner's Lane Fredericton, N.B. Canada E3B 2L4

2 Copyright All rights reserved. Aussi disponible en français

3 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES STREAM GAUGING THEORY STAGE-DISCHARGE RELATIONSHIP MEASUREMENT OF STAGE MEASUREMENT OF DISCHARGE DIRECT METHOD COMPUTATION OF DISCHARGE Standard Mid-section Method Depth of Velocity Observations Note Keeping PRE-MEASUREMENT PROCEDURES FIELD DATA BOOK CHECKING THE WATER LEVEL RECORDER WATER LEVEL CHECK ASSEMBLING AND TESTING METERING EQUIPMENT METERING SITE SELECTION CRITERIA FRONT (COVER) SHEET DATA STANDARDS AND SIGNIFICANT FIGURES POST-MEASUREMENT PROCEDURES COMPUTING THE WEIGHTED MEAN GAUGE HEIGHT COMPLETING THE FRONT (COVER) SHEET COMPUTING AND PLOTTING THE DISCHARGE MEASUREMENT MAKING A FIELD REPORT VISITING THE OBSERVERS ERRORS AFFECTING THE ACCURACY OF STREAMFLOW MEASUREMENTS WIDTH MEASUREMENT DEPTH MEASUREMENT MEASUREMENT OF VELOCITY CHANGES IN STAGE DURING MEASUREMENT AGREEMENT BETWEEN RECORDER AND STREAM WATER LEVEL SAFETY CONSIDERATIONS SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES

4 1.0 PURPOSE AND BACKGROUND The collection of stream discharge data is an integral and essential responsibility of all hydrometric technicians. The procedures are covered by national standards. The results of these measurements are used to develop stage discharge relationships, which in turn are used to generate data. These data are published and made available to clients. An erroneous measurement can lead to the publishing of erroneous data which can prove to be detrimental to our users and embarrassing to the Water Survey of Canada. Quality assurance procedures are now being implemented to ensure that discharge measurements meet national standards. These procedures will be explained during this course. 2

5 2.0 OBJECTIVES This lesson package has been designed to instruct the new technician in the procedures used to obtain a stream discharge measurement and to document the results of the measurement. At the end of this session, the technician will be able to : 1. Complete pre-measuring procedures such as : observing water levels servicing recorders and stilling wells doing level checks selecting the metering section. 2. Complete Hydrometric Survey Notes form R21-A(M) based on field conditions, both normal and unusual. 3. Prepare field reports of observations of unusual situations such as : floods, special maintenance, vandalism, the need for special equipment. 4. Complete discharge computations in the field to verify that accurate data have been obtained. 5. While in the field correct observations for vertical distribution of velocity and angle of flow. 6. Describe the general effect of field conditions on the accuracy of measurements, and the reliability of data. 3

6 3.0 STREAM GAUGING THEORY We will discuss the following elements of stream gauging in this section : 1. stage-discharge relationship 2. measurement of stage 3. measurement of discharge direct method 4. computation of discharge, including standard mid-section method, depth of velocity observation and note-keeping. 3.1 STAGE-DISCHARGE RELATIONSHIP Figure 1 illustrates a typical stage-discharge curve. The relationship between stream stage and discharge may be complex at a hydrometric station; it depends to a large extent on the physical characteristics of the channel (control). The relationship may change over a long period of time due to channel scour (measurements plot to the right). The changes may also be temporary due to backwater conditions produced by ice, weeds, debris or other factors. Backwater conditions would result in measurements plotting to the left of the established stage-discharge curve. The stage-discharge relationship may also vary with discharge. More than one curve may be required to define the relationship through the entire range of stage encountered at the station. 3.2 MEASUREMENT OF STAGE Figure 2 illustrates a typical river cross section with an in-bank stilling-well installation. The stilling-well is connected to the stream by at least one intake pipe. Changes in stream water level are transferred directly to the stilling-well. The float-pulley system of the automatic water-level recorder then transfers these water levels to the recorder pen. Figure 2: Typical stage-discharge curve Figure 3 depicts a typical pressure-type system used by Water Survey of Canada. Stream stage is transferred to the automatic water level recorder in the gauging shelter through a pressurized orifice line system. Figure 1: Typical stilling-well installation 4

7 3.3 MEASUREMENT OF DISCHARGE DIRECT METHOD Figure 4 illustrates that stream discharge through a river section is the product of the mean cross-sectional area, A, and the mean stream velocity, V. The measurement of cross-sectional area is done directly by sounding the river and measuring the width. Velocity is also measured directly by means of a velocity meter. The cross section is divided into about panels. The depth, width, velocity and discharge are obtained for each panel and totalled to give a total discharge for the stream. This procedure is more fully explained in the following section. Figure 3: Typical pressure-type installation 3.4 COMPUTATION OF DISCHARGE Standard Mid-section Method In the mid-section method of computing discharge measurements, the technician : i. divides the river cross section into at least 20 panels, where stream width permits ii. iii. obtains the depth, velocity and width for each panel computes the width for each panel as one half of the distance from the preceding vertical plus one half of the distance to the following vertical iv. calculates the discharge for each panel and adds the readings from all panels together to give a total discharge for the river or stream. This procedure is illustrated in Figure 5. Figure 4: Direct measurement of stream discharge Figure 5: Mid-section method 5

8 3.4.2 Depth of Velocity Observations Figure 6 depicts a vertical velocity curve. It also shows the relationship between depth and velocity along a vertical line in a given section of a stream. The actual point of observation for each measured velocity depends on the depth of the stream at the sampling vertical. In general, if the depth at the vertical is less than or equal to 0.75 m, then take the velocity observation at 0.6 of the stream depth. If the depth is greater than 0.75 m, then obtain the stream velocity at both the 0.2 m and 0.8 m depths. For flow under ice where the total depth is less than or equal to 0.75 m, take the observation at 0.5 m of the stream depth. These methods of obtaining velocity points are based on both mathematical theory and studies of actual observations from numerous vertical velocity curves Note Keeping Since meter notes can be used as legal documents, proper note keeping should reflect current surveying procedures. Information Figure 6: Vertical velocity curve must be recorded in a prescribed manner and all entries must be neat and legible. Entries must never be erased. If a number is entered in error, cross out the original entry with a single line and enter the correct number above. Water Survey of Canada uses the Hydrometric Survey Note form R21-A(M) to record the results from discharge measurements. Figure 7 illustrates a blank form and Figure 8 shows an actual example for a wading measurement before computation. Note that this example is for open-water conditions; recording of ice measurements is explained in Lesson Package No. 10.7, while more complicated conditions are explained in Lesson Packages Nos and Figure 7 Figure 8 6

9 Figure 9 illustrates the completed Hydrometric Survey Note form after manual computation of the data. Figure 9 7

10 4.0 PRE-MEASUREMENT PROCEDURES The pre-measurement procedures required for a stream discharge measurement include : 1. using the Field Data Book 2. checking the water level recorder 3. checking the water level 4. assembling and testing metering equipment 5. metering site selection criteria 6. filling out the front (cover) sheet. 4.1 FIELD DATA BOOK The field officer maintains the Field Data Book. This book contains information pertinent to the gauging station, such as a list of measurements, stagedischarge curve, stagedischarge table, station description, bench mark information and other related data. Depending on the stream conditions at a station, the Field Data Book can be used to determine whether a discharge measurement is needed or not. 4.2 CHECKING THE WATER LEVEL RECORDER Prior to obtaining the discharge measurement, check the water level recorder to verify that it is functioning correctly. (This will be discussed in detail in Lesson Package No. 5). Mark the recorder chart with the following information : 1. station name 2. date 3. time (local standard time) 4. inside gauge reading 5. outside gauge reading 6. pen reading and whether in direct or reverse drive. In addition, the field officer(s) must initial the chart. Figure 10 illustrates this procedure. 4.3 WATER LEVEL CHECK It is extremely important to check the recorded water level against the outside water level. Obtain the outside water level by levelling from a stable bench to the water level and compare it to the recorded water level. Correct or explain this difference before leaving the station. Some conditions that create differences in water level measurements include orifice plugging in manometers and intake plugging with stilling wells, tape slippage, orifice movement, and well movement. Figure 10: Recorder chart documentation 8

11 4.4 ASSEMBLING AND TESTING METERING EQUIPMENT The decision to meter is based on considering both the current water level and the stagedischarge curve in the field data book. If the water level is in a previously unmetered range, then you need a measurement. If the stagedischarge curve is subject to change during the open water period, the station should be metered on every visit. Also, any visible changes to stream conditions, such as weed growth, necessitate a measurement. If there is any doubt, take a measurement. The Field Data Book should contain information on measurement sections under varying water levels. For instance, at certain stations with a water level of under 2 metres, the stream can be waded; if the water level is above 2 metres, the cableway must be used. To avoid an unnecessary trip to the vehicle for forgotten equipment, the field officer should use a checklist. Check all the equipment prior to use, including headphones and meters to ensure that the equipment is functioning. Lesson Package No discusses this in greater detail. 4.5 METERING SITE SELECTION CRITERIA In many instances, the metering site will be predetermined, as in the case of a bridge or cableway. If a choice is possible, as in a wading measurement, consider the following criteria : 1. Select a section that is perpendicular to the general direction of the flow. Beds and banks should be straight and uniform for a distance of approximately five times the section's width upstream, and a distance of twice the width downstream. 2. Look for a uniform stream bed which is free from weed growth, large rocks and protruding obstructions, such as bridge piers. 3. In addition to the two points that define the edges of the channel, you should have a minimum of 20 to 25 observation verticals. 4. The observation verticals must be distributed in relation to depths and velocities so that any unevenness of the river bed and significant variations in velocities are well defined. Verticals should be more closely spaced where depths and velocities are greater or highly variable. Strive for about 5 percent of the total discharge in each section. 5. Once sections for medium and high water measurements have been selected, they should not be changed without reason. 6. Reference all observations of distance at metering sections to an initial point on the shore. This should be a well-defined immovable object, which in turn, is referenced to a permanent feature in the vicinity of the measuring section or gauging station. These data are often required for detailed studies long after the gauging station has been established, or possibly even discontinued. 4.6 FRONT (COVER) SHEET DATA Figure 11 illustrates the data that must be recorded on the Hydrometric Survey Notes front (cover) sheet prior to obtaining the discharge measurement. Complete this sheet immediately after taking the measurement and before leaving the hydrometric station. 9

12 10

13 5.0 STANDARDS AND SIGNIFICANT FIGURES The field data collected by Water Survey of Canada technicians must be obtained according to a set of National Standards. These standards and associated significant figures are listed in this section. Water Level : Observations : m Computations and Publications : m Level Rod Reading : m Stream Width : A sliding scale in order to have a minimum of 20 observation positions, but no closer than 0.1 m Cableway markings should be in increments of 1 m, 2 m, 5 m, 10 m and 20 m Water Depth : 0.02 m (may change with varying conditions) Water Velocity : Metres per second (m/s) to three significant figures, but not more than three decimal places Area (cross-sectional) : Square metres (m²) expressed to three significant figures, but not more than two decimal places Discharge : Cubic metres per second (m³/s) to three significant figures, but not more than three decimal places 11

14 Water Temperature : Observations : 0.1 C Time : Local standard time expressed in terms of the 24 hour clock, to the nearest minute Time Minimum for Velocity Observation : Minimum 40 seconds (preferably 50 to 70 seconds) observation time to the nearest 0.5 second 12

15 6.0 POST-MEASUREMENT PROCEDURES This section describes the following post-measurement procedures : 1. computing the weighted mean gauge height 2. completing the front (cover) sheet (form R21-A(M)) 3. computing and plotting the discharge measurement 4. making a field report 5. visiting the observer. 6.1 COMPUTING THE WEIGHTED MEAN GAUGE HEIGHT The material in this section has been extracted from Measurement and Computation of Streamflow: Volume 1. Measurement of Stage and Discharge, United States Geological Survey, (1981) Water-Supply Paper 2175 by S.E. Rantz and others, pages Note The water level should be read as soon as possible after completing the measurement. The mean gage height of a discharge measurement represents the mean stage of the stream during the measurement period. Because the mean gage height for a discharge measurement is one of the coordinates used in plotting the measurements to establish the stage-discharge relation, an accurate determination of the mean gage height is as important as an accurate measurement of the discharge. The computation of the mean gage height presents no problem when the change in stage is uniform and no greater than about 0.15 ft (0.05 m), for then the mean may be obtained by averaging the stage at the beginning and end of the measurement. However, measurements must often be made during periods when the change of stage is neither uniform nor slight. As a prerequisite for obtaining an accurate mean gage height, the clock time at the beginning and end of the measurement should be recorded on the measurement notes, and additional readings of the clock time should be recorded on the notes at intervals of 15 to 20 min during the measurement. After the measurement has been completed, the recorder chart should be read, and breaks in the slope of the gage-height graph that occurred during the measurement should be noted. The breaks in slope are useful in themselves and are also used to determine the gage height corresponding to the clock times noted during the measurement. If the station is equipped with a digital recorder, the gage-height readings punched during the measurement are to be read. At nonrecording stations the only way to obtain intermediate readings is for the stream gager to stop a few times during the measurement to read the gauge, or to have someone else do this for him. If the change in stage is greater than 0.15 ft (0.05 m) or if the change in stage has not been uniform, the mean gage height is obtained by weighting the gage height corresponding to the clock-time observations. The weighting is done by using either partial discharge or time as the weighting factor. In the past the weighting in the U.S.A. was always done on the basis of partial discharges, but recent study indicates that discharge-weighting usually tends to overestimate the mean gage height, whereas time-weighting usually tends to underestimate the mean gage height. On the basis of the present state of our knowledge, it is suggested that the mean gage height for a discharge measurement be computed by both methods, after which the two results are averaged. A description of the two methods follows. In the discharge-weighting process, the partial discharges measured between clock observations of gage height are used with the mean gage heights for the periods when the partial discharges were measured. The formula used to compute mean gage height is : 13

16 q1h1 + q2h2 + q3h qnhn (1) H = Q in which H = mean gage height (ft or m), Q = total discharge measured (ft³/s or m³/s) = q1 + q2 + q qn where q1, q2, q3,... qn = discharge (ft³/s or m³/s) measured during time interval 1, 2, 3,... n and h1, h2, h3,... hn = average gage height (ft or m) during time interval 1, 2, 3,... n. Figure 12 shows the computation of a discharge-weighted mean gage height. The graph at the bottom of Figure 12 is a reproduction of the gage-height graph during the discharge measurement. The discharges are taken from the current-meter measurement notes shown in Figure 13. The upper computation of the mean gage height in Figure 12 shows the computation using equation. The lower computation has been made by a shortcut method to eliminate the multiplication of large numbers. In that method, after the average gage height for each time interval has been computed, a base gage height, which is usually equal to the lowest average gage height, is chosen. Then, the differences between the base gage height and the average gage heights are used to weight the discharges. When the mean difference has been computed, the base gage height is added to it. Figure 12 14

17 Figure 13 15

18 In the time-weighting process, the arithmetic mean gage height for time intervals between breaks in the slope of the gage height graph are used with the duration of those time periods. The formula used to compute mean gauge height is : t1h1 + t2h2 + t3h tnhn (2) H = T in which H = mean gage height, in feet or meters T = total time for the measurement, in minutes=t1 + t2 + t3... tn, t1, t2, t3,... tn = duration of time intervals between breaks in slope of the gage-height graph, in minutes, and h1, h2, h3,... hn = average gage height, in feet or meters, during time interval 1, 2, 3,... n. Using the data from Figure 12, the computation of the time-weighted mean gage height is as follows: Average gage Time interval h x t height (h) (t) Total Mean gage height = /60 = 1.79 ft In the example used above there is little difference between the discharge-weighted mean gage height (1.77 ft) and the time-weighted mean gage height (1.79 ft). The average of the two values, 1.78 ft, is the preferred mean gage height for the discharge measurement. When extremely rapid changes in stage occur during a measurement, the weighted mean gage height is not truly applicable to the discharge measured. To reduce the range in stage during the measurement, measurements under those conditions should be made more rapidly than those made under constant or slowly changing stage. It should be realized, however, that shortcuts in the measurement procedure usually reduce the accuracy of the measured discharge. Therefore measurement procedures during rapidly changing stage must be optimized to produce a minimal combined error in measured discharge and computed mean gage height. 16

19 6.2 COMPLETING THE FRONT (COVER) SHEET Figure 14 illustrates the information that must be recorded on the Hydrometric Survey Notes front (cover) sheet after the discharge measurement has been obtained. The technician must complete the front (cover) sheet prior to leaving the station. 6.3 COMPUTING AND PLOTTING THE DISCHARGE MEASUREMENT While in the field, the technician must compute the discharge measurement on form R21-A(M) and then transfer the results to the front (cover) sheet. Plot the discharge measurement on the rating curve in the Field Data Book. If the measurement is suspect, the technician should carry out the following procedures : 1. check the computation of measurement 2. double-check the water level 3. check for visible signs of change to the control, i.e. dams, weeds, etc. If a satisfactory reason for departure from the rating curve cannot be ascertained, then the technician must take the measurement again, preferably using a different meter and stopwatch. 6.4 MAKING A FIELD REPORT The technician should take careful note of any unusual conditions at the gauging station, such as weeds or debris on the control or any other changes in the stream channel. Also note the condition and maintenance requirements of the equipment. Flood flows may require a special report, particularly if high water is causing damage to public property. These report forms will vary in each region. 6.5 VISITING THE OBSERVERS If the gauging station has a gauge attendant or observer, the technician should visit the observer regularly to : check for problems with the observer; give instructions, and; stress the importance of thorough and accurate work. Figure 14 17

20 7.0 ERRORS AFFECTING THE ACCURACY OF STREAMFLOW MEASUREMENTS The accuracy of streamflow measurements is a function of several factors : 1. width measurement 2. depth measurement 3. measurement of velocity direction of flow duration of observation time number of observation points calibration of current meters 4. changes in stage during measurement 5. agreement between recorder and stream water level. 7.1 WIDTH MEASUREMENT Under most discharge measurement conditions, measurements of the overall width and distances between verticals can be made with precision. Normally they do not contribute to overall error in a discharge measurement. However, human errors can and do arise when units of unconventional spacing are used on cableways, bridges, and other measurement structures. Another source of error occurs when spacings on structures have been changed and the old markings have not been completely eradicated. Confusion can be avoided by clearly marking the interval spacings on the measuring structure. If there is any doubt use a measuring tape to verify the changes. 7.2 DEPTH MEASUREMENT Both systematic and human errors can occur when measuring depths. Rods and counters can be misread. When wading, the base of the wading rod can sink into the soft stream bed, thus causing oversounding. Soundings under ice conditions can be particularly difficult. Errors associated with various types of discharge measurements will be elaborated on in other lesson packages. As a general rule, the overall effect of sounding errors on a discharge measurement is greatest for streams with shallow depths and least for deep streams. Figure 15 illustrates a type of systematic error that may occur when deep, fast streams are sounded using a reel and weight. Correction tables for the above condition are discussed in Lesson Package No MEASUREMENT OF VELOCITY Errors may occur in the measurement of stream velocity as a result of oblique angles of flow. This is illustrated in Figure 16. If this angle is not accounted for, errors in velocity will be introduced because the meter will measure V and not Vn. Figure15: Wet and dry line correction 18

21 Allow the movement of the current meter to stabilize before commencing a velocity measurement. Measure the velocity over a period of at least 40 seconds (preferably seconds). National Standards require at least 20 verticals. Insufficient or poorly-spaced verticals can lead to errors. Panels with 10 percent or more of the total flow indicate that insufficient or poorly-spaced verticals were chosen. Figure 16 :Correction for oblique angle of flow Note These two criteria may not be possible for very narrow streams where the verticals would be less than 0.15 m apart. In this case, to obtain a greater number of sampling points, use a Pygmy meter rather than the customary Price No. 622 meter. The small bucket wheel also responds better to low velocities. Undetected damage to the velocity meter will result in under-registering of velocities. In general, the lower the velocities, the greater the error. Lesson Package No provides a more detailed examination of this topic. 7.4 CHANGES IN STAGE DURING MEASUREMENT Large changes in stage during the discharge measurement can cause uncertainty in the selection of a weighted mean-gauge height. This can render the measurement useless. During these conditions the technician must work quickly and efficiently to minimize the effects of stage change. 7.5 AGREEMENT BETWEEN RECORDER AND STREAM WATER LEVEL Uncertain water levels have contributed to many poor quality discharge measurements. Therefore, the technician must determine the correct water level before leaving the station. 19

22 8.0 SAFETY CONSIDERATIONS When working over, on or in rivers, the technician should be aware of the following hazards : high stream velocities, debris, ice, and road traffic. Poor judgment or improper operational procedures can cause injury or death. To minimize personal accidents and the damage or loss of expensive surveying equipment, the technician must be well trained and safety conscious. The appropriate safety equipment should be available at all times. This includes : 1. approved personal flotation devices, 2. protective clothing, 3. wire cutters, and 4. survey signs. Lesson Packages 10.2 to 10.7 describe the hazards, safety precautions and safety equipment required for every type of discharge measurement. 20

23 9.0 SUMMARY This lesson package has presented an overview on the theory of discharge measurements; future lesson packages will describe in more detail the various methods of obtaining discharge measurements. Based on the information presented in this lesson package, the technician will now be able to perform the basic pre-measurement procedures and complete Hydrometric Survey Notes form R21-A(M) based on discharge computations in the field. The technician will also be able to prepare basic field reports, and describe the factors that affect the accuracy and reliability of streamflow measurements. Practical situations raised in future lesson packages will provide technicians with an opportunity to apply their knowledge of discharge theory. 21

24 10.0 MANUALS AND REFERENCES 10.1 FIELD MANUALS Terzi, R.A. (1981), Hydrometric Field Manual Measurement of Streamflow, Environment Canada, Inland Waters Directorate, Water Resources Branch, Ottawa, 37 pp REFERENCES United States Geological Survey (1981), Measurement and Computation of Streamflow: Volume 1, Measurement of Stage and Discharge, Water-Supply Paper 2175, Washington, D.C., 284 pp. 22

25 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No Discharge Measurements (Equipment and Procedures) Current Meters Roy J. Lane Water Survey of Canada Environment Canada Post Office Building Waggoner's Lane Fredericton, N.B. Canada E3B 2L4

26 Copyright All rights reserved. Aussi disponible en français

27 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES INTRODUCTION VERTICAL AXIS METERS CONSTRUCTION AND FEATURES Price No. 622 Type AA WSC Winter Meter Pygmy Current Meter CARE AND MAINTENANCE Importance of Cleaning Disassembly Assembly Pivot Adjustment Inspection Transportation Recommended Maintenance Procedure HORIZONTAL AXIS METERS CONSTRUCTION AND FEATURES OF THE OTT METER CARE AND MAINTENANCE OF THE OTT METER Disassembly, Cleaning, Oiling and Assembly Sensor Installation CURRENT METER CALIBRATION RELATED EQUIPMENT STOPWATCHES SUSPENSION EQUIPMENT SOURCES OF ERRORS FFECTS OF HORIZONTAL ALIGNMENT EFFECTS OF VERTICAL ALIGNMENT EFFECTS OF SLUSH ICE IN THE CUPS EFFECTS OF TRANSVERSE VELOCITY GRADIENTS DEVELOPMENTS TO WATCH FOR SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES iii

28 1.0 PURPOSE AND BACKGROUND The purpose of this lesson package is to teach participants about current meters, especially the care, maintenance and testing of the current meter. The Price No. 622 Type AA is the principal instrument used by the Water Survey of Canada to determine river discharge. This meter has been in use for 80 years. It has a record of dependability and durability. The meter must be treated with the care and respect given to any scientific instrument. Without such care, defects in the components of the meter can cause erroneous measurements, which can lead to the recording and publishing of inaccurate data. 1

29 2.0 OBJECTIVES On completion of this lesson package, the technician will be able to : Care for and use the following current meters : horizontal axis vertical axis electronic Price No. 622 type AA Pygmy WSC winter. Describe how the calibration is derived for each type of meter. Describe the procedure for dealing with damaged current meters in the field report ( standard rating/ as received rating). Describe the procedure for arranging repairs to current meters. Describe the procedure for applying new rating to data received with a damaged meter. Use and maintain the following related equipment : stopwatch headset electrical circuit conductor cables adaptors and connectors meter rods and reels. Describe the errors to which the measuring process is susceptible and explain how to minimize them. 2

30 3.0 INTRODUCTION Two common types of current meters are used by Water Survey of Canada: vertical axis meter, and the horizontal axis meter. With either meter, the rate of rotation of the rotor or propeller is used to determine the velocity of the water at the point where the current meter is placed. Before the current meter is placed in service, the relationship between the rate of rotation and the velocity of the water is established in a towing tank. The rating procedure will be explained later in this lesson. In its streamflow measurement program, the Water Survey uses the Price current meter almost exclusively. However, there are some special applications. For example, the Moving Boat measurement procedure uses the horizontal meter. 3

31 4.0 VERTICAL AXIS METERS There are three types of vertical axis meters in general use by Water Survey of Canada. These include the Price No. 622 Type AA meter, the WSC winter meter, and the Pygmy current meter. This section describes these meters. 4.1 CONSTRUCTION AND FEATURES Price No. 622 Type AA The key feature of the Price meter (Figure 1) is the location of both the upper and lower bearing surfaces in fairly deep, inverted cavities. These cavities trap air when the meter is placed in water. This effectively excludes water and silt from the bearing surfaces, which eliminates undue wear and a resulting change in the meter rating. Extensive research and experimentation has shown this meter to be rugged, reliable and well suited to the wide variety of field conditions. In addition, only one bucket wheel assembly is required for the entire range of velocities encountered during normal stream gauging operations. Providing that it is properly maintained, the meter responds accurately to velocities that range from 2.0 to 300 cm per second. The main components of the current meter are the pivot and rotor, the contact chamber, and the yoke and tail assembly. The rotor has six cone-shaped elements and is 125 mm in Figure 1: Price 622 AA Current Meter diameter. The letter T stamped on the inner portion of the frame indicates the top side of the bucket wheel. When in use, the rotor rotates in a counterclockwise direction. The contact chamber is fitted with a bearing, a penta gear and two insulated binding posts. The posts each have a fine contact wire. One wire makes contact during each and every revolution of the bucket wheel; the other makes contact with the penta gear and indicates every fifth revolution of the bucket wheel. The top of the rotor shaft is rounded to provide a smooth surface where it comes in contact with the bottom of the chamber cap. Immediately below the rounded end, an eccentric is cut in the shaft. This is the means by which the shaft makes contact with the upper contact wire once during each revolution of the rotor. The next section of the shaft fits into the contact chamber bearing lug. A short section of acme thread is cut into the shaft below the bearing section. This meshes smoothly with the penta gear fitted in the bottom of the contact chamber. The penta gear has two tabs, each of which brushes the lower contact wire once during every five revolutions of the rotor. An accessory for the Price current meter is the magnetic switch contact chamber. It produces a clean signal for triggering an automatic electric pulse counter. A 13 mm long permanent magnet is embedded in the top portion of the rotor shaft. This shaft fits into the centre of a special contact chamber. A magnetic reed switch, which is accessible from the top of the assembly, is located in a chamber adjacent to the rotor chamber. The binding post and the insulating bushing seal this chamber. During each revolution of the rotor shaft, the magnet passes the chamber and closes the reed switch for a moment. 4

32 4.1.2 WSC Winter Meter Except for the yoke design, this current meter is identical to the Price No. 622 Type AA meter. Its design allows the meter to move easily through holes drilled in the ice for winter discharge measurements. The distance from the front of the bucket wheel to the back of the yoke is 151 mm. Therefore, the meter requires a minimum 200 mm diameter hole through the ice. The technician makes this hole with the standard ice auger cutter head. The meter is used primarily with the winter rod set. The threaded boss on the upper limb of the yoke permits it to be attached to the bottom rod of the set Pygmy Current Meter The Pygmy meter is approximately two-fifths the size of the Price No. 622 Type AA meter. It is designed for measuring shallow streams where depths are insufficient to obtain accurate velocity observations with the larger Price meter. As with all other current meters, individual calibrations are maintained for the Pygmy meters. The major difference is that the Pygmy meters are towed at lower velocities, from 2.5 to 140 cm/s. The two meters differ in other significant ways. The Pygmy meter contact chamber and yoke are one unit. The chamber has only one contact wire that signals each revolution of the bucket wheel shaft. The meter is meant to be mounted on a wading rod. Since it is used in very shallow depths, it has no tailpiece nor can it be suspended from a cable. The bucket wheel is only 50.8 mm in diameter. It revolves 2¼ times faster than the larger Price meter. Unless an automatic pulse counting device is used, the rapidly revolving bucket wheel limits the meter to measuring velocities that are 1 m/s or less. When not using the meter, the technician must always fit it with the brass pivot. The bucket wheel is not equipped with a raising nut, and the pivot and bearing can be damaged if the steel pivot is not removed when the meter is not being used. 4.2 CARE AND MAINTENANCE Importance of Cleaning The efficiency and life of a current meter depend largely on the thoroughness with which the operator cleans and lubricates various parts of the instrument. Using a little oil in the contact chamber, and applying it to the pivot is not enough to keep the Price meter in top condition. In fact, if water is already trapped in the head, and in the pivot bearing on the underside of the bucket wheel, oil squirted onto the wet parts will keep the water in contact with the finely machined surfaces and will carry grit and silt to the bearings. This causes wear and corrosion. Cleaning and lubricating the Price type current meters is a simple matter. It takes only a few minutes and should not be postponed or neglected. When you are cleaning and oiling, carefully examine all parts to ensure that they are working. Normally, clean and lubricate at the end of each day. However, if the meter has been used in a stream that is heavily laden with suspended sediment, clean the meter immediately after the measurement. This helps to prevent abrasive particles from causing premature and unnecessary wear to the bearing surfaces. Like any other good quality precision instrument, the reliability of the Price meter depends upon the care and maintenance that it receives. 5

33 4.2.2 Disassembly When cleaning a meter, you must remove the contact chamber and pivot from the yoke. This permits the rotor to be tipped clear of the lower limb. Now, with relative ease, you can clean and examine the tungsten carbide pivot bearing. At the same time clean and oil the pivot. Take particular care to inspect the point on the pivot for signs of wear or roughness. Thoroughly clean the bucket wheel shaft, making certain that fine particles of grit have not lodged in the acme threads. Carefully clean the penta gear teeth and the shaft bearing which are located in the contact chamber. Then lubricate all parts with a good quality instrument oil Assembly During the reassembly of the meter, take particular care to properly align all parts. You must fully seat the contact chamber in the upper limb of the yoke. Before tightening the set screw, position the shaft bearing in the chamber directly over the axis of the yoke. Tighten the set screw, then replace and tighten the contact chamber cap. Next, invert the meter and insert the pivot through the hole in the lower limb of the yoke. The tapered flat surface on the pivot must face the set screw in the yoke. Tighten the set screw Pivot Adjustment When the meter is completely assembled and correctly adjusted there should be inch (0.20 mm) end play between the pivot and the pivot bearing. To adjust the pivot correctly, complete the following steps. First loosen the set screw in the pivot nut and then loosen the set screw in the lower limb of the yoke. With the meter inverted, back off the pivot adjusting nut and insert the pivot so that there is no end play in the assembly. Now, tighten the pivot nut until it rests against the lower limb of the yoke. Turn the pivot nut an additional one-quarter turn and lock it in position with the small set screw. Tighten the set screw in the yoke. The adjustment is completed Inspection Improper handling and debris striking the meter during measurements are the most common causes of damage to a current meter. When the meter is not in use, the rotor must be kept raised on the raising nut to prevent accidental damage to either the point of the pivot or the pivot bearing. To use the raising nut correctly, hold the bucket wheel stationary and turn the raising nut until snug. Any undue force can cause a bent shaft or, if enough pressure is exerted, a sprung yoke. For example, do nothold the raising nut and turn the bucket wheel. Do not attempt to remove or replace the contact chamber cap when the bucket wheel hub assembly is in the raised position. This would bend the upper section of the shaft. An accidental blow received during a discharge measurement can also bend the shaft, the bucket wheel frame, or both parts. To check the current meter for a bent shaft, damaged pivot or rotor, rotate the rotor slowly. Observe the wheel frame for trueness. At the same time, inspect the shaft for alignment. The rotating bucket wheel should come to a very gradual stop. An abrupt stop indicates that the bearings or pivot point are in poor condition or that the penta gear is binding Transportation When not in use, the current meter must be properly stored to prevent any damage. When transporting the meter from station to station, never leave it on a wading rod, ice rod, or other suspension equipment. Raise the rotor off the pivot and store the meter in a proper container. 6

34 4.2.7 Recommended Maintenance Procedure Use this simple, efficient procedure to clean and maintain your instrument in good working order. 1. Unscrew and remove the headcap. Wipe dry and clean the lower face. 2. Slacken the setscrew in the lower limb of the yoke and remove the pivot. 3. As soon as possible, clean the current meter in clear water, blow out any water trapped in the head and the bearing chamber, and, if possible, allow the meter to dry overnight. Never place a wet current meter in its carrying case. 4. Lubricate the current meter at the start of each day. Lubricate the pivot and the pivot bearing and the upper bearing in the head. Do not over lubricate, as oil tends to jell in cold water. Use light, noncorrosive oil. For example, use Rislone motor oil which is easy to obtain. It is very satisfactory and highly recommended. 5. The pivot and pivot bearing of the meter must be protected to ensure proper results when using the instrument. When transporting the instrument, use the knurled nut beneath the bucket wheel to raise the wheel, which then provides clearance between the pivot and pivot bearing. The knurled nut has a lefthand thread. Rotate the nut in the direction in which the bucket wheel would rotate in use in water. Continue turning until you feel resistance, and the bucket wheel no longer rotates freely. The upper end of the shaft to which the bucket wheel is mounted now bears against the under side of the head cap, and a separation exists between pivot and pivot bearing. When preparing to use the meter, reverse the above to bring the pivot and pivot bearing into contact again. 6. If a current meter gets damaged during use and you do not trust the results obtained with it, have the meter re-calibrated in its DAMAGED condition so that you can correct the field results. 7

35 5.0 HORIZONTAL AXIS METERS This section describes the features of the Ott current meter, used in the Moving Boat Method of determining river discharge. The following topics will be discussed : Construction and Features of the Ott Meter Care and Maintenance of the Ott Meter (as modified for use with the moving boat technique) Disassembly, cleaning, oiling and assembly Sensor installation. 5.1 CONSTRUCTION AND FEATURES OF THE OTT METER Aside from special applications such as in the Moving Boat discharge measurement technique, Water Survey of Canada seldom uses the propeller type current meter. Some disadvantages encountered with this type of meter are : the effects of slight damage to the rotor can seriously alter the rating and the damage cannot be repaired in the field; the horizontal bearings are extremely difficult to keep free from silt, which causes changes in friction and a resulting change in the rating of the meter; more than one rotor is necessary to sample the range of velocities encountered during one discharge measurement. For example, to accurately sense low velocities, the field officer needs a light rotor with vanes that are at an abrupt angle to the current. However, to prevent the rotor from revolving too quickly at high velocities, you need a rotor with vanes at a lesser angle. Advantages of this type of meter are : You can select a rotor that is not sensitive to turbulence or vertical movements from a boat or a cableway; Component propellers are available that will automatically register the component velocity along the axis of the meter for currents that are oblique to it. 5.2 CARE AND MAINTENANCE OF THE OTT METER Disassembly, Cleaning, Oiling and Assembly Use the following method to dismantle, oil and assemble the Ott meter : 1. Unscrew the propeller from the current meter body. When the propeller is completely free from the threads, carefully slide the propeller off the bearing assembly. 2. Inspect the hub of the propeller and clean out any dirt or water that may be present in the oil cup and sleeve. 3. Inspect the bearing assembly and shaft for dirt. Clean if necessary. 4. Fill the oil cup within the propeller to the top with Ott propeller oil. 8

36 5. Hold the meter body vertically with the bearing assembly facing down. Now carefully slide the propeller onto the bearing assembly until the threads are engaged. Tighten the propeller to the bearing assembly by hand. 6. Spin the propeller. Watch and listen for any irregularities that may retard the movement of the propeller. Grit in the bearings or a bent shaft can cause measurement errors. If the meter is suspect, disassemble it, replace any damaged parts and recalibrate the meter. (It is advisable to carry two current meters in case one becomes inoperative). If using a damaged meter because of lack of a replacement, recalibrate it in as is condition and correct the measurement. 7. When you complete the last measurement for the day, remove the meter from the vane, unscrew the probe, empty the oil, wipe all parts clean, and store the meter in the meter box Sensor Installation Adjust the magnetic sensor carefully to prevent damage to the sensor tip. The procedure is : 1. Screw the sensor into the threaded opening on the meter body until slight contact is made with the top of a gear tooth. 2. Back the sensor off one-half turn to provide minimum clearance with the tooth. Secure the lock nut gently, and slowly rotate the propeller. Be very careful. If the sensor tip has been positioned too close to the gear teeth, turning the propeller will damage the sensor. 3. If the sensor clears the gear teeth and the propeller spins freely, plug the cable from the sensor into the measurement processor. Check for output on the LCD display. If no output appears, or if the output is erratic when the meter is rotated at a moderate speed, repeat the sensor adjustment procedure. Carefully turning the propeller will reveal any grit in the ball bearing races. 4. When the proper sensor adjustment has been made, carefully tighten the lock nut. Apply slight pressure to the lock nut, as the threads on the sensor are thin and easily broken. 9

37 6.0 CURRENT METER CALIBRATION The following description of calibration facilities and procedures is taken from a pamphlet entitled Current Meter Calibration. Calibration of a current meter is carried out by moving the meter at a constant velocity by means of a towing carriage through a tank containing still liquid. Velocities are varied to obtain sufficient points to accurately define the calibration. The towing tank, located in the Canada Centre for Inland Waters in Burlington, is constructed of reinforced concrete, is founded on piles, and is 122 m long and 5 m wide. The full depth of the tank is 3 m. At one end of the tank is an overflow weir. Waves arising from towed current meters and their suspensions are washed over the crest, reducing wave reflections. The carriage travels on precision-ground steel rails mounted on top of the tank walls on horizontally adjustable bearing plates. The carriage is 3 m long and 5 m wide. It weighs 6 tons and travels on four precision machined steel wheels. The carriage is operated in three overlapping speed ranges : 0.5 cm/s 6.0 cm/s 5.0 cm/s 60 cm/s 50 cm/s 600 cm/s In all speed ranges the constant speed is well within a tolerance of ±1% of the mean. Under electronic control a speed is set. The carriage accelerates to this speed and continues until it is automatically stopped. A measuring wheel is mounted on the frame of the carriage and travels on one of the towing tank rails. The carriage velocity data are obtained with an electronic counter which measures the average period of the pulses emitted from the measuring wheel within a fixed measurement time, 0.2 seconds. Time is measured with a quartz crystal clock. For contact closure meters, the pulses generated by the meter rotor are transmitted to a data acquisition module in the control room. Four channels are provided, since four meters may be calibrated simultaneously. For other types of current meters, pulses are measured on the carriage with direct readout attachments, oscilloscopes or strip chart recorders. A permanent record of velocity and distance is provided by a digital printout in the control room. This is commonly known as a calibration table. 10

38 The formula is in the form : velocity in metres/s = a x (revolutions/s) + b where «a» and «b» are constants determined by the calibration process for a particular current meter. To use the formula, the number of revolutions measured over a given time is divided by that time to determine revolutions/s. This figure is then substituted into the formula and the velocity determined in meters/s. Several examples will be worked out at this time to demonstrate the procedure. The policy of the Water Survey of Canada is to ensure that meters are rated at least every three years. However, if the meter calibration is suspect due to pivot wear or damage, the meter should be returned immediately for repairs and recalibration. If a meter has been used whose present calibration is suspect, it can be returned to Burlington for an as is rating. This means the meter will be calibrated upon receipt before any repairs or adjustments are made. Measurements made using the defective meter can thus be salvaged. Figures 2 to 7 portray various operations of the facility at Burlington. Figure 2 Figure 3 Figure 5 Figure 4 11

39 Figure 6 Figure 7 12

40 7.0 RELATED EQUIPMENT This section describes troubleshooting procedures and the care and maintenance of the following equipment : Stopwatches, conventional and digital Meter suspension equipment including : 7.1 STOPWATCHES reels, wading rods, conductor cables, connectors, and headphones. Both conventional and digital stopwatches are used by Water Survey of Canada to determine velocities. During a discharge measurement, large errors can result from the use of faulty conventional watches. Periodically check the conventional stopwatches to ensure accuracy and correct operation. Clean them once a year. Digital stopwatches are generally more accurate than conventional types. However, during sub-zero weather they are subject to loss of display and other malfunctions. To guard against failure, carry two stopwatches. In emergencies, you can also use wristwatches, equipped with sweep second hands or digital second readout. 7.2 SUSPENSION EQUIPMENT Regardless of the suspension method used, the electrical circuit involved in a current meter is a simple series circuit. The circuit includes a battery, a switch (located in the current meter), and a resistance (headphone or beeper) (Figure 8). The following conditions can cause circuit failure : a. Low or dead battery If the voltage is too low to activate the headphones, the resulting signal will be weak or non-existent. Install a new battery. b. Problem with the switch in the current meter The fine wire contact in the head of the meter must be carefully adjusted. If it does not make contact with the shaft or tabs on the penta gear during rotation, the circuit is open and no signal occurs. If the wires are too close to Figure 8: Electrical circuit for counting revolutions the contacts so that they are making continuous contact during the meter cup revolution, the circuit is shorted. Noise on the headphones will be continuous and counting will be impossible. Careful adjustment of the contact wires in the head of the meter remedies both these situations. c. A break in the circuit (open circuit) A complete or sporadic loss of signal can be caused by a broken core wire in the suspension cable in or near the cable connector, by poor brush-to-armature contact with reels, by a broken wire on the headphone set or by poor battery connections. 13

41 d. A short in the circuit (short circuit) This condition is often caused by a crushed or kinked suspension cable, in which the insulated core comes in contact with the outer shielding. There may be continuous noise on the headphone or no noise if the short is severe. When the circuit is shorted, the battery will die very quickly. While most of the above problems can be prevented by proper handling or storage and maintenance of metering equipment, a simple multimeter is very useful in isolating short or open circuits. After every measurement, dismantle equipment and store it in proper containers. Before leaving on a field trip, check all equipment to avoid delays and possibly missing valuable measurements. Check suspension cables for frays and kinks and replace them if necessary. Check batteries and always carry spares. This is especially important for trips to remote areas. It is also a good policy to carry : two sets of headphones, two sounding reels, two stop watches, and two current meters. 14

42 8.0 SOURCES OF ERRORS The following conditions may affect the accuracy of the Price 622 AA meter : 1. Meter not aligned horizontally 2. Meter not aligned vertically 3. Effects of slush ice in cups 4. Effects of transverse velocity gradients. 8.1 FFECTS OF HORIZONTAL ALIGNMENT Figure 9 illustrates the Price current meter at a horizontal angle to the direction of flow. The Price meter should not be allowed to deviate from true alignment with the flow by more than 10 degrees to the left and 15 degrees to the right. This ensures that errors will not exceed one percent. 8.2 EFFECTS OF VERTICAL ALIGNMENT Figure 10 illustrates the Price meter out of vertical alignment with the direction of flow. In order to keep errors below one percent, the Price meter should not be allowed to deviate by more than 2.5 degrees from true alignment above and below the horizontal plane. The meter will always under-register when not properly aligned. Figure 9: Horizontal alignment of the Price meter Figure 10(a): Vertical alignment of the Price meter Figure 10(b): Vertical alignment of the Price meter 15

43 8.3 EFFECTS OF SLUSH ICE IN THE CUPS Tests indicate that slush ice can affect the response of a current meter. Level full cups suffer a reduction in the rate of rotation of the rotor if they get clogged with slush ice. This is indicated in Figure 11. Figure 11(a): Effects of slush ice on the Price meter Figure 11(b): Effects of slush ice on the Price meter 16

44 8.4 EFFECTS OF TRANSVERSE VELOCITY GRADIENTS Figure 12 illustrates the concept of the transverse velocity gradient across the meter rotor. This condition can arise when the meter is placed near a pier or rock. When the gradient is positive, the Price meter over-registers; when the gradient is negative, the meter under-registers. In general, the effect of transverse velocity gradients is greatest at low velocities and becomes less as velocities increase. Figure 12: Velocity distribution across the Price meter 8.5 DEVELOPMENTS TO WATCH FOR Solid cups are now being developed for the Price meter to make the meter more responsive to low velocities, and to reduce the problems of slush-filled or iced rotors. Universal ratings for the Price meter may also be available in the near future. Individual meter calibration may no longer be required. An electronic field notebook is in the development stage. This will speed up measurement computation. Using a small computer during the measurement, the technician will enter data concerning chainage, depth and velocity. 17

45 9.0 SUMMARY This lesson package has described the components and application of each type of current meter used by the Water Survey of Canada. The meter calibration process has been explained, including both the standard rating procedure and the as received rating. Care and maintenance of these meters and related equipment have been emphasized throughout this lesson package. The factors that influence the reliability of velocity measurement have also been described, and procedures to minimize these sources of error have been emphasized. In conclusion, note the following points : 1. Test the Price meter to ensure it is functioning properly before measuring a stream. 2. Store the meter and related equipment properly after taking a measurement. 3. Maintain the meter and related equipment in good operating condition. 4. Note the limitations of the Price AA meter and when the Pygmy meter should be used. 18

46 10.0 MANUALS AND REFERENCES 10.1 FIELD MANUALS Terzi, R.A. (1981), Hydrometric Field Manual Measurement of Streamflow, Environment Canada, Inland Waters Directorate, Water Resources Branch, Ottawa, 37 pp. Fast, E.J. (1978), Hydrometric Field Manual, Flow Measurement Method Automated Moving Boat Measurement System, Environment Canada, Inland Waters Directorate, Water Resources Branch, Ottawa REFERENCES Engel, P. and C. DeZeeuw (1978), The Effect of Transverse Velocity Gradients on the Performance of the Price Current Meter, Hydraulics Division, National Water Research Institute, Canada Centre for Inland Waters, Burlington. (This research was completed under the direction of Water Survey of Canada personnel.) Engel, P. and C. DeZeeuw (1979), The Effect of Vertical Alignment on the Performance of the Price 622 AA Current Meter, Hydraulics Division, National Water Research Institute, Canada Centre for Inland Waters, Burlington. (This research was completed under the direction of Water Survey of Canada personnel.) United States Geological Survey (1981), Water-Supply Paper 2175, Measurement and Computation of Streamflow: Volume 1, Measurement of Stage and Discharge, Washington, D.C., 284 pp. 19

47 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No Discharge Measurements (Equipment and Procedures) Measurements By Wading Roy J. Lane Water Survey of Canada Environment Canada Post Office Building Waggoner's Lane Fredericton, N.B. Canada E3B 2L4

48 Copyright All rights reserved. Aussi disponible en français

49 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES STANDARD MID-SECTION METHOD PRE-MEASUREMENT PROCEDURES GAUGE CHECK ASSESSING RIVER CONDITIONS MEASUREMENT BY WADING METER SELECTION HOW TO ASSEMBLE AND TEST EQUIPMENT SAFETY FACTORS HOW TO SELECT SECTION AND PLACE THE TAGLINE OBSERVATION POINTS HOW TO OPERATE THE WADING ROD BODY POSITION SOUNDING PROCEDURES VELOCITY OBSERVATION MEASUREMENT OF HORIZONTAL ANGLE OF FLOW HOW TO KEEP PROPER NOTES POST-MEASUREMENT PROCEDURES GAUGE CHECK AND OBTAINING THE MEAN GAUGE HEIGHT HOW TO COMPUTE MEASUREMENTS HOW TO PLOT MEASUREMENTS CARE AND STORAGE OF EQUIPMENT FIELD TRIP SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES iii

50 1.0 PURPOSE AND BACKGROUND Lesson Packages 10.1 and 10.2 emphasize the theory of stream gauging and the care and operation of metering equipment. This lesson package stresses the application of these concepts and procedures. Unlike bridge and cableway measurements, the wading measurement allows for greater control over the discharge measurement procedure because the technician has a choice in determining the location of the section. The quality of a given section may vary with gauge height, and it is important that the technician choose the best site available to ensure optimum results. As discharges decrease, the site selection becomes increasingly critical. Errors due to damaged or worn pivots also increase with reduced velocities. As always, it is important that equipment be well maintained. Safety is very important. The technician must wear an approved personal flotation device and must be aware of dangers such as slippery rocks or floating debris. Most technicians will take more wading measurements than any other type of measurement. Therefore, good operating procedures and proper technique are of utmost importance. 1

51 2.0 OBJECTIVES On completion of this lesson package, the technician will be able to describe the types of equipment required to get current meter discharge measurements by wading or from a footbridge, including current meters, wading rods, waders, taglines, etc. The technician will also be able to describe procedures for assembling equipment and preparing a checklist. The technician will be able to assemble and maintain the equipment. The technician will be able to describe procedures for obtaining readings safely and accurately. This includes selection of the metering section, tagline stringing, distribution of intervals, sounding techniques, body position, and angle of flow. The technician will be able to complete meter notes, manually compute discharges, determine the mean gauge height for the measurement, and complete front (cover) sheets. 2

52 3.0 STANDARD MID-SECTION METHOD The standard mid-section method of computing stream discharge is illustrated in Figure 1. Divide the cross section of the stream into at least 20 panels (where width permits). Obtain the depth, velocity and width for each panel. For each panel width, calculate one-half the distance from the preceding vertical plus one-half the distance to the following vertical. Calculate the discharge for each panel and then add them together to give a total discharge for the river or stream. Figure 1: Mid-section method Note that Lesson Package 10.1 explains this procedure in detail. 3

53 4.0 PRE-MEASUREMENT PROCEDURES 4.1 GAUGE CHECK Before proceeding with a discharge measurement, observe and record the gauge reading and time. This is particularly important where the station is equipped with only a manual gauge. An accurate determination of the mean gauge height is essential for plotting the results of the discharge measurement. If there appears to be a change in stage while the measurement is in progress, it will be necessary to obtain additional water level readings during the progress of the measurement. Where a gauging station is equipped with a water level recorder, the stage record has been accumulating since the time of the previous visit. Before beginning the measurement, remove the stage record from the recorder. Where the station has a stilling well, the technician must flush the intakes; if the station is equipped with a servomanometer, you may need to make adjustments. Before proceeding with the discharge measurement, wind the clock drive mechanism of the recorder and set the pen to the correct time and gauge height. When the measurement has been completed, obtain another gauge reading. Then check the recorder drive system to see that it is operating properly and that the pen is tracking correctly. By this time, the recorder will have been operating for approximately one hour, and any error in setting the pen should be readily apparent. This is also the time to check the recorder drive system. Make certain that the clock weight spring has not caught on the shelf or that the ratchet and pawl of a negator spring-driven recorder is not engaged. Where an automatic recording installation is equipped with a manometer, the technician must complete the following additional steps before leaving the site : 1. Observe both the pressure in the cylinder and the reduced pressure being supplied to the manometer. Record the information on the log sheet or on the measurement note form as required. 2. Make certain that the appropriate valves to the manometer are either fully open or fully closed. 3. Check the voltage of batteries under load conditions. 4. Make sure that the delay switch on the servo-control unit is in the correct position. (This is normally the maximum position.) 5. Replace the cover of the recorder, being careful not to pinch any of the tubing in the process. It is extremely important to service the recorder and manometer in this order. The time you take to check the operation of the recorder and other instruments before you leave the gauging station is well spent, because it will significantly reduce the amount of lost record. In summary, 1. Read all gauges or obtain a water level by instrument. Note and record any difference (pen setting, gauge height or water level). 2. Flush the stilling well intakes and make certain they are in no way obstructed. Note and record any difference that may have occurred after flushing. 3. Service the recorder. 4

54 4. Make any adjustments to the servo-manometer that may be necessary adjust float switch, check for gas leaks, check valve positions. 5. Level check the gauge or gauges, if required. In some districts, an outside water level check is manditory. 6. Complete all notes on observations made or procedures followed thus far. Note the gauge reading must be checked by either flushing the intakes and/or obtaining an outside water level 4.2 ASSESSING RIVER CONDITIONS It is necessary to observe carefully and describe the conditions which are affecting or could have affected the stage discharge relationship since the time of the last visit to the station. Look for and describe the following conditions : weed growth at the measuring section or on the control, debris floating or lodged near the gauge, beaver activity, the deposition of gravel or development of sand bars in the vicinity of the gauge, high winds, erosion of the river banks. If possible, photograph any unusual conditions for they are often valuable for later reference. Also note any construction in the vicinity of the gauge. The completeness of these notes will aid in interpreting the records, and will also be valuable for detailed studies at a future date. Record on the meter notes front (cover) sheet all premeasurement information. This is illustrated by Figure 2. Sometimes it is appropriate, and indeed advisable, to forego a discharge measurement at a gauging station. For example, it would be inadvisable to try to get a complete measurement during unsafe ice conditions or when a stream is heavily laden with debris. A field officer (technician) may also pass up a measurement at one station in order to obtain a measurement or observe unusual or extreme conditions at another station of higher priority. After weighing all the above factors, the technician must decide when to obtain a discharge measurement. Figure 2: Partially completed front (cover) sheet 5

55 5.0 MEASUREMENT BY WADING 5.1 METER SELECTION In preparation for a measurement by wading, first consider the type of current meter to be used. Generally, use the Price No. 622 meter. However, use it only where depths are greater than 0.15 m because the Price No. 622 meter over-registers if the buckets are only partially submerged. Use the Pygmy meter where the selected measuring section is either very narrow and shallow or where the majority of depths are 0.15 m or less. 5.2 HOW TO ASSEMBLE AND TEST EQUIPMENT First, attach the meter to the wading rod, and attach the electrical lead on the rod to one of the terminals on the meter contact chamber. Then test the electrical circuit by attaching the headset, beeper or counter to the receptacle at the handle of the rod and by rotating the rotor. If a headset or beeper is used, you should hear a series of sharp clicks or beeps. If a counter is used, you should see the digit dial rotate in the viewing window. Loss of signal may be caused by a poor or dead battery, poor electrical contact in the current meter, a short in the wiring or a break in the circuit. These conditions and their remedy were previously described in Lesson Package No. 2. Review, if necessary. In an emergency, the technician can count the revolutions by eye, if flow conditions permit. To facilitate this procedure, one of the rotor cups is painted red. You may check the meter for a bent shaft, damaged pivot or bent bucket wheel, by rotating the bucket wheel slowly. Observe the wheel frame for trueness and, at the same time, inspect the shaft for alignment. The rotating bucket wheel should come to a very gradual stop. An abrupt stop indicates that the bearings or pivot point are in poor condition or that the penta gear is binding. If the meter is damaged, use another meter for the measurement. Then return the damaged meter for repairs and calibration. 5.3 SAFETY FACTORS The technician must decide whether conditions at a station are suitable for safely wading the stream. The Field Data Book should identify the wading section and the approximate safe maximum water level for wading. If the stream bed is firm and provides good footing, the product of the depth and velocity should be less than one for safe wading conditions. In other words, although the stream depth may be suitable for wading, the stream velocity may be too high to be safe. If there is debris or ice in the water, measurement of the stream discharge may not be possible. Wear proper footwear according to the following conditions. If the water is near freezing, wear insulated boots, socks or pants. If the stream bottom is littered with broken glass or other dangerous material, the technician must wear steel-soled boots. Also wear an approved personal flotation device. Never attempt a measurement during an electrical storm. 6

56 5.4 HOW TO SELECT SECTION AND PLACE THE TAGLINE If the station has been in operation for some time, there is usually a standard location at which wading measurements are made. Nevertheless, it is wise to inspect the reach immediately above and below this location to make certain that the standard location is the best available. Some of the criteria for selecting a good measurement section include the following : The section should be located in a reach of the river where the bed and the banks are straight and uniform. These features should apply for a distance of approximately five times the section's width upstream and a distance of approximately twice the width downstream. The streambed cross section should be as uniform as possible and free from vegetation. Where possible avoid large rocks and protruding obstructions, such as piers. Chainages should be referred to a well-defined initial point on the shore. The metering section should be perpendicular to the general direction of flow. If possible, use the same wading section for all measurements. To begin the measurement, place a tagline across the stream. A description of the wading section should be available in the Field Data Book. If unfamiliar with the section, the field officer should make a careful preliminary crossing before stringing the tagline. Anchor one end of the tagline at the initial point and then string the tagline across the stream at right angles to the direction of the current. When crossing the stream, use the wading rod as a support. Before starting, raise the current meter high on the rod and check the bucket wheel to ensure that it is raised off the pivot. If the section is totally unfamiliar, use the rod without the meter for the initial crossing. This is done for two reasons : first, if it is necessary to move the rod quickly because of poor footing, the meter will not be damaged; second, if the meter is not on the rod, there is much less resistance to the current. While wading across the stream to place the tagline, the technician can obtain an overall impression of the depths and velocities. This is also a good time to look for rocks and debris which might be removed from the streambed to improve the measuring section. Be certain, particularly for very small streams, that the rocks to be moved do not form part of the control. After stringing the tagline, improve the section by removing boulders and debris. Remove weeds for a distance of three times the depth from the area upstream as well as downstream from the section. A garden rake serves well for this purpose. After these modifications, allow sufficient time for conditions to stabilize before proceeding with the measurement. Also note if these modifications have an influence on the gauge reading. If the tagline is a hazard to boats or canoes, mark it with fluorescent ribbon to enhance visibility. 5.5 OBSERVATION POINTS Generally, there should be a minimum of 20 to 25 observation verticals in the cross section, in addition to the 2 points which define the channel. The distance between verticals should be greater than the diameter of the current meter bucket wheel. Where a narrow cross section is encountered, do not space the verticals closer than 0.15 m when using the Price No. 622 meter. With very narrow sections, use a Pygmy meter and space the verticals closer together. Although convenient for computational purposes, equally spaced verticals are not always possible. Distribute observation verticals in relation to depths and velocities so that any unevenness of the river bed and significant variations in velocities are well defined. Figure 3 illustrates such a condition. Where the depths and velocities are 7

57 more variable, space the verticals closely in order to accurately define the discharge for any given segment. Where the variation of depth and velocity between verticals is gradual, the spacing can be greater. Unless specified otherwise, select a minimum of 20 verticals at any measuring section. Determine the distance between consecutive observation verticals to ensure that the discharge in any one panel is not greater than 5% of the total discharge. The criteria of 20 verticals and 5% of the flow per panel may not be possible for very narrow streams. To obtain a greater number of sampling points, where the verticals would be less than 0.15 m apart, use a Pygmy meter rather than the customary Price No. 622 meter. The small rotor also responds more readily to low velocities. Figure 3: Measurement at irregular cross sections Figure 4 shows a typical velocity curve. This diagram illustrates the use of the 0.2 and 0.8 depth method to obtain the mean velocity in a vertical. For measurements where depths are 0.75 m or less, observations are made at the 0.6 depth. In shallow streams, the 0.2 and 0.8 depth method places the current meter too close to the water surface and the streambed to give reliable results. Figure 4: Vertical velocity curve 8

58 If streambeds are very rough, irregular or covered with aquatic growth, the 0.2 and 0.8 method is not entirely satisfactory. These conditions will often produce erratic results for the observation at the 0.8 depth. Obtain more reliable results by computing the average velocity on the basis of the 0.2 and 0.8 depths and by averaging the computed value with the velocity from the 0.6 depth. Figure 5 illustrates how the above velocities are booked and how the resulting mean velocity is calculated. 5.6 HOW TO OPERATE THE WADING ROD Read depths directly off the rod to the nearest 2 cm. The 0.6 setting is best explained by using an example. If the depth at a vertical is 0.68 m, align the 0.6 on the slider of the wading rod with the 8 on the handle. The meter is then properly positioned for the 0.6 setting. For depths greater than 0.75 m, use the 0.2 and 0.8 method for observing velocities. To set the 0.2 depth position on the rod, simply double the value of the observed depth. Determine the 0.8 depth position by setting the value of one-half the observed depth on the rod. For example, if the observed depth for the 0.2 depth is 0.96 m, set 1.92 on the rod. For the 0.8 depth, set 0.48 on the rod. 5.7 BODY POSITION When making a discharge measurement by wading, the position of the field officer with respect to the current meter is very important. Figure 5: Calculating mean velocity using 0.2, 0.8 and 0.6 depth factors Keep to the side and downstream from the meter to avoid affecting the velocity being measured. Exhaustive studies indicate that the least effect on the operation of the current meter occurs when the officer stands facing either shore and is at least 0.4 m downstream and to the side of the current meter. 5.8 SOUNDING PROCEDURES Sounding streambeds that are extremely soft or boulder-strewn requires a great deal of extra care and attention. Take care not to oversound. When sounding or obtaining velocity observations, do not allow the bottom of a wading rod to sink into soft streambed material. When sounding very rough streambeds, such as those with large boulders, take time to adjust the observed depths so that they reflect both the tops of the boulders and the deeper depths between them. 5.9 VELOCITY OBSERVATION While the velocity observation is being made, the wading rod must be held in a near vertical position and the current meter must be parallel to the direction of flow. If the axis of the meter is not kept vertical, the meter will under-register. Figure 6 illustrates vertical alignment. If you allow the meter to deviate from true alignment with the flow by more than 10 degrees to the left and 15 degrees to the right, errors will exceed 1%. Figure 7 illustrates horizontal alignment. 9

59 Figure 7: Meter alignment Figure 6: Definition of the vertical angle Before the start of a velocity observation, allow sufficient time for the current meter to adjust to the velocity being measured. The adjustment time is a very few seconds at high velocities, but significantly longer at low velocities. This adjustment period is particularly important at low velocities (0.3 m/s or less). Not allowing for an adjustment period could produce erroneous velocity measurements. Observe velocities to the nearest 0.5 second for at least 40 seconds and preferably 50 to 70 seconds MEASUREMENT OF HORIZONTAL ANGLE OF FLOW The technician must check each vertical to ensure that the flow is at a right angle to the tagline. Should this not be the case, then measure the angle and apply a correction to the measured velocity. Figure 8 illustrates this condition. Figure 8: Correction for oblique angle of flow 10

60 Determine this correction by using the standard discharge measurement note form as a protractor (Figure 9). Read the cosine of the angle directly from the note form. Sometimes you can determine the direction of flow by observing debris in the water. If velocities are high, determine the direction by observing the vanes on the wading rod which tend to align with the direction of flow. Figure 9: Measurement of angle of flow Careful placement of the tagline can eliminate many of these problems HOW TO KEEP PROPER NOTES Once the tagline has been placed and the spacing of observation verticals determined, the measurement can begin. The banks of the river and corresponding edges of water are always defined as right or left bank (R.B./L.B.), or right or left edge of water (R.E.W./L.E.W.), when facing downstream. First record the starting time and the river bank, e.g., R.E.W. at 10:30 A.S.T.). Next, record the edge of water by observing the appropriate numbered marker on the tagline. If there is a vertical drop at the edge, the field officer must also obtain an observation of depth and velocity. At the position selected as the next vertical, record the distance indicated by the numbered marker on the tagline. Observe and record the depth. Then set the current meter to the correct depth to obtain the velocity. In order to obtain the velocity, count and record the number of revolutions the rotor makes for a duration of between 40 and 80 seconds. Observe and record the time to the nearest 0.5 second. In order to use the current meter rating table, the number of revolutions counted should be one of the 13 that are listed. From the current meter rating tables, the technician can directly obtain the velocity in metres per second for a given number of revolutions within the required time frame. The 13 choices of pre-selected revolutions are : 5, 10, 15, 20, 30, 40, 50, 80, 100, 150, 200, 250 and

61 If this method is not used, a double interpolation of both time and count is necessary to use the table to compute velocity. Repeat this procedure until the stream is traversed and the measurement is completed. Upon completion, note and record the time. Figure 10 illustrates the proper method of booking wading measurement information including chainage, oblique angle of flow correction, depth, meter setting, revolutions and time. If you make an error in booking an observation, draw a neat line through the erroneous entry and place the correct entry above. Meter notes serve as legal surveying documents and therefore must never be erased. Figure 11 illustrates how verticals are chosen when piers or large rocks are present in the section. Figure 10: Discharge measurement notes Figure 11: Measuring around bridge piers or rocks 12

62 6.0 POST-MEASUREMENT PROCEDURES 6.1 GAUGE CHECK AND OBTAINING THE MEAN GAUGE HEIGHT Having completed the discharge measurement, the field officer takes an air and water temperature reading and records the results. Read and inspect the gauge to ensure that it is operating properly. Note the water level and time on the front (cover) sheet. Normally, the technician obtains the mean gauge height for the discharge measurement by calculating the arithmetical mean of the gauge height at the beginning of the measurement and the gauge height at the end of the measurement. If there is an appreciable change in stage during the measurement, compute the correct mean gauge height from additional gauge readings obtained during the course of the measurement. (The procedure was described in Lesson Package No. 1. Review, if necessary). Document the front (cover) sheet as illustrated in Figure 12. Figure 12: Partially completed front (cover) sheet 13

63 6.2 HOW TO COMPUTE MEASUREMENTS The measurement must now be computed. This requires the correct meter table (Figure 13) and a pocket calculator. Figure 14 illustrates the completed discharge measurement and Figure 15 illustrates the completed front (cover) sheet. Figure 13: Rating table for Current Meter (June 1985) 14

64 Figure 14: Completed discharge measurement notes Figure 15: Completed front (cover) sheet 6.3 HOW TO PLOT MEASUREMENTS Having calculated the mean gauge height and the discharge of the stream, the field officer must check the results against the applicable stage discharge curve or table. Departure from the curve may be caused by obvious reasons, such as weed growth or scour of the streambed or banks. The measurement may also be in line with recent proven departure from the curve. If there is an unexplained departure, check the measurement. Also double-check the water level. If there is any uncertainty or a departure from the existing relationship when the results of a measurement are plotted on the field curve, you must obtain a check measurement. If possible, use a different current meter when obtaining the check measurement. Also, survey the river reach for a better section. If you suspect the departure is due to a faulty current meter, return the meter for an as received calibration and rework the measurement using this calibration table. If a record high or low flow has been measured, obtain a check measurement to corroborate the results of the first measurement. You may find it very worthwhile to return to the station to get a follow-up measurement at a different stage. 15

65 6.4 CARE AND STORAGE OF EQUIPMENT If the completed measurement is the last measurement of the day, or if the meter was used in a stream heavily laden with sediment, clean and oil the meter before storing it. Raise the rotor off the pivot. To prevent accidental damage and to save time at the next station, properly store items such as the : stopwatch, headphones, wading rod, and tagline. Make sure nothing is left behind. More than one technician has had the frustrating experience of arriving at a station only to discover that equipment has been left at the previous station. If necessary, use a checklist. Store the completed measurement in a briefcase; never carry the measurements in the field book to the next station. 16

66 7.0 FIELD TRIP To ensure that the technician understands wading measurement procedures, the instructor and technician should visit a nearby gauging station, preferably one with a poor measurement section. There, the participant should carry out the whole measurement procedure under the close, critical eye of the instructor. Note particularly the following procedures : Proper gauge check, including an outside water level check, if necessary Consultation of Field Data Book Proper equipment selection (Pygmy or Price 622 current meter) Site selection Proper safety procedures (flotation device, if conditions warrant) Proper location of tagline Sufficient number of verticals Proper body position Good sounding techniques (watch for oversounding) Proper meter setting on wading rod Proper measuring and recording of angles Correct wading rod techniques (keeping it vertical and aligned with flow) Proper booking of measurement Gauge check after measurement Computation and plotting of discharge measurement and completion of front (cover) sheet Proper care and storage of equipment. The instructor or a senior technician should accompany the trainee on a regular field trip, where various wading measurements will be conducted. This should be as soon as possible after the presentation of this lesson package, to reinforce what has been learned. 17

67 8.0 SUMMARY Upon completion of this lesson package the field officer will now be able to complete discharge measurements by wading or by working from a footbridge safely and according to national standards. This includes the proper selection of a current meter and measuring section and the accurate computation of the measurement. Throughout this lesson package the following points have been emphasized : 1. The procedures for an outside water level to confirm the gauge reading. 2. The dangers associated with wading measurement; the correct safety procedures and equipment. 3. The importance of selecting the best section available for the wading measurement. 4. The correct body position for wading measurements and the procedures for sounding. 5. The importance of keeping neat, legible notes with no erasures. 6. The importance of working to national standards. 7. The need to maintain survey equipment in good working order through : proper cleaning, transportation, and storage procedures. 18

68 9.0 MANUALS AND REFERENCES 9.1 FIELD MANUALS Terzi, R.A Hydrometric Field Manual Measurement of Streamflow. Environment Canada, Inland Waters Directorate, Water Resources Branch. 37 pp. 9.2 REFERENCES Engel, Peter, and C. De Zeeuw The Effect of Vertical Alignment on the Performance of the Price 622 AA Current Meter. Hydraulics Division, National Water Research Institute, Canada Centre for Inland Waters, Burlington. (This research was completed under the direction of Water Survey of Canada personnel.) United States Geological Survey Measurement and Computation of Streamflow: Volume 1, Measurement of Stage and Discharge. Water-Supply Paper 2175, Washington, D.C. 284 pp. 19

69 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No Discharge Measurements From Cableways (Equipment and Procedures) Roy J. Lane Water Survey of Canada Environment Canada Post Office Building Waggoner's Lane Fredericton, N.B. Canada E3B 2L4

70 Copyright All rights reserved. Aussi disponible en français

71 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES INTRODUCTION CABLEWAY MEASUREMENT EQUIPMENT SOUNDING REELS Type A Type B Type B METERING FRAMES WEIGHT HANGERS M-2 Hanger Bar BC-1 Hanger Bar OTHER RELATED EQUIPMENT PRE-MEASUREMENT PROCEDURES STATION CHECK RIVER CONDITION ASSESSMENT FIELD DATA BOOK CABLEWAY INSPECTION WEIGHT SELECTION CABLE CAR RETRIEVAL/INSTALLATION CABLE CAR LOADING PROCEDURES STANDARD CHAINAGE MEASUREMENT PROCEDURES NORMAL CONDITIONS SPECIAL CONDITIONS Special Sounding Techniques Measurements During Rapidly Changing Stage or High Velocities POST-MEASUREMENT PROCEDURES SAFETY PROCEDURES AND PRECAUTIONS FIELD TRIP SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES APPENDIX I: DRY-LINE AND WET-LINE CORRECTION TABLES...22 iii

72 1.0 PURPOSE AND BACKGROUND Cableway measurements are taken year-round at some stations, particularly those stations at large streams. In other cases, the cableway is only used during high flows when wading is impossible. Generally, cableway measurements are preferred to measurements taken from boats or from bridges with piers. An erroneous high water measurement could affect the accuracy of published data for a number of years. Therefore, it is extremely important to follow proper procedures. These procedures require that the field officer exercise good judgment in selecting the sounding weight and in determining the most appropriate techniques for obtaining the correct depths, especially during high flows. The technician must also watch for debris that could damage expensive metering equipment or pose a safety hazard. 1

73 2.0 OBJECTIVES The types of equipment that may be required for obtaining current meter discharge measurements from cableways will be described : sounding reels, sounding weights, weight hangers, and other related equipment. Procedures for assembling equipment and the preparation of a checklist will also be covered. Metering criteria will be discussed. These will include : distribution of intervals, distance markings, selection of sounding weights, angle of flow, and dry-line and wet-line corrections. Special procedures used during high-velocity flows will be described in detail. Safety aspects will be stressed, with emphasis on flood conditions. The procedures for completing meter notes and computing discharges will be briefly described, including the determination of the mean gauge height for the measurement and completion of front sheets. A more complete description can be found in Lesson Package No

74 3.0 INTRODUCTION Advantages of cableways include : a. Less set-up time compared with time required for boat measurements and some bridge measurements b. No disturbance to the flow pattern from piers c. Technician can see any debris coming d. Elimination of hazards and annoyances from road traffic. Disadvantages of cableways include : a. The need for regular inspection and maintenance to prevent structural failures b. The hazardous situations created by flowing ice and debris. Cable cars may be either the stand-up or the sit-down style. Stand-up cars are used on long-span cableways when sounding weights of 100 lb or greater are used. Stand-up cars are also used at many sites where there are sediment survey programs. Sit-down cars are used on short-span cableways or where lighter sounding weights are normally used. The cable cars are constructed of aluminum or wood with steel. The cable support structures are either A-frames or towers, with heights from 1 to 10 m or more. The main cable is anchored by means of rock anchors, concrete blocks, or buried metal plates. Lesson Package No. 11 elaborates on cableways and cableway safety. 3

75 4.0 CABLEWAY MEASUREMENT EQUIPMENT 4.1 SOUNDING REELS The following descriptions of reels are taken from the Hydrometric Equipment Handbook Type A-55 The Type A-55 reel is used for handling weights up to 100 lb and the winding drum holds 24 m of 1/10 inch cable. It can be mounted on a Type A crane, a bridge frame or metering board, a cable car frame or stand-up cable car or a sit-down cable car equipped with mounting brackets. The reel has a fixed crank, a ratchet and pawl, a depth indicator, electrical connections for coaxial cable, and a threaded sheave to lay the cable smoothly in a single layer on the winding drum. It is constructed mainly from aluminum, for lightness, and comes with an aluminum or steel carrying case. The reel is not equipped with a brake or reducing gears. To lower the current meter and weight assembly, the technician disengages the pawl from the ratchet. Then he or she uses a removable crank to control the descent. To raise the meter assembly or to hold it at a desired depth, engage the pawl and ratchet. As the meter is raised and lowered, its depth registers on the depth indicator Type B-50 The B-50 reel is used with a special cable car frame or attached directly to stand-up and sit-down cable cars equipped with mounting brackets. It is fitted with a two-position crank (9 inch and 12 inch), a clutch (brake), a depth indicator, a threading sheave for laying the cable smoothly in a single layer on the drum, electrical connections for two-conductor cables, and a pawl and ratchet to hold the current meter and weight assembly at any desired depth. The reel holds approximately 45 m of 1/10 inch cable or 36 m of 1/8 inch cable. A different guide pulley and lead screw must be used with the larger diameter cable, otherwise the cable will pile up on the drum and the depth indicator will under-register. With the B-50 reel, the technician can control the lowering of the meter and weight assembly. To disengage the clutch, first ensure that the pawl is in place to prevent the ratchet from unwinding. Then, unwind (counterclockwise) the crank slightly to release the clutch pressure and allow the reel drum to unwind. To stop the drum from rotating (clockwise), wind the crank slightly; this re-engages the clutch and provides a braking action. To raise the weight, engage the clutch by winding the crank. With the crank in the 12 inch position, a force of 10.5 kg is required to raise a 45 kg weight. Both the digital and the computing-dial depth indicators can be used with this reel. The electrical connections and the depth indicators are located on the left-hand bracket Type B-56 The B-56 reel (Figure 1) is a modified Type B reel, which is intended for either power or manual operation. The power is applied through a double V pulley to a jack shaft. A geared reduction between the jack shaft and the reel drum provides a ratio of 5 to 1. The reel has a drum circumference of 0.45 m and will hold 44 m of 1/10 inch or 1/8 inch cable. The appropriate guide sheave must be used to lay the cable smoothly in a single layer on the drum. 4

76 The reel is equipped with a ratchet and pawl which must be engaged to hold metering or sampling equipment in position. The jack shaft gearing remains engaged at all times. When the reel is used in the powered form, the motor can either lower or raise the equipment. A two-position crank (either 9 inch or 12 inch lever) permits manual operation of this reel identical with the B-50 reel. Figure 1: B-56 Sounding Reel 4.2 METERING FRAMES The metering frame provides a support for a sounding reel. It can also suspend a current meter and weight assembly from a cable car unequipped with a mounting bracket. Various types are available in both wood and metal. Bridge metering frames are not normally used to support weights in excess of 50 lb, although the models made from metal can support up to 100 lb. Some of the models are adjustable having an extending boom, with the reel mounted either in the centre of the frame or at one end. Special frames for sit-down cable cars have been manufactured for use from a sit-down to support large reels and heavy weights. These are normally stored at gauging sites so that they are readily available when required. Lesson Package 10.5 gives more complete information on metering frames. 4.3 WEIGHT HANGERS Weight hangers made of stainless steel attach both the current meter and the sounding weight to the connector at the end of a sounding cable or handline. The two types commonly used are : the M-2 and the BC M-2 Hanger Bar The M-2 hanger bar is 12 5/8 inch x 5/8 inch x 1/8 inch and is used for weights up to and including 100 lb. A 5/16 inch hole provided at one end of the bar fits onto the connector; at the other end, a hole is drilled and threaded to accept either the short or the long 3/8 inch hanger pin. Two ¼ inch holes for positioning the current meter are situated 180 mm and 260 mm above the weight hanger pin. When using either the 15- or 30-lb weight, position the meter in the lower hole stamped with the numbers 15 and 30. This position places the meter 0.21 m and 0.22 m above the bottom of the respective weights. When using the 50-, 75- or 100-lb weight, position the meter in the upper hole. This situates the meter 0.31-, and 0.33-m above the respective weights. The model number of the hanger, M-2, is stamped on the body of the hanger BC-1 Hanger Bar The BC-1 hanger bar is larger than the M-2 model and is used for weights of 100 lb and more. The hanger is 21 5/8 inch x 3/4 inch x 1/8 inch. It has a 3/8 inch hole at one end for attaching the connector, and a 3/8 inch 5

77 threaded hole at the other end for the weight hanger pin. Two 7/32 inch holes for positioning the meter are located 10.3 inches and 19.5 inches above the weight hanger pin. Mounted in the lower position, the meter is approximately 1 foot above the bottom of the 100-lb weight. In the upper position, the distance above the bottom of the weight is approximately 1.8 feet. In the lower position, a special rating for the current meter must be used. A metric equivalent for this hanger bar has not yet been prepared. 4.4 OTHER RELATED EQUIPMENT The sounding cable is used to suspend the current meter assembly. It is a single conductor electro-mechanical (coaxial) cable. The electrical circuit to and from the current meter is conducted through the insulated inner copper core and the double outer stainless steel layers of cable. Depending on the size of weight to be suspended, either the 1/10 inch or 1/8 inch cable can be used. Normally, the larger cable is required only where weights heavier than 100 lb are used. Figure 2 illustrates the construction of this cable. Connectors are used to join the metering cable to the hanger bar. They are designed to grip the cable securely without weakening or damaging either the outer layer or the inner core. The joint between the meter lead and the insulated copper core can be made both waterproof and secure in the body cavities of these connectors. Figures 3, 4 and 5 illustrate how these connectors are attached to the sounding cable. Figure 2: Coaxial Metering Cable Figure 5: Canfield Connector Figure 4: Mark 1 Connector Figure 3: Mark 2 Connector 6

78 Additional equipment required for a cableway measurement includes Price 622 AA current meter with fins; headphones, beeper or digital revolution counter; conventional or digital stopwatch; sounding weight (15, 30, 50, 75 or 100 lb); adjustable screw-type or non-adjustable cable car puller; side-cutting pliers; safety glasses; Field Data Book; Hydrometric Meter Note form; pencil; current meter rating table; thermometer; approved personal flotation device; hook-up wire to attach headphones to reel; cable car retriever; length of rope for braking; screwdriver; hard hat; and insect repellent, if required. The non-adjustable cable car puller can only be used on ¾ inch cable, while the adjustable screw-type can be used on cables of various diameters. The side-cutting pliers are used to cut the sounding cable in an emergency, for example, if the current meter is caught in debris or ice. 7

79 5.0 PRE-MEASUREMENT PROCEDURES 5.1 STATION CHECK Check the hydrometric station before doing the discharge measurement. Check the gauge reading either by flushing the intake, or by obtaining an outside water level. Note and record any differences that may have occurred after flushing. If the station has one, adjust the servomanometer. If the station is equipped with a water level recorder, remove the stage record at this time. Complete all observation notes on the front sheet of the meter measurement form. 5.2 RIVER CONDITION ASSESSMENT Assess the river conditions. Carefully observe and make the necessary notes, describing conditions that are affecting or could have affected the stage discharge relationship since the last visit to the station. Look for and describe conditions such as : debris floating or lodged near the gauge, erosion of river banks, deposition of gravel or development of sand bars in the vicinity of the gauge, and bank overflow. If possible, obtain photographs of unusual conditions, especially if the river is at flood stage. Before attempting a cableway measurement during high flows, the technician must assess flow conditions with regard to floating debris or ice. If conditions are not safe, a measurement should not be attempted. 5.3 FIELD DATA BOOK The technician should now consult the Field Data Book to determine whether or not a measurement is required. A field officer may pass up a measurement at one station to obtain a measurement at another station of higher priority. The Field Data Book may contain information on the cableway section, such as distance between markings and appropriate weight size. 5.4 CABLEWAY INSPECTION Briefly inspect the following : 1. Anchors and footings check for any movement 2. Main cable supports ensure that A-frames or towers are plumb 3. Main cable check for overall condition; check sag and adjust, if necessary 4. Wire rope fittings check for slippage at connectors and clips; check nuts for tightness; also check safety loops 5. Cable cars check for overall condition; make sure bolts are tight and any braking systems are workable 8

80 6. Other items check for potential hazards, such as fallen trees or power lines. This procedure is especially important at sites subject to vandalism or after a period of high water when anchors may have been submerged. 5.5 WEIGHT SELECTION Information from previous measurements may be listed in the Field Data Book and can be used as a guide for determining the size of weight required at various stages. If this information is not available, use the following formula as a rough guide : m = 5?vd where m = mass of weight in kg?v = the mean velocity in m/s d = the depth in m. If velocities are high and depths are great, it may be necessary to start with a trial sampling until a weight of proper size is chosen. To obtain correct direct soundings, the weight must be heavy enough to prevent the meter from moving downstream. 5.6 CABLE CAR RETRIEVAL/INSTALLATION Cable car security varies regionally. In some cases, the cars are chained and locked to the A-frame or anchorage. Aluminum cable car locking devices are also used. In areas where vandalism is a problem, the cars are sometimes left in the middle of the span, either intentionally by the field officer or by vandals. Retrieve the car using a cable car retriever. The Western and Northern Region has developed a collapsible aluminum cable car, which can be stored in the gauging shelter or transported in a field vehicle, to eliminate problems of retrieval or vandalism. Another solution to cable car security is the installation of a removable sheave. Removing the sheave will disable the cable car and prevent it from rolling on the cable. 5.7 CABLE CAR LOADING PROCEDURES First, install the reel. Then unwind enough cable from the mounted sounding reel to permit the attachment of the meter and weight assembly to the cable at ground level. Attach the weight and meter. To avoid equipment loss, ensure that the hanger pin is fully inserted. Do not try to carry heavy sounding weights up an access ladder to a cable car platform. Lower the bucket wheel assembly onto the pivot and spin test the meter to ensure proper operation. Record the size of the weight and the position of the meter above the bottom of the weight. Ensure that all necessary equipment is on board : 9

81 1. stopwatch 3. wire cutters 5. pencils (2) 7. brake (rope) 9. hook-up wire 11. hard hat 2. headphones/beeper 4. note book 6. cable car puller 8. restraining belt, if required 10. safety glasses 12. current meter rating table 13. pocket calculator. Wear an approved personal flotation device. Crank up the meter assembly and check the electrical circuit. 5.8 STANDARD CHAINAGE Locate the initial point for cableway measurements at one of the towers. To prevent confusion, always select the left bank tower or anchor for the initial point. This is convenient when the field officer must plot channel profiles at the measurement section, because the profiles are normally prepared as downstream views. Mark the initial point clearly because it is the reference for all distances, observations of depth and velocities. Mark on the tower the distance between the spacings painted on the main cable. The field officer must include this information in the Field Data Book. 10

82 6.0 MEASUREMENT PROCEDURES 6.1 NORMAL CONDITIONS Under normal flow conditions, use the following procedure when performing a discharge measurement from a cableway : 1. To begin the measurement, board the cable car and proceed to the left edge of the river. Figure 6 illustrates how to use a rope as a simple brake to control the movement of the cable car and to give a slow, controlled descent. 2. Record the distance from the initial point to the water's edge, the starting time of the measurement, and the bank at which the measurement is started. 3. Proceed to the first vertical and zero the counter. The procedure is illustrated by Figure 7. Lower or raise the meter to the water surface, with the bottom half of the bucket wheel submerged and the horizontal section of the tail assembly at the water surface. With the meter in this position, the indicator on the reel is zeroed. Now lower the assembly until the weight contacts the streambed. Read the indicator on the reel, then add the distance between the meter and the bottom of the weight. This gives the correct sounding. Record the sounding to the nearest 2 cm. Figure 6: Rope Used to Control Cable car Speed 4. At each vertical, repeat procedure (3) for zeroing the meter. Then, observe and record soundings to the nearest 2 cm, at each vertical. Do not oversound. Ensure that the sounding weight does not sink into a soft or unstable streambed. Some cables may undulate from the pulling motion required to move the cable car from one vertical to the next, or from vigorous cranking movements when sounding with Figure 7: Meter Position for Zeroing the Counter heavy weights. Allow this motion to subside before starting the depth and velocity observations. This is particularly important when measuring velocities below 0.75 m/s, because the effects of vertical movement on the current meter are most significant in this range. To avoid injuries to the hands and fingers, never touch the main cable. 11

83 The cable car can be held stationary during the measurement by taking the belt attached to the car puller and jamming it under one of the car sheaves. Figure 8 illustrates another method, which uses a short length of rope. Some cable cars are fitted with their own braking mechanism. 5. Calculate the depth at which to position the current meter to observe the water-velocity. Enter the figure on the meter note form. The minimum depths for positioning the current meter when using the M-2 Figure 8: Block-ropes for Moving Along the Cable hanger bar with various weights are listed in table below. Once the sounding and the appropriate meter setting have been obtained, observe and record the time and revolutions of the current meter rotor. If necessary, refer to Lesson Package No for a description of observation and recording procedures. Sounding weight 15 and 30 lb 50, 75 and 100 lb 0.6 Depth method 0.55 m 0.80 m 0.2 and 0.8 Depth method 1.15 m 1.60 m The technician should check the meter frequently and remove any debris that may affect the calibration. Cableways are generally located to eliminate oblique angles of flow. In some cases, however, oblique angles occur and must be measured and recorded. This procedure, illustrated in Figure 9, is explained in Lesson Package No At the conclusion of the measurement, record in the notes the completion time and an appropriate remark identifying the edge of the channel. Record any pertinent information that may have affected the measurement results. 7. Then, to prevent damage, raise the rotor assembly off the pivot. 8. Return the cable car to the starting point. Do not unload until the measurement has been computed and plotted on the stage-discharge curve in the Field Data Book. 9. If the results of the measurement are satisfactory, unload the cable car in the following manner : (Before disembarking, securely fasten the cable car to the A-frame or anchorage.) i. Using the reel, lower the meter assembly to the ground level ii. Remove the meter assembly from the sounding cable Figure 9: Figure 9. Measurement of Angle of Flow 12

84 iii. iv. Remove the reel and all other equipment from the cable car Do any required maintenance on the meter and store all the equipment in its proper container to prevent damage. More information concerning storage of equipment in vehicles is given in Lesson Package No SPECIAL CONDITIONS For rivers at flood stage, the previous description of the cableway measurement procedures is not always applicable. High velocities and greater depths may make direct sounding observations impossible, even with the heaviest weight. The technician must check and then correct any cableway sag to prevent the immersion of the loaded cable car at times of high flows. Debris flowing in the river may negate standard procedures for observing depths and velocities. Also, rapid changes in stage during the time required for a standard measurement may render the results useless. Use the following procedures to obtain satisfactory results during flood conditions : a. Special sounding techniques b. Techniques for measuring flow during rapidly changing stage or high velocities Special Sounding Techniques During high flow conditions, obtain soundings by using the following methods : 1. Sounding without a Meter Remove the meter and sound each vertical. Use only the weight to reduce the downstream drag. Often this is all that is required to obtain reasonably accurate depths. Once the depths have been determined, replace the current meter and proceed with the measurement. 2. Standard Soundings Some rivers have inherently stable channels. To determine the required depths during a discharge measurement at these locations, use standard soundings obtained at stages when conditions are more ideal. 3. Tagging the Sounding Cable Rather than using the method just described for correcting observed depths, determine the actual depth by using index streamers attached to the sounding cable. Fit a series of short streamers to the cable at convenient intervals above the current meter or the bottom of the weight. Colour-code the streamers to identify the measurement intervals easily. Attach the streamers with a tape or lift up two or three strands of the sounding cable, and then clamp the streamer between the strands. After the weight touches the streambed during the sounding operation, raise the assembly until the nearest streamer reaches the water surface. The distance required to raise the tag to the surface is added to the known distance of the tag above the meter or bottom of the weight. This method can also be used when positioning the meter for velocity observations. The sounding error will be minor if the distance to the water surface is not too great and if the change in 13

85 the vertical angle of the cable is minor when the sounding line is raised to determine the distance to the first streamer. Figure 10 illustrates these factors. 4. Computed Depth Correction Method In the computed depth correction method, the cable car must be fitted with a protractor to determine the angle of drag and hence the correction required for oversounding. The procedure is the following : i. Measure and record the distance from the protractor to the water surface. The distance will vary at each vertical. Figure 10: Tagging the Sounding Line ii. iii. iv. Obtain and record the sounding. When the metering assembly is submerged, observe and record the vertical angle of the suspension cable at the protractor. Obtain the dry-line correction from the dryline table (see Appendix I) and apply the correction to the sounded depth. The dry-line error is illustrated in Figure 11. v. Read the wet-line correction from the wet-line table (see Appendix I) and apply the correction to the dry-line corrected depth. The wet-line error is shown in Figure 11. vi. Raise the meter to 0.8 of the vertical depth and record the velocity observation. 5. Raise the meter to 0.2 of the vertical depth and record the velocity observation. The following example illustrates how to record the data. Please refer to Figure 12 : Figure 11: Sounding Line Corrections i. Let us suppose at a vertical at chainage 40 m, the distance from the protractor to the water surface is m. ii. iii. The depth sounded at section 40 is m and the observed vertical angle of the sounding cable is 16 degrees. (Angle is observed with the weight at the streambed, but fully supported by the cable.) The dry-line correction for m at an angle of 16 degrees is taken from the dry-line table and applied to the sounding : m m = m 14

86 iv. The correction for the wet-line depth of m is obtained from the wet-line table. The corrected depth is now : m m = m v. The 0.2 and 0.8 observation depths are computed from this figure. It may also be necessary to use dry- and wet-line corrections when positioning the meter Measurements During Rapidly Changing Stage or High Velocities When measuring the discharge of flooding streams or rapidly rising or falling stage, it is often impossible to obtain accurate soundings and hence accurate measurements. During these conditions, excessive depths or velocities that are too great for the size of weight available make it necessary to use one of the following two methods : Depth Method Use the 0.2 depth method when the streambed is stable, a profile of the measuring section is available, and approximate soundings can be determined. Figure 12: Measurement with Dry-Line and Wet-Line Corrections Observe the velocities at the 0.2 depth at selected verticals in the cross section. The time required for the measurement should be such that any change in stage is minimal. If necessary, obtain a measurement in a 15- to 20-minute time period by making approximately 15 short, twenty- or thirty-second observations. As soon as possible after obtaining a 0.2 measurement, make a complete measurement Use the results to correct the approximated depths if standard soundings were not available for the partial measurement. Next, determine the relationship between the 0.2 depth velocity and the mean velocity at each location where observations were made during the earlier measurement. Use this relationship to convert the 0.2 depth velocity observations of the partial measurement to mean velocity. Compute the measurement in the usual manner. Where it is not possible to obtain a follow-up measurement, use the following method to compute the discharge. Do the computations using previous measurements and the 0.2 depth velocity in place of the mean velocity. Plot a relationship using as coordinates the new computation for the 0.2 depth discharges and the actual discharges. After plotting the results, draw a curve of the relationship. This is often a straight line. The actual discharge for the partial measurement can be determined from this plot. Be careful about using this method when there is a flow distribution change caused by backwater or rapid change in discharge, since the relationship is not valid. 2. Surface Velocity Method During floods, the flow of debris often prevents observations from being made at the 0.2 and 0.8 depths at all sections in the stream cross section. However, the technican can obtain the surface velocities at many of 15

87 these otherwise unmeasurable sections by placing the meter at least 0.5 m beneath the water surface. This prevents the velocities from being affected by surface disturbances. Obtain a complete discharge measurement as soon as the flow of debris has subsided. Obtain surface velocities as well as observations at the 0.2 and 0.8 depth for each section where only surface velocities were observed during the previous measurement. The depth values obtained are used as standard soundings and the computed coefficients are applied to that portion of the earlier measurement where only surface velocities were measured. If there is little variation, only one coefficient is necessary for the entire cross section; otherwise, a coefficient must be applied separately to the values in each section. Again it must be stressed that these techniques have limitations. They cannot be applied where streambed instability prevents reliable soundings from being obtained. 16

88 7.0 POST-MEASUREMENT PROCEDURES Take and record the air and water temperatures. Read the gauge and calculate the correct mean gauge height. Complete the front sheet of the meter measurement form. Compute the measurement and plot the results on the stage discharge curve. If there is any uncertainty or a departure from the existing relationship when the results of a measurement are plotted on the field curve, obtain a check measurement. If possible, use another meter to take the check measurement. Disassemble, oil, and correctly store the equipment. Take care not to leave equipment behind. Lesson Package No describes the post-measurements procedures in more detail, especially the determination of the mean gauge height and measurement computation. 17

89 8.0 SAFETY PROCEDURES AND PRECAUTIONS Adhere to the following safety procedures : 1. Inspect all cables, cable car, A-frames, anchorages, and clips carefully before using the cableway. 2. Wear safety boots with non-skid soles, and a hard hat. 3. Wear appropriate clothing, e.g., rainwear, parka, etc. Be aware that movement is limited and that you may be exposed to the elements for an hour or more. 4. Be careful when wearing loose clothing or carrying articles that could get caught in the reel (e.g., stop watches, survey books, etc.). 5. Wear an approved personal flotation device. Do not use it as a cushion. 6. Be careful when climbing ladders and walking on loading platforms. 7. Attach the sounding cable to the meter assembly at the ground level. 8. Wear safety glasses as protection from steel or dirt fragments, which may dislodge from the main cable or the sheaves. 9. If conditions warrant, two people should be involved in obtaining a cableway measurement. 10. Control the speed of the cable car at all times. Use the brake. If the measurement is the record high obtained at that station, the loaded cable car may not clear the water surface! Ensure that the main cable is adjusted to the proper sag. DO NOT raise a cable above the minimal allowable sag. 11. Keep your hands clear of the main cable at all times! 12. Make sure that the locking pawl on the sounding reel is fully engaged and operating properly. 13. Watch very closely for debris that may become entangled with the sounding cable. 14. Carry good wire cutters to cut the sounding cable if it becomes entangled in debris and poses a danger to the structure. If you have to cut the cable, be sure to record the chainage to assist in the retrieval of the lost equipment during low water. If you must cut the sounding cable, watch out for blacklash. 18

90 9.0 FIELD TRIP A supervised field trip to a nearby hydrometric station equipped with a cableway will reinforce the concepts of this lesson package. At the station the technician should carry out the entire measurement procedure. This will entail : 1. Proper gauge check, including an outside water level check. 2. Consultation of the field file. 3. Proper weight selection. 4. Proper safety procedures (wearing of flotation device). 5. Use of the cable car retrieval equipment. 6. Correct assembly of the metering equipment and the loading procedures. 7. Verification of the spacing of cable markings. 8. Use of a rope for braking. Use of the brake on the cable car if so equipped. Proper use of the cable car puller. 9. Determination of the water's edge, using standard chainage. 10. Good sounding techniques, including zeroing of the meter and booking the corrected sounding. 11. Correct determination of velocity points using tables and manual calculations. 12. Proper measuring and recording of oblique angles of flow, if present. 13. Proper velocity observation procedures and booking data. 14. Correct procedure for finishing the measurement and unloading the cable car. 15. Gauge check after measurement. 16. Computation of the correct mean gauge height. 17. Computation and plotting of discharge measurement and completion of the front sheet. 18. Proper care and storage of metering equipment. 19

91 10.0 SUMMARY Cableway structures are commonly used by Water Survey of Canada technicians to obtain discharge measurements on rivers where flows cannot be measured by wading. The technician must, therefore, be aware of the special problems and techniques associated with this type of measurement. This lesson package has described the types of equipment required during the measurement of stream discharge from cableways, including sounding reels, sounding weights, weight hangers, and other related equipment. Procedures for assembling the equipment have also been demonstrated. The special procedures required for cableway measurements during high-velocity flows have been discussed with emphasis on safety aspects. Field documentation has also been stressed and discussed. The following points have been stressed throughout this lesson package : 1. The importance of an outside water level to confirm the gauge reading. 2. The dangers associated with a cableway measurement, such as debris or ice catching on the sounding cable, structural failure and injury due to falls or improper handling of sounding weights. The following safety procedures should be stressed : wearing of an approved personal flotation device; careful inspection of the cableway structure; proper loading and unloading procedures; emergency procedures in the event of debris catching on sounding cable or structural failure; and proper use of the braking systems. 3. The sources of error in cableway measurements, such as oblique angles of flow, over-sounding due to improper weight selection at high velocities, and debris on the meter. 4. The importance of working to National Standards, as found in the operational manuals. 5. The maintenance of survey equipment through proper cleaning and storage procedures. A technician will only become fully competent in cableway measurement procedures after considerable practice. 20

92 11.0 MANUALS AND REFERENCES 11.1 FIELD MANUALS Environment Canada (1977), Safety Guide Construction and Operation of Stream-Gauging Cableways. Inland Waters Directorate, Water Resources Branch, Ottawa, 16 pp. Environment Canada (1984), A Guide to Gauging Station Inspection. Inland Waters Directorate, Water Resources Branch, Ottawa, 19 pp. Terzi, R.A. (1981), Hydrometric Field Manual Measurement of Streamflow. Inland Waters Directorate, Water Resources Branch, Ottawa, 37 pp REFERENCES Environment Canada (1972), Hydrometric Equipment Handbook. Inland Waters Directorate, Water Resources Branch, Ottawa. Rantz, S.E. et al. (1982), Measurement and Computation of Streamflow: Volume 1. Measurement of Stage and Discharge, United States Geological Survey, Water Supply Paper 2175, Washington, D.C. 21

93 AP PE ND IX I: DR Y- LIN E AN D WE T- LIN E CO RR EC TI ON TA BL ES Table I-1: Dry-line correction table 22

94 23

95 Table I-2: Wet-line correction table 24

96 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No Measurement of Discharge From a Bridge Roy J. Lane Water Survey of Canada Environment Canada Post Office Building Waggoner's Lane Fredericton, N.B. Canada E3B 2L4

97 Copyright All rights reserved. Aussi disponible en français

98 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES BRIDGE MEASUREMENT EQUIPMENT METERING FRAMES Mark 4 Bridge Frame Wooden Metering Frame METERING CRANES Type-A Crane Type-E Crane SOUNDING REELS Type E-53 Reel HANDLINES OTHER RELATED EQUIPMENT PRE-MEASUREMENT PROCEDURES STATION CHECK RIVER CONDITION ASSESSMENT FIELD DATA BOOK TRAFFIC CONTROL SOUNDING WEIGHT SELECTION SPACING OF VERTICALS SUSPENSION EQUIPMENT ASSEMBLY MEASUREMENT PROCEDURES NORMAL CONDITIONS FLOOD CONDITIONS SAFETY PROCEDURES POST-MEASUREMENT PROCEDURES FIELD TRIP SUMMARY MANUALS AND REFERENCES FIELD MANUALS iii

99 1.0 PURPOSE AND BACKGROUND Bridges enable us to get discharge measurements for rivers whose flows cannot be measured by wading. Different types of suspension equipment are used to measure discharge from bridges. These types include : the type-a crane, mounted either on a three-wheel base or a four-wheel truck the bridge frame the handline. The type-a crane can be equipped with an A-55 or B-50 reel or with heavier reels such as the type B-56 or the type E-53. The bridge frame is equipped with either an A-55 or B-50 reel. Metering procedures are similar to those used in cableway measurements. However, differences in bridge design can create problems for the technician. Many bridges have railings that can support conventional suspension equipment. Other bridges pose problems due to truss work. An erroneous discharge measurement could affect the accuracy of published data for a number of years. Therefore, the technician must be aware of the problems and techniques associated with discharge measurements, for example : Oblique angles of flow are common. Additional verticals are often required to define flow patterns around structures such as piers. When taking discharge measurements from a bridge, a technician must also be aware of : debris in the river boating activity traffic on the bridge (vehicular and/or pedestrian). 1

100 2.0 OBJECTIVES When this lesson is completed, technicians will be able to describe : the types of equipment used to obtain current meter discharge measurements from bridges including : bridge frames metering boards cranes sounding reels sounding weights weight hangers. procedures for assembling measurement equipment. metering criteria including : distance markings turbulence around piers wet-line and dry-line depth corrections angle of flow floating ice and debris rapidly rising or falling stage. safety aspects of obtaining measurements from bridges including : flood conditions vehicular and/or pedestrian traffic. procedures for completing meter notes and computing discharges for estimating velocity and depth around piers. procedures for determining the mean gauge height for measuring and completing front sheets. 2

101 3.0 BRIDGE MEASUREMENT EQUIPMENT 3.1 METERING FRAMES Mark 4 Bridge Frame The Mark 4 bridge frame (Figure 1) has been made to accommodate type A and B reels. This frame is made without a pulley or threaded cable guide because a level-wind apparatus is standard equipment with the A and B reels. The frame is designed for use with weights up to 50 pounds. A sounding cable can be suspended from a point approximately 0.5 m beyond the bridge rail. The frame is 1 m long and 0.3 m wide at the section where the reel is mounted. A steel angle fastened beneath the frame prevents the frame from sliding forward on the bridge rail. A chain or rope is fastened to the rear of the frame and is used to secure the assembly to the bridge. The standard Mark 4 bridge frame may be unsuitable for measuring from some bridges, especially if the bridge rail is relatively wide. In these cases, a bridge frame extension may be required. This effectively extends the cable sheave so the technician can safely lower and raise the current meter and weight assembly. The extension can be quickly and easily attached to the bridge frame and removed as required. Figure 2 is an example of a bridge frame extension used in Saskatchewan. Other extensions are in use across the country. Figure 1: Mark 4 bridge frame Wooden Metering Frame The metering frame (Figure 3) is of wood construction. Holes in the wood frame allow an A-55 reel to be mounted in three different positions. The frame is light in weight, versatile and equally useful for metering from bridges, cable cars or boats. Figure 2: Bridge frame extension used in Saskatchewan This metering frame is normally used with weights up to 50 pounds. It is not recommended for repeated use with weights heavier than 50 pounds. The boom can be extended to give a working span from reel to end of boom of 0.74 m to 1.14 m. If you must use the frame with heavier weights, do not extend the boom. Figure 3: Wooden metering frame 3

102 3.2 METERING CRANES Two types of cranes used to measure discharge from a bridge are the type-a and the type-e Type-A Crane The type-a crane (Figure 4) uses weights up to 150 pounds. The crane's extendable boom suspends or retracts stream gauging equipment from a bridge rail. The boom extends approximately 0.7 m from the inside edge of the bridge railing. An angle-indicating device fits on the outer end of the boom. This device shows the departure from the vertical of the mater- and-weight assembly when it is dragged downstream by the force of the current. The type-a crane uses two interchangeable sounding reels : type A type B. Figure 4: Type-A crane There are two types of bases available, the three-wheel base, and the four-wheel truck. The three-wheel base normally uses weights of 50 pounds or less. The technician places two of the wheels close to and parallel with the bridge rail. The third wheel rests on the side farthest from the bridge rail. Tilting the boom over the railing raises the third wheel. The bridge railing thereby helps to support the load carried by the crane. The crane mounted on the four wheel truck does not use the bridge rail as a point of support. A linkage system between the crane and the base extends the boom over or retrieves it back from the railing of a bridge while the truck remains stationary. The two wheels farthest from the railing adjust to compensate for curbs immediately adjacent to the railing. The type-a crane is easy to assemble, dismantle and transport Type-E Crane The type-e crane is slightly larger and heavier than the type-a crane and of more rigid construction. It uses weights up to 200 pounds and is always mounted on a four-wheel truck. The type-e crane can withstand any loads up to the full breaking strength (1,500 pounds) of the heaviest two-conductor cables commonly used on the reels. The boom of the crane houses an angle-indicating device that shows the angle from the vertical created as the meter cable is dragged downstream by the current. 3.3 SOUNDING REELS The technician uses various types of sounding reels when conducting a discharge measurement from a bridge. The reel contains the cable which supports the sounding weight and current meter. These include the : A-55 B-50 B-56 E-53. 4

103 The first three reels have been described in Lesson Package No This lesson package covers the types E-53 sounding reel Type E-53 Reel The type E-53 (Figure 5) is used primarily for power operation and will handle the heaviest weights and sediment samplers normally used for discharge measurements. The power is applied through a jack shaft which is geared to produce a final drive ratio of 7.7 to 1. The reel has an effective drum circumference of about 0.6 m and will hold 50 m of 1 /8 in. or 60 m of 1 /10 in. cable. The type E-53 reel is not equipped with a ratchet and pawl; the positioning of metering equipment is accomplished entirely by the power unit and by a friction brake located on the end of the jack shaft Figure 5: Type E-53 sounding reel next to the double V drive pulley. A crank, permanently attached to the right side of the reel, controls the brake. A handcrank attaches to the pulley end of the jack shaft for emergency use. The depth indicator and the electrical contact posts are both located on the right side frame member of the reel. A technician uses the type E-53 reel with type A or E cranes to obtain discharge measurements from bridges or powered stand-up cable cars. This reel is well suited for operation from a boat deck or catamaran when heavy weights and sediment samplers are used. 3.4 HANDLINES The handline provides a simple and effective method for suspending a meter and weight assembly. The handline is lightweight, compact and easy to operate. These features make it particularly useful for obtaining winter measurements where it is often necessary to walk long distances to reach a metering section. The technician normally uses the handline to meter from foot bridges and on ice cover. However, the handline is also a useful substitute when regular equipment malfunctions. The factors that limit its use in some cases are high velocities, excessive depths, and heavy weights. A handline can be made from 15 m or less of 16-gauge cab tire electrical cord. The handline has a Cinch-Jones plug at one end and a cable thimble at the other. A clevis-type connector is fitted to the thimble. The cord is marked at 0.1 m intervals with strips of adhesive tape. The markings can be accomplished in the following manner : 1. one strip for 0.1 m marks, 2. two strips for 0.5 m marks, and 3. three strips to denote 1 m intervals. Another way to make a handline is to spiral wrap a length of 1 /16 in. galvanized aircraft cable with 16- or 18-gauge insulated automotive wire. The spiral wrap ensures that the aircraft cable carries the full load of the meter and weight assembly. The entire length of the wire and cable is then double-wrapped with a cloth type friction tape. The aircraft cable is secured to a clevis-type connector and the automotive wire is joined to the meter lead. The weight hanger and galvanized cable function as the return conductor. A handline can also be made using kevlar line instead of aircraft cable. However, since kevlar is a non-conductor, you must use two-conductor automotive wire to transmit the electrical signal. 5

104 3.5 OTHER RELATED EQUIPMENT Some items used for bridge measurements are the same as those used to measure from cableways. These items, covered in Lesson Package No are : sounding cable, electrical connectors; weight hangers (hanger bars); current meter; headphones, beeper or electrical counter; analogue or digital stopwatch; sounding weight (15, 30, 50, 75, 100, 150 or 300 lb); side-cutting pliers; field book and note paper; hook-up wire to attach signal device to reel; thermometer; and screw driver. In addition, the technician may require several safety-related items to take bridge measurements. These include a safety vest, survey traffic signs, and flashing amber lights. These items are discussed further in the lesson package. 6

105 4.0 PRE-MEASUREMENT PROCEDURES Several pre-measurement procedures must be completed before a discharge measurement can be obtained from a bridge. These procedures will ensure that the data are collected as accurately and safely as possible. 4.1 STATION CHECK Lesson Package 10.3, Measurements by Wading, describes the procedure for checking a hydrometric station prior to determining the discharge. The technician can check the gauge reading : by flushing the intake, or by obtaining an outside water level. These techniques help to ensure that the automatic water level recorded is recording correct gauge heights. 4.2 RIVER CONDITION ASSESSMENT Lesson Package 10.3 and 10.4 describe the procedures for assessing river conditions when performing a discharge measurement by wading or from a cableway. In addition to these procedures, special care must be taken to assess the danger from the downstream side of a bridge due to floating ice or debris or boat traffic. 4.3 FIELD DATA BOOK The technician should now consult the Field Data Book to determine whether or not a measurement is required. A field officer may pass up a measurement at one station to obtain a measurement at another station of higher priority. The Field Data Book may contain information on the bridge section, such as distance between markings, and appropriate weight size. 4.4 TRAFFIC CONTROL Proper precautions must be taken if the technician is exposed to any danger from vehicular traffic. The technician must wear a fluorescent safety vest and erect survey signs/fluorescent pylons to warn approaching traffic. Flashing amber lights can also be used effectively. If the bridge has a pedestrian sidewalk, there is far less danger. However, where pedestrian traffic is heavy, the technician must consider public safety when moving suspension equipment on bridge sidewalks. 4.5 SOUNDING WEIGHT SELECTION The technician must consider some important factors when choosing a sounding weight for bridge measurement. For example, stream velocities around bridge piers can be very high. Also, the distance between the bridge and water surface may be great enough to cause appreciable dry line error. Usually, the Field Data Book will contain information on sounding weight requirements at particular stages. If the information is not available, then the following formula can be used as a guide. m = 5?vd where m = mass of sounding weight (kg)?v = mean velocity (m/s) d = depth (m). 7

106 In some cases, the technician must use trial sampling to determine the correct weight to use. 4.6 SPACING OF VERTICALS The technician must choose an initial point for bridge measurements. It should be the bridge abutment located on the left side of the stream as in the case of cableways. The technician must describe the initial point and the distance between sounding verticals and record this information in the Field Data Book. Sometimes marks are permitted on bridge rails. They should be painted neatly on the outside (stream side) of the rail. This will not deface the bridge. If marks cannot be painted on a bridge, then a tagline can be extended from the initial point along the bridge deck to the opposite abutment to obtain the distance between verticals. The technicians should select verticals so that edge sections are as small as possible, especially around piers and abutments. The technicians should also space verticals so that the flow in every panel is approximately 5% of the total flow. 4.7 SUSPENSION EQUIPMENT ASSEMBLY The bridge structure and stream conditions determine whether you need a handline, a metering frame, or a crane. The technician must be able to assemble all types of suspension equipment. 8

107 5.0 MEASUREMENT PROCEDURES 5.1 NORMAL CONDITIONS To perform a discharge measurement from a bridge under normal flow conditions the technician must follow these procedures : 1. Proceed to the left edge of the river to begin the measurement. 2. Record the distance from the initial point to the water's edge, the starting time of the measurement and the left bank at which the measurement is started. 3. Proceed to the first vertical and zero the counter of the measuring device. The procedure is described in Lesson Package No and may be reviewed if necessary. Zero the meter for each vertical. 4. Proceed to sound and observe velocities as described for cableway measurements. These procedures may be reviewed if necessary. Often when you measure from the bridge, oblique angles of flow occur. The technician must measure them by using the meter note paper to determine the cosine of the angle, as described in Lesson Packages 10.3 and Piers can cause changes in velocity, angular flow, scour and deposition. This makes measuring difficult. The technician must be careful when observing depths and velocities close to piers and abutments. If there is danger of damaging the meter and weight assembly against the pier or abutment, the technician should estimate depths and velocities rather than proceed with a measurement. Also, if there is a possibility of debris being lodged on the pier or abutment, the technician must estimate the discharge for the panel adjacent to the piers. This should be done by estimating the depth from the previous vertical. The velocity must be estimated as a percentage of that observed at the previous vertical. This procedure is illustrated in Figure 6. The technique described in the previous paragraph can also be applied where an abrupt and large change in the depth is encountered in a section. The point at which the Figure 6: Measuring around piers change occurs must be treated as the edge of a pier. The distance to the observation vertical must be listed twice. The technician must make depth and velocity observations just before and just after the point where the change takes place. The observations from either side of the abrupt change must be treated separately. The observation made before the change point must be an effective width of half the distance to the previous vertical. The observation made after the change point must be an effective width of half the distance to the following vertical. This procedure is illustrated in Figure 7. 9

108 At the end of the measurement, record the time and describe and record the edge of the channel. Record any pertinent information that may have had an effect on the measurement results. The weight assembly should then be raised from the river and lowered onto the bridge deck. The bucket wheel assembly should then be raised off the pivot to prevent damage. The technician must then compute the results Figure 7: Measuring at abrupt changes in depth of the measurement and plot them on the stage-discharge curve. If the measurement results do not agree with the field curve, the technicians must take a check measurement, using another meter if possible. 5.2 FLOOD CONDITIONS Normal bridge measurement procedures can not always apply to rivers at flood stage. High velocities and greater depths may make direct sounding observations impossible, even if the heaviest weight is used. Also, debris flowing in the river may prevent you from using the standard procedures for observing depths and velocities. In addition, stage may change rapidly during the time required for a standard measurement. This may invalidate the results of the measurement. For these reasons, special procedures have been developed to obtain stream discharges during flood conditions. These procedures have been fully described in Lesson Package No. 10.4, Measurements from Cableways, and should be reviewed at this time. 10

109 6.0 SAFETY PROCEDURES The technician must follow these safety procedures when undertaking discharge measurements from bridges : 1. If there is no sidewalk on the bridge, be very careful : i. ensure survey signs and/or warning lights are well located at each end of the bridge to warn traffic; you could also use traffic pylons ii. iii. iv. wear a fluorescent vest ensure that you are on the on-coming traffic side of the suspension equipment watch for approaching vehicles and maintain eye contact with vehicle drivers v. do not attempt a measurement if visibility is poor (fog, snow or late in day) or if bridge surface is slippery. 2. When working from a sidewalk, be careful around pedestrians. 3. Ensure that suspension equipment is adequate for the load and is properly assembled. (Suddenly collapsing A cranes can cause severe injury to hands, fingers or feet). 4. When working on slippery surfaces, exercise extreme caution. 5. Wear protective footwear. 6. If there is any danger of falling off the bridge, wear a life jacket or P.F.D. 7. Keep a close watch for debris, especially during rising stage or flowing ice. 8. Get the help you need, according to field conditions. Sometimes another technician can help you; or, you may need to hire a term employee. 9. If equipment is caught up in debris, be prepared to cut the cable. If you have to do this yourself, record the chainage to assist retrieval during low flow. 10. When moving an A crane, make sure the weight is as low as possible to avoid upset. 11. When handling weights, maintain proper posture to avoid back injury. 12. During electrical storms, do not attempt measurement. 13. Watch for any boat traffic in the river. 11

110 7.0 POST-MEASUREMENT PROCEDURES After completing discharge measurements from bridges : 1. the technicians must take and record air and water temperatures; 2. they must read the gauge, calculate the correct mean gauge height and complete the cover sheet of the meter measurement form; 3. then, the technicians must disassemble the equipment, oil it and store properly. The equipment must not be left lying around. 12

111 8.0 FIELD TRIP To ensure that the technician has a good grasp of bridge measurement procedures, the instructor should take the technician to a nearby station where discharge measurements are taken from a bridge. There, the technician should carry out the whole measurement procedure. The instructor should observe and take particular note of the following points : 1. Proper gauge check, including an outside water level check 2. Consultation of Field Data Book 3. Proper metering assembly selection ( A crane, metering board, etc.) 4. Proper weight selection 5. Proper safety procedures to control vehicular traffic (erection of survey signs, pylons, warning lights, etc.) 6. Correct assembly of metering equipment 7. Verification of vertical spacing 8. Determination of water's edge, using standard chainage 9. Good sounding techniques, including zeroing of meter and booking the corrected sounding 10. Correct determination of velocity points using tables or manual calculations 11. Proper measuring and recording of oblique angles of flow, if present 12. Proper velocity observation procedures and booking data 13. Correct procedure for finishing the measurement 14. Computation and plotting of discharge measurement 15. Correct disassembly and storage of metering equipment 16. Documentation of air and water temperature 17. Gauge check after measurement 18. Computation of correct mean gauge height 19. Correct documentation of front sheet. The instructor or senior technician should accompany the trainee on a regular field trip where the technician will conduct several bridge measurements. This should happen as soon as possible after the presentation of this lesson package. 13

112 9.0 SUMMARY Water Survey of Canada technicians often use bridge structures to obtain discharge measurements on rivers where flows cannot be measured by wading. The technician must, therefore, be aware of the special problems and techniques associated with this type of measurement. This lesson package has described the types of equipment required during the measurement of stream discharge from bridges. This has included bridge frames, metering boards, sounding reels, and cranes. Procedures for assembling the equipment have also been demonstrated. The special procedures required for bridge measurements have been discussed with emphasis on safety aspects, and sources of error. Field documentation has also been stressed. The technician will become fully competent in bridge measurement procedures only after considerable practice. The instructor should ensure that the technician has opportunities to attain this level of competence. 14

113 10.0 MANUALS AND REFERENCES 10.1 FIELD MANUALS Terzi, R.A. (1981), Hydrometric Field Manual Measurement of Streamflow, Environment Canada, Inland Waters Directorate, Water Resources Branch, Ottawa, 37 pp. 15

114 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No Measurement of Discharge From Boats Scott McDonald Water Survey of Canada Environment Canada Post Office Building Box 2970 Yellowknife, NWT Canada X1A 2R2

115 Copyright All rights reserved. Aussi disponible en français

116 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES BOAT MEASUREMENT PROCEDURES DESCRIPTION OF EQUIPMENT Boats and Motors Taglines and Tagline Reels Metering Frames Sounding Reels Distance Measuring Equipment SAFETY AND LOGISTICS MEASUREMENT PROCEDURES USING PORTABLE TAGLINES Selecting the Metering Section Assembling the Equipment Stringing the Tagline Positioning the Boat by Tagline Preparing the Metering Equipment Metering Retrieving the Tagline MEASUREMENT PROCEDURES USING FIXED TAGLINES MEASUREMENT PROCEDURES WITHOUT TAGLINES (BY INSTRUMENT) Boat Positioning Electronic Distance Measurement Method Boat Positioning Transit Method Boat Positioning Pivot Method Boat Positioning Sextant Method Moving-Boat Method SPECIAL CONDITIONS FIELD INSTRUCTION EQUIPMENT AND LOGISTICS SAFETY CONSIDERATIONS HANDS-ON TRAINING SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES APPENDIX A: BENDS, HITCHES, AND SPLICING (from Holinshead, 1983)...26 iii

117 1.0 PURPOSE AND BACKGROUND The method of obtaining discharge measurements from boats is normally used only when cableways and bridges are not available or cannot be used. When a bridge or cableway section is blocked with debris, or rendered unusable for some other reason, or during floods or high water conditions boats may provide the only practicable means of obtaining measurements. Boat measurements usually require a lengthy setup time and extra help to handle the boat and to transport or maintain additional equipment. There are several methods for positioning a boat to obtain soundings and determine velocities. The following are the methods most commonly used by Water Survey of Canada : 1. positioning by using a tagline strung prior to each measurement 2. positioning by using a tagline maintained on site 3. positioning by using instrumentation. The boat measurement techniques described in this lesson package are used across Canada and may vary depending on stream conditions, equipment availability, and preferences from region to region. The instructor is to review all techniques and stress the methods best suited for the area of work. Before starting this lesson, the technicians should review the following topics from previous lesson packages : the care, maintenance, proper use, and handling of meter/weight assemblies as well as the theory of obtaining discharge measurements. 1

118 2.0 OBJECTIVES I. This module offers instruction in the methods of obtaining discharge measurements by boat, the use and maintenance of required equipment, and boat positioning techniques. II. The types of equipment required to obtain current meter discharge measurements from boats will be described. III. There will be description of taglines, tagline reels, sounding weights, hangers, etc.; and of procedures for assembling equipment and preparing a checklist. Metering criteria will be discussed, including selection of the metering section, distribution of verticals, angle of flow, wet-line depth correction, and criteria for selecting the method of boat positioning. Boat positioning techniques will be described, including tagline stringing and positioning by targets and survey instruments. The use and care of transits and sextants will also be discussed. Specifically, the objectives of this lesson package are to enable the technician to : 1. list the equipment needed to make measurements from boats 2. assemble and maintain the equipment 3. describe procedures for positioning the boat using transits, sextants, and other levelling instruments 4. describe procedures for obtaining readings safely and accurately 5. describe procedures for ensuring the accuracy of data 6. conduct boat measurements safely and accurately 7. prepare concise, reliable field notes. Boat operation, boat loading, trailer towing, and safety precautions will be described in a future lesson package and will include procedures for warning other boat traffic. 2

119 3.0 BOAT MEASUREMENT PROCEDURES 3.1 DESCRIPTION OF EQUIPMENT Boats and Motors This section describes the types and sizes of boats and how they perform under different conditions. Boat and motor combinations are also described. V-bow aluminum boats These boats vary in length from 4.9 m to 5.5 m (Figure 1). The boat's dimensions, particularly its depth and width, give it stability in fast smooth-flowing water. The V-bow helps to keep the boat perpendicular to the water flow. The maximum size of motor used on this size of boat is 35 hp outboard (o/b) or less (see boat specifications for size). The operator must be cautious in turbulent flows. If there is too much weight in the bow, the boat will tend to be thrown around by turbulence. Flat-bottom aluminum boats They vary in length from 4.9 m to 5.5 m (Figure 2). Their width and length provide stability in fast flows. Their flat bottoms allow better tracking in turbulent flow. Their low gunwale (shallow) provides less freeboard above water surface. The maximum size of motor allowed is a 35 hp o/b or less (see boat specifications). Inflatable boats These boats vary in length from 3.7 m to 4.9 m (Figure 3). Overall, they are considered the safest boats in most conditions. Their shallow keels track well and are very stable, making the boats safe in standing wave, turbulent flow, and fast velocity situations. Maximum size of motor allowed is 35 hp o/b or less, depending on boat size (see boat specifications). When the boat is at full speed (planing), the technicians must be careful not to be thrown overboard. The slightest directional movement of the motor causes a quick 'jack rabbit' effect. When beaching the boat, the technicians must be careful not to puncture it. Canoes They are seldom used as they are considered very unstable. They are difficult to handle and operate. The 5.5 m freighter canoe is used in some regions. If smaller canoes need to be used, the technicians must lash two canoes side by side to form a catamaran hull for greater stability. 3

120 Figure 1: V-bow aluminum boat Figure 2: Flat-bottom aluminum boat Figure 3(a): Inflatable boat Figure 3(b): Inflatable boat Larger boats A variety of larger aluminum and fibreglass boats and catamarans are in use across Canada. Several of these boats and their characteristics are described briefly below. Yukon River 7.9-m aluminum motor size is 125 hp o/b jet drive used on wide, shallow, and fast rivers Mackenzie River 7.3-m aluminum (Figure 4) motor size is a 205 hp inboard (i/b) used in the Mackenzie Delta and on the Mackenzie River 4

121 Figure 4(a): Mackenzie River aluminum boat Figure 4(b): Mackenzie River aluminum boat Niagara River 6.1-m aluminum motor size is twin 80 hp o/b used for the multi-measurement program on the Niagara River Fraser River 10-m catamaran with 125 hp inboard/outboard (i/o) motor used for calibrating the flow/sediment model requires boat operator and two technicians uses electric reels and #150 C weights Saskatchewan River 6.2 m catamaran with metal pontoons attached to a permanent cable across the river Boat and motor maintenance The technicians must have a basic knowledge of the operation of an outboard motor and motor trouble-shooting. Trouble-shooting may include : checking spark plugs, adjusting the carburetor, and changing propeller and starter cord. The technicians may have to repair small holes in boats, using rubber patch kits, an aluminum patch and rivet, or fibreglass. 5

122 3.1.2 Taglines and Tagline Reels Tagline ReelsTagline Reels Mark 1 tagline reel This reel (Figure 5) can be used for stringing.002 m tagged aircraft cable or Kevlar line across narrow, slow-moving streams that can be waded. The reel is not equipped with a brake or clutch system. The technicians must feed out the line very carefully to ensure that it does not whip off the reel and snag. When using a boat, the technicians must secure each end of the tagline to trees with buffalo grips or clamps. This reel (Figure 6) should be used only on narrow streams of low velocity. The techniques of generating it are similar to those of the Mark 1 reel. This reel (Figure 7) utilizes 4 mm aircraft cable. It must be securely attached to a horizontal platform or can be secured with chains to a sturdy tree. The reel is equipped with a brake, which, with practice, can make stringing easier by reducing the risk of whipping and snagging the loose cable. When paying out the cable, the handle must be removed to reduce the chance of injury. The reel is heavy and cumbersome to handle. The clutch handle and take-up crank make the reel difficult to transport and awkward to use. With Kevlar tagline this reel is not required and can be replaced with a different, more efficient type. The Flying Saucer reel (Figure 8) is suggested as a replacement for the Mark 2 reel. It is slightly larger but weighs less and is easier to transport. Its spool-and-shaft system allows many positioning options in all types of terrain. This system is especially adaptable to treeless areas where the shaft can be positioned vertically in the ground or among boulders, and the spool can be installed vertically on the shaft. (This differs from the Mark 2, which requires a special fixed platform.) The spool is made of steel and is large in diameter. The spool style is ideal for use with new synthetic material (Kevlar) tagline although the original steel spool used for steel tagline is slightly too large and heavy. An aluminum spool is also available (described below). Both types of reel are available in several sizes and can be ordered through the National Equipment Distribution Centre. Figure 5: Trolling reel Figure 6. Mark 2 northern reel Figure 7: Northern reel (spool-andshaft) Figure 8: Northern reel (aluminum spool) 6

123 This reel is similar to the northern reel (spool-and-shaft) but its spool is made of aluminum and is smaller in diameter, making the reel considerably lighter and smaller, particularly advantageous for helicopter work. This reel can handle both 2-mm aircraft cable and Kevlar line. Tagline Cables Aircraft cable (4 mm diameter) This cable, used on the Mark 2 reel, is very strong and durable. It is the heaviest cable used in hydrometric work and therefore difficult to string across wide rivers. It sinks quickly and may snag on the river bottom. Its copper distance markers make it difficult to rewind. Aircraft cable (2-mm diameter) This cable is used on the steel and aluminum spools and is strong enough to handle most hydrometric situations. However, on fast or wide rivers, the technicians may have to use outboard motors to string the cable. This cable is considerably lighter than the 4 mm cable and therefore easier to string across the river and keep out of the water. However, it may sink and snag on the river bottom. This cable has solder drops as distance markers, which makes it easy to rewind. Kevlar cable Kevlar cable is also called Braided Spectra Cable. It comes in 2-mm and 4-mm diameters. Both types are very light and therefore easy to string across the river. They do not sink or snag on the river bottom. The 2-mm cable has a relative breaking strength of 365 kg, and the 4-mm cable has one of 730 kg. Both types may stretch slightly if too much weight is applied. The cable is made of strands coated on the outside with nylon. When retrieving (i.e., winding) the tagline, the technician must be careful not to tear or rub the nylon coating on the rocks. This may damage the strands and reduce the strength of the cable. When Kevlar cable is knotted, it will break at the point of the knot (tight crimp). However, this problem can be reduced by creating knots with loops and half hitches (see Appendix A). Kevlar line must not be strung so tightly that it breaks. When a Kevlar cable breaks under tension it has a slingshot effect, snapping back from the point of the break, creating the possibility of injury to the technician. Kevlar line requires annual maintenance to protect against abrasion. This includes re-marking the distances with felt marker and waxing the outer nylon coating Metering Frames Metering frames are used to support a sounding reel and cable and act as a guide to lower a motor and weight assembly attached to the cable of the sounding reel. Metering frames are designed to support the reel and meter configuration for operation over the bridge rail, cable car support, or boat gunwale. The metering frames discussed here can all be used from boats; some can also be used from bridges and cable cars. Wooden metering frame The wooden metering frame (Figure 9) is more comfortable than other metering frame types to sit on while working. Its size is better suited for helicopter work, it is lighter than the boom type, and it has room for the meter notebook. The Mark 4 bridge frame is used on boats from 3.7 to 6.5 m long. It rests on the side gunwale and supports metering equipment that Figure 9: Mark 4 bridge frame 7

124 is suspended over the side of the boat. It is secured in position by a rope or chain attached under the middle or rear seat. Since the bridge frame is secured to the boat and the meter cable is attached to the bridge frame, it is important that a pair of wire cutters be available on the boat to cut the meter cable in case the cable or meter become snagged by floating debris or ice. The disadvantage of the bridge frame is that it is heavy and difficult to transport. This frame (shown in Figure 10) is best suited for small to medium size boats. The tubular metering frame is used primarily on small or inflatable boats. It is not suitable for helicopter work. It is light and easy to handle. The frame extends across the boat from one gunwale to another or can rest on the seat if Figure 10: Tubular metering frame the boat is too wide. In fast waters the frame may slip on the gunwales or the seat. Slippage can be reduced by placing the tubular frame over the oarlocks or by securing the frame to the gunwale support by using a small rope or bail wire. This will counteract the pressure of the stream. Technicians can sit on the boat frame to keep it in place. This frame is less comfortable to sit on than the wooden frame and it has no room for the notebook. Do not secure the frame to the boat unless necessary. The technicians must always keep the wire cutters in the boat. The tubular metering frame is Figure 11: Adjustable boom metering frame shown in Figure 11. The adjustable boom metering frame (Figure 12) has a 'T' bracket attached to the opposite gunwale with two permanent C clamps. It also has an adjustable boom of tubular steel. The boom is durable and can handle weights up to 45 kg; however, it is very heavy and uncomfortable to sit on. The frame has no room for the meter book. Technicians must be careful as the boom is secured to the boat; they must always keep the wire cutters on the boat to release the cable if caught by debris. If running ice or debris catch the cable or meter suspended from the boom, the boat could capsize. The technique of measuring flow from the bow (front) of a boat is used by Water Survey Canadian several regions across Canada. Several types of bow metering frames are used. In all cases they hold the reel, metering assembly, and tagline. While the same basic design is used in each type of bow metering frame, different specific types exist from region to region, depending on the river conditions and the types of boats in use. The bow metering frame is made of tubular steel, about 1/3 of the boat length back from the bow, and secured on both gunwales. This frame is used to mount the sounding reel. It can also be used to guide and secure the tagline. The Saskatchewan model is shown in Figure 13. The tagline cable is guided and clamped to the frame. Wire or cable cutters must be kept ready to cut the sounding cable or tagline, if required. Figure 12: Bow metering frame Figure 13: Saskatchewan-type bow metering frame 8

125 3.1.4 Sounding Reels There is a large variety of sounding reels in use. The stream width, depth and velocity of flow, and the sounding weight size are the determining factors for choosing the type of reel to use. The technician must : 1. do the maintenance of the sounding reels regularly 2. examine the cable regularly 3. replace damaged cables 4. make sure the locking pawl is fully engaged before releasing the hold on the crank handle 5. not be in contact with any moving parts, prior to operating 6. not wear loose fitting clothes, or hang stopwatches or notebooks around their neck when operating any reel (The many exposed moving parts can get tangled with these items.) 7. not engage or disengage the clutch too rapidly when using clutch-operated reels (This could damage the equipment, injure the operator, backlash or bounce the cable). The breakage of the sounding cable can damage the equipment and injure the technicians. In emergency situations, the technicians may have to cut the cable. To reduce possible backlash, the cable must be cut near the reel drum. Always use the correct size of sounding cable and hanger bar connector as given in the table below. Cables 1 /10" cable and A reel 1 /8" cable and B reel 1 /8" cable and D reel or E reel 1 /16" cable and Canfield reel Weights (lb) Connector s Use heavy connectors with cable weights over 100 lb and light connectors with other weights Distance Measuring Equipment Various types of distance measuring equipment are available for use while performing discharge measurements from boats. These are described in the following sections of this lesson package. 3.2 SAFETY AND LOGISTICS There are two types of boats used by the Water Survey of Canada : the solid hull, and the inflatable hull. Both types are usually powered by outboard motors. The Ministry of Transport has special load restrictions and recommendations regarding horsepower capacities of boat motors. These restrictions are noted on a metal plate attached to the inside rear transom of the boat. The technicians must obey them during field operations. When using the inflatable boats, the technicians must use pressure gauges supplied with the boats. The boats must be inflated to the manufacturer's recommended air pressure. Small Vessel Regulations are intended to provide the boater with standard boating safety, operational, and equipment guidelines. Under the Small Vessel Regulations, each person on the boat must wear a lifejacket or a lifesaving cushion. The latter must be approved by the Ministry of Transport and be worn at all times while in the boat. Each boat must be equipped with two paddles or two oars, rowlocks, and one bailer or one manual pump. 9

126 Boats equipped with built-in fuel tanks must carry a B1 fire extinguisher. All power driven vessels must stay out of the way of sailboats, rowboats, and canoes. The following is a list of DOs and DON'Ts of boating and boat traffic. Every technician must obey it. DO slow down when making sharp turns and in bad weather carry an anchor and a sufficient length of strong rope for anchoring; anchor only to the bow of the boat respect your boat and know its limitations head for the nearest safe anchorage or landing when a storm threatens assist any boat in distress keep the bilges of the boat clean and free of oil and gasoline. DON'T stand up or change seats in a small boat stand up when starting an outboard motor operate near swimmers or divers attempt to swim ashore if your boat capsizes; hang on to the boat until you are picked up cruise fast near small boats; this may create dangerous swells. The technician must be very careful when attaching an outboard motor to a boat : when starting the motor it must be in a straight ahead position and in neutral gear. If a motor is turned to the side and started in gear, the boat may turn suddenly and capsize. When using a tagline on streams with other boat traffic, ensure that the tagline is flagged. Always watch for boats approaching the tagline and alert them. In areas of extremely heavy traffic additional staff and boats may be required upstream and downstream of the tagline to warn boats. In areas of considerable boat traffic it is advisable to mark the tagline (once strung across the river) with a flagging material so boaters can see the tagline. Corrugated plastic is a suggested flagging material for sections with heavy boat traffic. It can be purchased at most lumberyards in 4' x 8' sheets. The material is very light, floats, and comes in a variety of bright colours. It can be cut into 1' square flags. The flags should be attached to the tagline by stove or bailing wire at sufficient intervals so that they can be noticed. The technicians must plan each trip. They must develop a trip and equipment checklist. Additional information on the field trip logistics is discussed in Lesson Package No

127 Trip Check List (Measurement by boat) Category Item Service equipment outboard motor, meters, sounding reel, beeper, vehicle, electronic distance measuring device or sextant Equipment boat motor, gas tank/fuel, paddles, bailer, spare parts, life vests, rope, anchor surveyor's level, tripod, and rods meters (2), beepers(2), stopwatches (2), ratings tables, notebook sounding reel, boat frame, sounding weights, hanger bars tagline reel, rod, rebar brake, tie-back ropes wire cutters, knife, bailing/snare wire first aid kit, fire extinguisher. Procedure file travel plan with supervisor check river conditions upstream and downstream run levels service gauge assemble equipment and meter compute measurement and plot check gauge dismantle equipment and tagline. 3.3 MEASUREMENT PROCEDURES USING PORTABLE TAGLINES Obtaining discharge measurements by boat requires, in most instances, the use of a tagline (graduated marked cable or line) secured across the river or stream. The stringing of a tagline is an operation that requires skill, coordination, and caution. Not only are there potential hazards during this operation, but the fact that this is most often carried out at remote locations adds to the seriousness of any accident. TAKE CARE! The tagline is strung only for the duration of the discharge measurement. It must be removed afterwards. The tagline is a metal cable that may range in diameter from 1.5 mm to 4.5 mm. It may also be a Kevlar line, 2.0 mm or 4.0 mm in diameter. Tagline stringing is usually carried out with the reel mounted on the shore. Occasionally, the reel may be positioned on the boat. A reel located in the boat is usually a small-diameter metal reel (0.3 m) that is held using a stick or screwdriver acting as the shaft between both hands. DO NOT secure the reel to the boat. In case of trouble (cable snagging on river bottom or tangled on reel), jettison the reel and cable immediately. The equipment can usually be retrieved afterwards Selecting the Metering Section The shore lines at the metering section should be deep enough for the boat to reach the banks without grounding 11

128 the motor. Both banks should be free of debris and boulders to permit the boat to be beached under power. The banks should be high and should have trees, boulders or pre-positioned pins to secure the tagline. If one shore is shallow, the technician should pay out the line from the shallow side and beach at the side to reduce the chance of damaging the boat's motor when beaching. The metering section should be straight with smooth, fast river flow. Avoid back-flow areas, standing waves or turbulent flow, angular flow, islands, sand bars, or boulder areas. You should have sufficient safe distance downstream to allow for recovering control if a tagline breaks, the motor stalls, or the meter is snagged Assembling the Equipment When the technicians arrive at the station, and before taking a discharge measurement from the boat, they must : obtain and record water level check and service water level gauge check river conditions upstream, downstream, and within the section. Look for debris or ice flows, bank scouring or filling, flow conditions (high velocities, turbulence) and any artificial restrictions, e.g., ice jams, debris, beaver dams. Preparing boat and boat equipment The technicians must : 1. prepare the boat for launching from the trailer, unload boat from the vehicle roof rack, or inflate and assemble an inflatable boat; 2. attach outboard motor to the boat with chain or rope; 3. attach hose from gas tank (filled with correct gas/oil mixture) to o/b and ensure that the air vent is open; 4. load the remaining boat equipment : paddles (2), bail can, tools/parts, bow and stern ropes, life vests. If boat exceeds 5.0 m, add flares and fire extinguisher; 5. launch boat; and 6. secure the boat to the shoreline or dock. The tagline reel must be mounted on the bank of the river as high as possible. The method of mounting and securing the reel depends on the type of reel used and shoreline conditions (trees, rocks, barrier). On the opposite bank from the reel there should be a tree, boulder, or pin in bedrock for the cable. On wide rivers an anchoring cable or rope, attached to a tree or boulders, should be carefully laid out to the shore. A cable gripper or hook should be fitted to the end of the anchoring cable to allow for a quick easy method of attaching the tagline securely when strung across the river Stringing the Tagline A great deal of care and expertise is required to string a tagline safely and efficiently. The hazards associated with the stringing of taglines increase with stream width, current velocity, and channel topography. The boat must be uncluttered during the tagline stringing operation. When stringing the tagline, the technician must keep as much of the cable out of the water as is possible. This not only reduces the downstream drag on the cable but also eliminates the possibility of snagging the cable on the stream bottom. However, DO NOT stand in the boat in order to get the cable higher out of the water! This causes 12

129 a greater risk of being thrown out of the boat from a sudden snagging of the tagline or movement of the boat. The next step is to run the cable across the river. Three people are normally required for this operation. 1. One person remains on shore and controls the reel and the rate at which the cable is payed out. 2. The second person operates the boat. 3. The third person handles the cable, anchors the boat, if necessary, when reaching the far shore, and connects the tagline to the anchor cable, a tree, or anchor pin. Where the river spans are not too wide, small-diameter cable may be used. During the crossing, this cable can be hand held by a metal ring fitted to the end of the tagline. DO NOT secure the tagline to the boat while stringing it. In order to string the tagline properly the technician must maintain steady speed of the boat while crossing the river. The boat should cross the river at an angle (Figure 14). This compensates for the downstream effect of flow on the boat and results in a perpendicular crossing of the river at the desired location. The tagline must be carefully payed out from the reel. The person holding the end of the tagline in the boat must be prepared to drop the ring the moment any difficulty is encountered. The tagline can be retrieved and another attempt can be made to get it across the river. A pair of good wire cutters must be kept on the boat to cut the cable if it becomes snagged or caught around the motor. When the opposite shore is reached, the technician must slip the cable onto the hook or gripper attached to the anchor cable. Stringing the tagline is a systematic technique which requires adequate preparation and teamwork. On wide rivers or rivers with great flow velocities, a larger diameter cable must be used. It may be difficult to string it as the pull on the cable may be too great for a person to keep hold of it. Therefore, the technician may need additional help. If this is the case, the following two methods are suggested : 1. Wrap the cable around a paddle or tree branch about 1/3 of the distance from the bottom. The Figure 14: Position of the boat when stringing the tagline technician responsible for the cable should then place the paddle or branch with the lower third against the front side of the seat at about midships, offset to one side away from the driver. As the boat moves across the stream, hold the upper end of the paddle (branch) while the lower end takes most of the pressure against the seat. In case of an emergency (cable snagging), jettison both the cable and paddle sideways out of the boat to ensure the boatman is not struck with the paddle. 2. If the boat is equipped with a frame for metering off the front (bow) of the boat, the frame support at midships can be used to help string the tagline. All metering equipment including the sounding reel must be kept out of the boat while the cable is strung. The technician responsible for the cable gathers a small coil of tagline (2 3 m) into the boat. Doubling the tagline, the technician makes one wrap around the metering frame at midships so that the end held by the technician will bind on the tagline coming from the tagline reel as the boat crosses the stream. Once the boat reaches the far shore, the excess tagline coiled in the boat can be used to secure the tagline on the shore before releasing the loop on the boat frame. Both shores must have good beaching areas. Good tiedowns for the tagline (tree, rope, clip, etc.) should be prepared prior to stringing the line. If the tagline is snagged while stringing, the technician can release the grip. The tagline will flip off the boat frame, releasing the boat from the tagline. 13

130 When using either method, ensure that the tagline is on the upstream and reel (payout) side of the boat to allow safe jettison of the cable without hurting the boatman Positioning the Boat by Tagline The following are methods used to move a boat across the section and hold it on the tagline vertically. 1. Using a tagline guide, the technician taking the measurement moves the boat along the tagline and secures the boat to the tagline at each vertical. This method is suitable only for the cable tagline. New Kevlar taglines will not withstand the wear and pressure of the tagline guide. 2. The technician sits in the front seat facing upstream or downstream. She or he holds the tagline with hands one meter apart. The pressure of the boat and current is against the hands. The technician moves the boat from one marked vertical to another. The technician can maintain the boat perpendicular to the tagline by pulling and pushing the tagline. If current or wind is too strong, the outboard motor can be used to help keep the boat on the tagline and reduce pressure on it. 3. The technician holds the tagline and pulls the boat along it, from vertical to vertical, moving the boat to the desired station. The outboard motor can also be used to move the boat from vertical to vertical. Care is required when using the motor so as not to overshoot the station, causing too much side pull against the boat or the technician holding the tagline, or to overpower the current, causing upstream stress on the tagline Preparing the Metering Equipment Aside from the metering frames especially manufactured to fit the various types of boats, the sounding and metering equipment required for a boat measurement is the same as that used for bridge and cableway measurements. There are numerous methods of attaching the different boat frames to different types of boats. Two basic methods are : 1. Positioning the boat frame over the side of the boat (Figure 15). This is considered to be the easiest and safest method and is used with cable weights up to 100 lb. The boat frame is positioned from the middle of the boat depending on boat size, river conditions, and number of technicians required in the boat. The technician sits across the boat frame to hold it in place. The frame should not be secured to the boat. This will allow for quick jettison of the frame if it is caught by debris or ice. The boat frame may require being secured to the boat due Figure 15: Side-metering boat measurement system to strong currents moving the frame off line, or the technician may have to operate the boat motor as well as the metering equipment. If the boat frame is secured to the boat by rope or chain/clip under the seat or clamped to the gunwale, a pair of wire cutters or sharp knife must be available on the boat to cut the sounding weight wire or rope if required. This side position allows the meter assembly to be attached easily over the frame pulley. One technician should counterbalance the opposite side of the boat while the weight and meter are being positioned. The technician sitting closer to the meter can easily record zero depth, angular flow, and wetline correction. There is better access to the meter if it is caught by running ice or debris. This system also keeps weight to 14

131 the rear of the boat allowing the bow to be manoeuvred freely. 2. Positioning the boat frame over the bow of the boat (Figure 16). This method usually applies a metering frame and tagline guide as one piece of equipment. The boat frame is secured to the boat on both gunwales and at the bow with a separate sounding cable guide. The tagline guide is equipped with guide sheaves and a clamp arrangement at each end to attach the boat to the tagline. This allows the technician to slide the boat along the tagline from one vertical to another and secure (hold) the boat for inspection. A quick release on the guide allows the tagline to be released quickly, if required. Adequate cable cutters must be available on the boat to cut the sounding cable or tagline cable if required. Figure 16: Bow-metering boat measurement system The position of the metering frame allows the technician to face upstream, making it easier to watch for running ice or debris. This system works well on large boats, over 5.0 m in length, and it can be adapted to smaller boats on streams with slow to moderate velocities. In fast or turbulent waters, this method may cause excess weight in the bow of the boat, which could result in inaccurate readings and could make the boat difficult to control. The sounding reel, meter and weight assembly are assembled and prepared for metering in the same fashion as described in Lesson Packages 10.4 Measurement of Discharge at Cableways and 10.5 Measurement of Discharge at Bridges Metering Basic metering techniques are discussed in Lesson Packages 10.4 and The following techniques are specific to boat measurements : Method of zeroing the meter : the boat must be levelled in the water when the technician leans over the side to zero the meter. This can be done by having the other technician in the boat lean towards the opposite side of the boat while the technician zeros the meter at water surface. Obtaining total depth (sounding) : taking angles and wetline correction are similar to the methods used during cableway and bridge measurements. Wave action may cause inaccurate sounding results. The boat motor can be used to reduce the pressure on the tagline. Keep the boat on line, move from vertical to vertical, and dodge debris or ice flows. The side mount method of metering allows the technician to meter and operate the motor at the same time. If a larger boat is used in fast or high water situations, an additional boatman may be required to keep the boat on the tagline. When the technician at the bow is holding the tagline, the technician metering must watch for ice flows or debris and keep the boat parallel to the flow and perpendicular to the tagline. Usually the person sitting in the front and holding the tagline records the meter notes. In fast or turbulent flows or in strong side winds, the front person should only operate the tagline, the metering tagline will keep the meter notes. If the weight catches on the bottom of the stream, move the boat upstream and try to dislodge the weight. Be careful not to broach the boat. Cut the line if unable to release it safely. 15

132 3.3.7 Retrieving the Tagline After taking the measurement, the tagline must be removed. Before removing the tagline, the following procedures should be followed : Beach or dock the boat, compute the measurement, and plot on the stage-discharge curve before dismantling the equipment. A second measurement or verification of specific verticals may be required. Before removing the tagline, remove the meter assembly from the boat frame, secure the meter cups on the pivot, and dismantle and remove all metering and boat frame equipment from the boat. There are numerous ways to dismantle the tagline. Four suggested methods are : 1. If there is a third person on the reel side of the river, those in the boat on the far shore can release the line. While the third person is retrieving the line, those in the boat can load the meter assembly into the boat and return to the reel side of the river. 2. If there are only two people, one person stays on the shore. The other person loads the meter assembly into the boat and returns to the reel (initial) bank. When the first person releases the cable, the person on the reel bank retrieves it and then returns to the opposite shore and picks up the second person. 3. If there are only two people, both can return to the initial bank. They drop off the equipment and one person. The other person returns to the far shore, releases the cable, and returns to the initial bank while the tagline is being retrieved by the first person. 4. This method involves three people. It is used on very wide rivers which require wire taglines. The procedure is similar to #1 except that the technicians in the boat retrieve the free end of the tagline hand over hand into the bow of the boat while the third technician retrieves the tagline at the reel end. When the boat arrives on the reel shore, it is beached. DO NOT throw the cable onto the shore as it may tangle. Leave the cable in the boat and feed out as it is wrapped onto the reel. This method is easier than reeling in the total length through the water. It reduces the chance of the tagline snagging on the river bottom. This method is not practised with the new Kevlar tagline. The following procedure should be used if the tagline becomes snagged on the river bottom : With one person on the tagline reel, one or two people in the boat follow the tagline to the point of snag. With some slack line from the reel move the boat downstream, upstream, or across river to release the snag. Do not apply too much pressure to the line. Do not release the line too quickly or you may fall overboard or swamp the boat. If conditions are dangerous such as flowing ice, waves, or very high velocities, follow the tagline to the snag and cut it. Retrieve the remaining tagline and restring it. 3.4 MEASUREMENT PROCEDURES USING FIXED TAGLINES The permanent tagline is usually a heavier cable installed permanently during the construction of the station. It may also be erected during winter months when it can be hauled across the ice surface. The cable must be mounted high on towers located on both banks to allow boat traffic to move freely under it. The towers are equipped with a pulley system to raise and lower the cable. The tagline may be lowered to the desired height and secured in position on each tower. A secondary cable with marker cones is permanently strung across the section above the tagline. The tagline may also be installed on pins in the bedrock. The boat or catamaran is attached to the cable by a pulley guide system similar to that described in Section It can be moved horizontally along the tagline by steering 16

133 the boat with the motor. At the location of measurement the boat is positioned into the current and clamped to the tagline by the guide brake. The boatman watches for debris and boat traffic while the technician takes the measurement. This system is generally used on wide rivers which require the use of large boats or catamarans. It is suitable for using heavy equipment for hydrometric, sediment, and water quality work. 3.5 MEASUREMENT PROCEDURES WITHOUT TAGLINES (BY INSTRUMENT) There are some rivers and conditions under which the stringing of a temporary tagline or use of a permanent tagline is not feasible. Very wide rivers and heavy traffic sections are two such conditions. To obtain measurements under these conditions distance-finding instruments must be used. There are four basic methods of taking measurements by instruments. Electronic distance measuring (EDM) is a recommended method. The other methods use transit, sextant, and the pivot point. In addition, a discharge measurement may be obtained using the moving-boat method (to be discussed in a special lesson package) Boat Positioning Electronic Distance Measurement Method The electronic distance measurement (EDM) method is the preferred one. It is faster, requires fewer people, and generally produces more accurate results. Detailed information on the instrument specifications and basic operation can be found in appropriate EDM instrument manuals. The following points summarize this procedure : This method uses an electronic distance measuring device to position the boat at the desired vertical across the section of the river. Within the section, the technician must set up alignment targets on each bank of the river as shown in Figure 17. Set the 'slave' unit (the part of the EDM instrument not operated by the technician) of the EDM system on one bank of the section. The slave unit is then aimed at alignment targets located on the other bank. The 'master' unit of the EDM system (the part operated by the technician) is placed in the boat, then connected to a 12-volt DC power source, and tuned to the same frequency as the slave. To start the measurement, move the boat to the bank with the slave unit and record the distance from slave to master as indicated on the control unit in the boat. Then proceed across the section holding the boat in position at each desired vertical. Take the flow measurements. The last distance recording should be taken at the bank with the alignment targets. Figure 17: Electronic distance measuring procedure The measurement can be taken by two or three technicians. One technician operates the motor, maintains alignment with the targets, and monitors the EDM equipment for distance. The second technician takes the flow measurement and records the field notes. The third technician places the anchor (if used to hold boat on line) and watches for debris. Most boat measurements are taken without anchoring. The interval distance and alignment on the section are maintained by using the motor and river velocity. 17

134 If EDM equipment is not available the following three methods could be used to obtain a flow measurement Boat Positioning Transit Method After a cross section has been selected, erect two or more targets on an extension of the section line on one bank of the river. They must be easily seen and matched from any point on the cross section. Also, they must be spaced a suitable distance apart so that accurate alignment of the boat can be achieved. On rivers with steep banks it may be necessary to erect a series of targets to accomplish this. Select and chain a base line (Figure 18) either upstream or downstream from the cross section. The length of the base line should be at least half that of the length of the cross section. Install a hub at the end of the base line upstream or downstream from the cross section. From this position, the angles of intersection with the cross section will be not less than 25 degrees. Set up a transit at this location. The transit will be used to position the boat at selected points along the cross section. Figure 18: Transit method The boat crew, with instructions from the instrument man and crew, manoeuvre the boat to the selected point on the cross section by sighting on the alignment targets. The instrument man and the boat crew usually communicate by radio but sometimes by prearranged hand signals. The boat should be positioned by steering and using the thrust of the motor to hold it on line. This will eliminate the need for anchoring, which is time consuming and hazardous. This technique can also be used with the pivot method (discussed below) and in some instances with the sextant method Boat Positioning Pivot Method This method can be used with targets and a bridge or other structure that spans the river near the cross section. It can also be used with a series of targets positioned on shore (Figure 19). The cross section alignment targets are installed in the same manner as the transit method. Next, select a pivot point on the shore. The point may be located in front of or behind the structure spanning the river. It must be far enough from the structure so that it does not cause any sighting errors. Determine the width of the river at the cross section by stadia, triangulation, or chaining, or electronically. From the one shore of the cross section, sight on the Figure 19: Pivot method pivot target and the structure. Mark the structure at this point. Repeat this process from the other shore. Then, determine the number of measuring verticals required, divide and mark these distances on the structure accordingly. During a discharge measurement the boat is kept on the cross section by using the alignment targets on the shore. It is positioned for each vertical by sighting on the pivot target and the marked structure. 18

135 3.5.4 Boat Positioning Sextant Method Section alignment targets and a base line must be established in the same way as in the transit method. Install a control target directly over the hub at the end of the base line. The base line must be of sufficient length to produce sextant angles greater than 25 degrees. If the angles are smaller, the measurement results will not be accurate. Also, install a set of targets on the opposite shore to avoid the need to observe angles over short distances, another potential source for inaccuracy. Aim the control targets so that they face the mid-point of the cross section and are readily seen from any point on the section. It is more convenient to locate the control targets upstream from the cross section but they can also be located downstream. Determine the distance from the initial point to the water's edge by sighting on the targets mounted on the far shore. Set the predetermined angle for the first observation vertical on the sextant. Move the boat along the section. Check the progress of the boat with the sextant, and as the targets coincide, move the boat upstream and drop the anchor. Then let the boat drift back onto the cross section. Make another observation with the sextant and record the reading. If this reading shows that the boat is within a few feet of the predetermined position, proceed with the sounding and velocity observations. As the measurement progresses past the mid-point of the cross section, sight on the other control and alignment targets until the measurement has been completed. You can achieve higher accuracy if you observe the targets from a greater distance. Use of the Sextant. Tables 1 and 2 show the results of some field tests and indicate the accuracies of positioning the boat using the sextant method. Different people reading a set angle on the particular sextant obtain slightly different readings. This happens because of the parallax between the sextant vernier scale and its index marker. The largest difference recorded was approximately 0 03'. For the calculations in Tables 1 and 2 a setting and reading error of +0 03' was used. A field test conducted by two persons over a triangular course indicated that a combined reading and setting error is not likely to exceed 03' even under poor conditions. It can be seen from Tables 1 and 2 that sextant angles should be greater than 25 degrees. Positioning Boat by Sextant Table 1 (base line is m long and perpendicular to the cross section) Angle measured with sextant on boat Distance from target at end of cross section Error of +0 03' gives error distance of 63 26'06" 45 00'00" 33 41'24" 26 33'54" 21 48'05" 19 01'32" m m m m m m m m m m m m 19

136 For other base line lengths the error is proportional. Table 2 (base line is m long and perpendicular to the cross section) Angle measured with sextant on boat Distance from target at end of cross section Error of +0 03' gives distance error of 95 00' 85 00' 75 00' 65 00' 55 00' 45 00' 35 00' 25 00' 20 00' m m m m m m m m m m m m m m m m m m Moving-Boat Method The moving-boat method for stream flow measurements was designed for : very wide rivers, heavy boat traffic areas, flood conditions, or heavy ice, or debris flow conditions. This method for metering is provided under a specialized training program. Moving-boat streamflow measurements are made by traversing a river by boat along a preselected path normal to the current. Two persons are required to take a measurement : a boat operator and an instrument operator. The combined river and boat velocities and channel geometry are recorded. The combined river and boat velocities are then separated vectorally by the moving-boat computer equipment. Data are compiled along preselected segments to produce an average river velocity and a segment width. The average velocity, width, and average depth for each segment are then combined to produce a segment discharge. This discharge is totalled and corrected for width and mean velocity to produce a total river discharge. This method of metering is taught in a specialized course and is fully described in Environment Canada (1985). 20

137 3.6 SPECIAL CONDITIONS Measurements from a boat may also be required occasionally due to unusual conditions. These could include extreme flooding in areas where bridge, cableway, or wading measurements are normally taken rating programs for specific projects (hydro or diversion studies) high-water spring field camp studies for extended periods of time in remote or semi-remote areas stringing taglines using one man in boat Note indirect or special methods of measurements from boats will be presented by specialized instructors. 21

138 4.0 FIELD INSTRUCTION 4.1 EQUIPMENT AND LOGISTICS Before leaving on a field trip, the field officer should develop an equipment check list. Considerable thought should be given to logistics such as : mode of transportation (aircraft, helicopter, vehicle) time required emergency supplies the filing of travel plans sufficient staff to do the job (additional help may have to be arranged) lodging and food (if required) road and weather conditions 4.2 SAFETY CONSIDERATIONS Review all safety items mentioned in the classroom instruction. Additional experienced staff may be needed to ensure safe field training. Stop at each segment of the field training and discuss safety considerations for that aspect of the work. 4.3 HANDS-ON TRAINING 1. Demonstrate how each piece of equipment fits together and operates. 2. Explain safety features, including the emergency shut-off on o/b motor, and care required for special instruments, e.g., meter, stopwatch, beeper, level. 3. Dismantle and have the participant reassemble equipment and describe the process. Practise with the technicians how to start the outboard motor, handle the boat in different conditions such as waves, fine chop, strong current, back flow, rapids, and shallow areas. Also, practise launching and beaching techniques. WEAR APPROVED FLOTATION DEVICES IN THE BOAT AT ALL TIMES. When the technicians become familiar and comfortable with handling a boat, they should practise different methods of stringing a tagline and handling different operations, e.g., controlling the reel, holding the lead-end of the tagline, driving the boat, and retrieving the tagline. Each participant should describe all the actions taken such as : selecting the metering section, stringing the tagline, preparing equipment, and metering. 22

139 Practise metering and manoeuvring the boat : with motor off and out of water with motor off and in water with motor on in water and in gear Simulate as many river conditions as possible by moving the section upstream or downstream into faster or slower flow, turbulent areas, and areas with back flow. Additional time will be required to demonstrate and practise techniques throughout the open water season, as conditions and locations dictate. All items discussed in the classroom will be systematically discussed, demonstrated, and practised in the field. 23

140 5.0 SUMMARY I. This lesson package prepares the participant for measuring the stream flow from a boat. II. III. IV. Measurement techniques and terminology explained in Lesson Packages 10.1 to 10.5 are reviewed. Specialized equipment used to obtain flow measurements, the use and operation of a variety of boats and motors, site selection, and metering techniques are discussed, demonstrated, and practised. Considerable time is spent on safety procedures around water, in operating boats, stringing taglines, and metering. V. A good concept of how to position a boat for flow measurement without a tagline is important but may not be applicable for field training in certain areas and logistical planning should be reviewed. Continued field training is required so that the technician becomes fully proficient. 24

141 6.0 MANUALS AND REFERENCES 6.1 FIELD MANUALS Environment Canada (1985), Hydrometric Field Manual Flow Measurement Method Automated Moving Boat Measurement System, Inland Waters Directorate, Water Resources Branch, Ottawa. Terzi, R.A. (1981), Hydrometric Field Manual Measurement of Streamflow, Water Resources Branch, Inland Waters Directorate, Environment Canada, Ottawa. 6.2 REFERENCES Holinshead, P. (1983), Manual of Tricks of the Trade, Water Resources Branch, Inland Waters Directorate, Environment Canada, Calgary. Rantz, S.E. et al. (1982), Measurement and Computation of Streamflow: Vol. 1, Measurement of Stage and Discharge, U.S. Geol. Survey Water Supply Paper Transport Canada, Canadian Coast Guard (1986), Safe Boating Guide, Ottawa. Water Survey of Canada (1989), Hydrometric Equipment Handbook, Inland Waters Directorate, Environment Canada, Ottawa. 25

142 APPENDIX A: BENDS, HITCHES, AND SPLICING (FROM HOLINSHEAD, 1983) Figure 22: Clove Hitch Figure 20: Half Hitch Figure 21: Timber Hitch Figure 23: Rolling Hitch Figure 26: Midshipman's Hitch Figure 24: Round Turn and Two Half Hitches Figure 25: Blackwall and Double Blackwall Hitches Figure 27: Reef Knot 26

143 Figure 29: Sheepshank Knot Figure 28: Bowline Knots Figure 30: Complete Hitch Figure 32: Rope Splicing Figure 31: Complete Hitch 27

144 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No Discharge Measurements (Equipment and Procedures) Measurements From Ice Cover Scott McDonald Water Survey of Canada Environment Canada Post Office Building Box 2970 Yellowknife, NWT Canada X1A 2R2

145 Copyright All rights reserved. Aussi disponible en français

146 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES DESCRIPTION OF EQUIPMENT SAFETY AND LOGISTICS EQUIPMENT AND CLOTHING TYPES OF ICE ICE SAFETY LOGISTICS SELECTION OF METERING SECTION DRILLING HOLES MEASUREMENT TECHNIQUES HOW TO ASSEMBLE EQUIPMENT METERING PROCEDURES ENDING MEASUREMENT SPECIAL CONDITIONS FIELD INSTRUCTION EQUIPMENT AND LOGISTICS SAFETY CONSIDERATIONS HANDS-ON TRAINING SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES iii

147 1.0 PURPOSE AND BACKGROUND Stream discharge data are collected during the winter period at many locations throughout Canada. Since most rivers will be either partially or completely ice-covered during this period, the technicians must learn the proper procedures for conducting discharge measurements from an ice surface. They must understand and effectively handle the problems associated with performing these measurements. This Lesson Package ensures that accurate measurements will be made to meet National Standards. At the same time the information provided here will reduce the inherent dangers of measuring from ice cover. This Lesson Package is one of a series of courses which discuss the techniques of obtaining discharge measurements. Sessions on the theory of discharge measurement and current meters normally precede this package. A general knowledge of Water Survey of Canada instrumentation and surveying practices would also be beneficial prior to this training. The ice measurement techniques discussed in this Lesson Package are used across Canada. Techniques may vary from region to region depending on stream conditions and preferences. 1

148 2.0 OBJECTIVES This Lesson Package has been designed to instruct the new technician in procedures used : to obtain a discharge measurement from an ice surface, and to document the results of this measurement. At the end of this session, the technician will be able to : 1. List the equipment needed to make measurements from ice cover. 2. Assemble, operate and maintain the equipment safely. 3. Describe procedures for ensuring personal safety for ice and cold weather conditions. 4. Describe procedures for obtaining readings safely and accurately. 5. Describe procedures for ensuring the accuracy of data obtained under cold weather conditions. 6. Prepare concise, reliable field notes. 2

149 3.0 DESCRIPTION OF EQUIPMENT This section describes various configurations of equipment used by Water Survey of Canada technicians to obtain discharge measurements from ice cover. Figure 1 illustrates the typical ice drill used by Water Survey of Canada. The Stihl No. 8 powerhead with No one-man ice auger attachment is the standard power head and gear drive. Consult the owner's manual for operating and maintenance instructions. The auger flighting is available in varying lengths (Figure 2). Auger flighting can be obtained through the National Equipment Distribution Centre (NEDC) of Environment Canada in Ottawa. Two models of auger cutting heads are available : 1. The Brolin cutting head has fixed teeth and point. The teeth may be composed of tungsten-carbide. Although this cutting head is very efficient, it dulls quickly on rocks and is difficult to sharpen in the field. 2. The second model of auger cutting head features changeable teeth and point. It is very efficient but the head can bind in the hole, if not aligned correctly. The teeth are easy to change in the field but chip easily if they strike rocks. Both styles are shown in Figure 3. Figure 1: Stihl ice drill power head and auger attachment Figure 2.: Auger flighting Figure 3: The Brolin cutting head (in blue) and Auger head with changeable teeth Various types of hand ice augers are available. They are useful when the technician requires a single hole to obtain water levels. These ice augers will drill a hole approximately 20 cm in diameter. Ice chisels (Figures 4 and 5) are used for : testing ice thickness, cutting away ice along an open water edge, cutting single holes for water levels, cutting holes for measurement purposes if the ice is thin enough, and for cutting larger holes in the ice if the auger breaks down. 3

150 Figure 5: Ice chisel and needle bar (cutting edge) Figure 4: Ice chisel and needle bar (full view) Several styles of ice chisels are available. The blades vary from 8 mm to 12 mm wide and may have solid steel, wood or tabular handles in varying lengths. The wooden or tabular handles require additional weight near the blade. An ice chisel developed by M. Alford (formerly with Water Survey of Canada in Whitehorse) has been used effectively. This chisel is bevelled with cutting edges on the blade and sides. The technician may also use a needle bar (Figures 4 and 5) for cutting single holes for water levels, or for breaking away ice along an open water edge. It is a solid steel bar with a three-sided cutting edge tapered to a fine point. The technician may require slush penetrators (Figure 6), ice sticks(figure 7) or a combined slush remover and ice stick (Figures 8 and 9) when performing discharge measurements from an ice cover. Use a slush penetrator to clear a path through slush formed beneath a hole drilled through the ice. This hole provides an opening for a current meter. Use an ice stick to measure the depth of ice below the water surface. The combined slush remover and ice stick performs both functions. The slush characteristics as well as seasonal preference will determine which equipment you use in the field. Figure 6. Slush penetrator Figure 7: Ice sticks Figure 8: Combined slush remover and ice stick Figure 9: Slush remover in use 4

151 The winter rod set (ice rods) (Figure 10) is used to obtain soundings from ice cover and to hold a winter current meter in place for measuring the velocity of water flowing under the ice. Figure 11 shows a modification of the basic rod set, which is easier to dismantle. The winter rod set also consists of a base or foot (Figure 12) which prevents damage to the winter meter while it is being lowered and raised through the ice. It also keeps the meter above the stream bed in shallow streams. The base material is either bronze or aluminum. Note that aluminum breaks easily. Figure 13 illustrates the winter rod assembly. For easy dismantling, use clevis pins to hold the rods together. Use the ring section of the clevis to hold the contact cable and indicate the position of the meter under water. Drill holes in the rod so that the ring section of the clevis points upstream when the meter is attached. Figure 10: Winter rods Figure 11: Modified winter rod Figure 12: Winter rod with bronze base Wading rods may occasionally be used to obtain discharge measurements during winter periods. Lesson Package 10.3 fully describes this equipment. The handline (Figures 14, 15 and 16) is a lightweight meter suspension system. The technician uses the handline for obtaining discharge measurements where it is necessary to walk long distances to a metering section or where the use of a winter rod assembly is not practical. A Kevlar handline with insulated electrical wire is now available from NEDC (Figure 17). Several regions use the metering sled or hotbox (Figures 18, 19, and 20). This piece of winter measuring equipment prevents the meter from freezing during transportation from one hole to another. A small catalytic or propane radiant heater and tank heats the hotbox. When working with propane gas, use caution. 5 Figure 13: Winter rod assembled and ready for use

152 Figure 14.: Handline meter suspension equipment Figure 15: Handline showing attachment of weight and meter Figure 16: Handline ready for measurement Figure 17: Kevlar handline with weight and meter A sounding reel, such as the A-55, is used in conjunction with the hotbox to obtain discharge measurements during winter periods. Lesson Package 10.4 fully describes this equipment. Figure 18: 19: Metering sled full with view door open to hotbox area Figure 20: Hotbox showing insulation and catalytic heater Various types of sounding weights have been designed for 6

153 use during winter measurements. These include : the Slush-n-All weight assembly (Figure 21), the pancake weight assembly (Figure 22), and the tear drop NACA design (Figure 15). The Hydrometric Equipment Handbook describes the application each type of weight. The standard winter meter used by Water Survey of Canada is illustrated in Figure 23. This meter has a metal rotor and a boss at the top of the yoke so that it can be readily attached to the winter rod set. A solid plastic rotor has also been designed and is currently being evaluated as an operational replacement for the standard metal rotor; it responds better to low velocities and is less susceptible to ice and slush buildup. Figure 24 illustrates the solid rotor. The technician may require various non-hydrometric equipment items when performing discharge measurements from an ice cover. These include : 1. a safety rope and harness, 2. radio telephone, 3. snowmachine, 4. snow shoes, 5. skis and toboggans, 6. specialized winter clothing. The following section discusses these items in more detail from the safety viewpoint. Figure 21: Slush-N-All weight assembly Figure 22: Pancake winter weight assembly and case Figure 23: Metal rotor meter 7 Figure 24: Solid plastic rotor meter

154 4.0 SAFETY AND LOGISTICS 4.1 EQUIPMENT AND CLOTHING When testing ice, the lead technician should use a safety rope and harness secured to another technician, who stands a safe distance back (approximately 30 m). For most hazardous situations involving both ice and open water, use this rope as a safety line. Radio telephones or radios must be made available when required. Verify the proper operation of these devices prior to a field trip. Snow shoes, cross-country skis, snowmachines and toboggans will often be required during winter work. The technician should be familiar with the use and maintenance of this equipment. Take care when operating ice augers. Do not wear loose clothing around moving parts. When starting the auger, keep clear of the auger shaft and cutting head. When drilling, do not overextend your reach. The technician should also be aware of power head 'kick-back'. Although each region has different clothing requirements depending on climatic conditions, here are some basic 'rules of thumb'. Use the layered method whenever possible. You can easily remove layers of clothing to prevent overheating and perspiration when travelling in a vehicle or when performing strenuous exercise (drilling holes, moving equipment or walking long distances). Similarly, add more clothing if the temperature drops, the wind increases, or if the work is less strenuous (i.e. taking meter notes or levelling). In cold weather it is important to stay warm and dry. When taking a measurement or drilling holes while working in slush or on a flooded ice surface, make sure you have the following: cold weather boots sprayed, if necessary, with Aerosol Fillers Inc., or insulated waterproof boots, rain pants, spare liners for winter boots, rubber insulated gloves and wool mitts. To help keep your body dry, wear inner garments or underclothing that absorbs perspiration. Since pure wool retains insulation and warmth when wet, it is excellent for mitts, underwear and pants. 'Down' Fill and 'Holo-Fill' clothing is less satisfactory. Clothing with 'Down' Fill is warm when dry. However, once it is wet, it has no insulation value. By contrast, 'Holo-Fill' material retains over 50 percent of its insulation value when wet. Gortex material (jacket, wind pants) is recommended for overwear. The material protects against wind, repells water well and is capable of breathing (allowing warm moisture from the body to escape). Avoid denim material (jeans) as winter clothing. It has very poor insulation value and is very heavy when wet. Note : The technician must always have a first aid kit and survival kit with him. 4.2 TYPES OF ICE When working on or around ice, the technician must know the types of ice and their strength characteristics. This section describes the types of ice that the technician may encounter. Blue ice results from good freezing conditions. It is usually the safest ice to work on because weak spots are easily identified. Slush or white ice results from freezing during snow fall or where water is sucked up by snow on top of the ice and freezes. It is not as solid as blue ice. Use caution when working on this type of ice as weak spots are difficult to identify. 8

155 Candled ice is found during the spring period. Thermal heating of the ice causes weakness and decay in vertical channels through the ice layer. This results in long 'candled' ice. Once the decay continues through the entire ice layer, the water surface rises up through the candled ice giving the ice surface a dark 'Black ice' appearance. Since it has absorbed water the candled ice loses its cohesive strength and becomes dangerous. The field officer should avoid this type of ice. Black ice occurs in the spring when water seeps up through candled ice. The ice has a very dark appearance. It is very dangerous and unstable, KEEP OFF. River Ice usually has varying thickness due to flow underneath. Use caution when snow is present on the ice surface because snow insulates the ice from the cold and produces thinner ice. Be aware that snow banks along the shore may often have no ice underneath (snow bridge). The technician should also note that cave ins may occur when the water level drops leaving hanging ice layers (bridged ice). Lake ice is usually more uniform in thickness. However, lake currents may cause weak spots in narrows or between islands. Multi layer ice results when water flows over a previously formed ice cover, then freezes to form a second ice layer. These ice conditions can be quite dangerous to travel across and should be avoided by operators of vehicles and aircraft. 4.3 ICE SAFETY The field officer must exercise common sense when walking across an ice-covered stream. Since the ice is subject to continuing change, it must be carefully tested before attempting any measurement. A fresh fall of snow will often cover areas that you would normally recognize as hazardous. The best method for testing the safety of ice cover is to use an ice chisel. As you cross the section, strike the ice a solid blow every few paces. If there is any doubt about the safety of the ice, take the time to check it thoroughly. If there are open sections of water close to the measuring site or if the chisel penetrates the surface easily, abandon the cross-section and test another cross-section. A FIELD OFFICER MUST NEVER ATTEMPT A MEASUREMENT WHEN THERE IS ANY RISK TO LIFE. The following table identifies the safe load-bearing capacities of clear ice, blue ice, and lake ice. It is an extract from Suspect Safety Bits and Pieces, Information Branch, Safety Program Development Section, Ministry of Natural Resources, Ontario, February Note that river ice is weaker than clear lake ice and that slush ice is only half as strong. Also be aware that repeated travel over the same ice weakens it. Table 1: Approximate Weight Bearing Capacity of Ice According to Thickness Ice Thickness Permissible Load Inches Less than Centimetres Less than not safe one person on foot group in single file 2 ton truck (car, snow machine) 2.5 ton truck 2.5 ton truck 8 ton truck 9

156 Although this table lists some safe load-bearing capacities for ice cover, the technician must recognize that there are certain risks involved when crossing ice-covered rivers and lakes. This is particularly true when the crossing is made by vehicle. Fluctuating water levels cause unsafe conditions. A drop in water level creates 'ice bridging'; ice remains attached to the shore but is unsupported by water. A rise in water level causes overflooding; this results in one or more layers of relatively thin ice forming over the underlying ice. When travelling on ice cover, the field officer should drive the vehicle at greatly reduced speeds. A hydrodynamic wave created in the water beneath the ice, together with stress caused by the vehicle itself, can cause the ice to fail. The stress is greatest when, amongst other things, the depth of water under the ice is shallow. This is particularly critical when you approach or travel close to a shore when the ice is also stressed by a reflection of the hydrodynamic wave. To operate a snow machine safely, the technician must know the thickness of the ice, the stability of the machine, the safe travelling speed, the safe method of lifting the machine to loosen the track, and the safety procedures involved in dealing with moving parts. It is also important to know how to stop a runaway machine with a frozen throttle by using the kill button or switch. 4.4 LOGISTICS The field officer should plan a winter field trip well in advance of the actual date. Prepare a checklist of equipment and itinerary. This may be similar to the list shown in Table 2. Using the list, prepare all equipment and ensure that all items are in good working order. Assemble and package for travel all tools and spare parts. Make all travel arrangements, such as aircraft charters, hotel rooms and vehicle servicing. Well in advance of the anticipated departure, check weather and road conditions. Calculate the time required for the trip and then discuss the itinerary with other staff members. Review safety requirements and emergency supplies. Table 2. Sample Winter Field Trip Check List Category Transportation Item Government Vehicle gas, oil, tools/parts, emergency equipment Snowmachine fuel, parts/tools Snowshoes Skis Equipment Ice Auger fuel, spark plugs, recoil Auger Shaft flighting, connectors Cutting Heads spare teeth/point, file Meter (2), Ratings Beepers (2), Stop Watch (2) Meter Note Book, Paper and Pencils Weights Tear Drop, Slush-N-All, Pancake Handline (2) Ice Rods, Foot, Holder 10

157 Clothing Procedure Ice Chisel, Needle Bar, Axe Shovel, Slush & Ice Thickness Stick Hotbox, Propane & Heater A-Reel Tools, De-icer Large Pot, Coleman Stove, Fuel Tape Measure, Marking Ribbon/Lath Wading Equipment Boots Radio Telephone Survival and First Aid Kits Parka, Boots/Socks, Mitts, Toque Light Jacket, Windpants Spare Socks, Mitts, Boots File travel plan with supervisor Check ice thickness Locate water's edge Measure & mark vertical locations Assemble ice auger, cut holes Run levels, service gauge Check for slush, record ice depths & slush conditions Assemble metering equipment Check for slush, angles, ice thickness Compute measurement and plot Check gauge Dismantle equipment Secure meter buckets Mark holes for next visit 11

158 5.0 SELECTION OF METERING SECTION The careful selection of a winter metering section is as important as the selection of an open-water section. Although it is not always possible, try to locate a section that will have reasonable access. The savings in time and effort expended during the winter months will make this well worthwhile. Prior to freeze-up, investigate channel and flow conditions at more than one site. At a later date, if conditions prove unfavourable at one location, the field officer can use another location that was previously investigated. Poor ice cover, slush ice accumulation or difficult access are a few reasons why an otherwise good section may have to be abandoned. When selecting a site, look for a relatively straight reach of river where the water will remain in one channel and where the channel is well defined. A section with good distribution of velocities is desirable since these will often remain good after the formation of ice cover. Avoid reaches below sections that have traditionally remained icefree during the winter months. Heavy concentrations of slush ice will often form in these locations. This condition can add significantly to the complexity and difficulty of making a winter measurement. On the other hand, open-water sections on rivers that can be waded will often provide very good winter metering locations Site preparation may require the removal of a minimal amount of ice, usually along either shore. To avoid surface velocity disturbances, take care to locate the metering section well downstream from the surface ice cover. If ice has to be removed from the metering section, allow adequate time for conditions to stabilize before starting a measurement. The ice will often jam in the channels and create an additional temporary backwater condition. When evaluating before freeze-up, it is often possible to determine the approximate shape of the winter measuring section. When selecting the spacing of observation verticals for the measurement, simple sketches and notes on flow conditions in the Field Data Book are very helpful. Winter measurements from previous years can also be used as a guide. A well drafted station description should display the location of the normal winter measurement section. Once the metering section has been selected, preparation for the discharge measurement can begin. 12

159 6.0 DRILLING HOLES When cutting holes through an ice cover, the general practice is to start at the centre of the section. Then cut one or two more exploratory holes between the centre and either shore. This helps determine if there is slush ice at the section and whether the measurement should be attempted at one of the alternate sites. Knowing the bottom profile also helps the technician to avoid unnecessary damage to the ice auger. The section with the least amount of slush is normally the one selected for the measurement. The technician should distribute the holes across the metering section so that the discharge measured in any one panel is approximately 5 percent of the total. (See Discharge Measurements, General Metering Criteria.) At sites where it is not possible to select and assess the metering section before the ice cover forms, first determine where the edge of water is at both shores. Do this by drilling a hole one-quarter of the way across the section and work back towards the shore. Use the ice chisel if the ice is relatively thin and the ice auger if it is thick. Once the edge of the channel has been located, you should cut a number of evenly-spaced holes across it. Use a tagline or measuring tape to mark the verticals. By means of a few trial observations, you will find where the greatest depths and velocities are located. Then cut additional holes to ensure the proper spacing between verticals. If the same section can be used for future measurements, the field officer can place markers on the shore and at each vertical. On subsequent visits, you should cut new holes 1 m to 2 m upstream of the previous holes. Take care to measure all flow more than one channel may form due to sand bars, slush pack or thick ice. For wide rivers with a rough ice surface, mark the vertical, then chisel away rough ice to form a path for moving the 'hotbox' or other equipment across the river. In moderate climates, cut all holes at once, remove slush and record ice thickness. In more severe climates, the holes may tend to freeze over before measurements can be taken. Therefore drill the holes as measurement progresses. Note Ice Auger drilling procedures will be discussed in the field section. When drilling through 1.00 m or more of ice : 1. Drill holes with a single, 1 m shaft then add a second and third flighting to penetrate very thick ice layers. 2. Periodically pull the auger up and down to help the auger clean the hole of ice shavings. 3. Drill the hole vertically to allow smooth entry and exit of the metering equipment and to ensure proper determination of depth. 4. When breaking through the hole, keep the RPM high to allow the auger to pull the heavy slush and water out of the hole. If RPM is too low, slush can cause the auger to bind and stall. This may result in possible freezing of the auger shaft in the hole. 5. When the auger breaks through the ice, the technician should spread his feet apart while straddling the hole to reduce water splash on work boots and clothes. 6. SHUT OFF the auger motor when the hole is free of slush. Then pull the auger out of the hole. With ice thickness in excess of 1.5 m the auger must be removed from the hole by grasping the auger shaft near the ice surface and pulling it out of the hole. This cannot be done when the shaft is turning. 7. Dismantle the auger shaft and cutting head as soon as possible after all holes are cut to prevent the connections from freezing. 13

160 Figures 25 and 26 illustrate some of the equipment and techniques used in drilling holes. Figure 26: Drilling holes two man Figure 25: Drilling holes with extended auger for thick ice 14

161 7.0 MEASUREMENT TECHNIQUES 7.1 HOW TO ASSEMBLE EQUIPMENT Winter Rods assemble sufficient lengths of rod to allow 1.0 m of rod length to appear above the ice surface at the deepest vertical. ensure that the meter and the foot are secure, and that the meter is mechanically sound and operating properly. Also verify that the insulated electrical line is connected and grounded correctly and check the distance from the foot to the meter. attach winter rods to the rod holder if used. attach beeper or headset to electrical line; prior to measurement, test for strong signal. Handline ensure that the meter and the weight are secured to the line. Also check the meter and verify that the insulated electrical line is connected and grounded correctly. attach the beeper or headset to the electrical line; prior to measurement, test for a strong signal. check depth graduation on the handline for accuracy (no stretching) and confirm the distance from the bottom of the weight to the centre of attached meter cups. be aware that high flow velocities and greater depths can cause a 'strumming' effect on thick (.010 m diameter) handline cable. To reduce the 'strumming' effect use a.002 m diameter Kevlar cable with a two or four wire electrical conductor core. If 'strumming' is still a problem, you may require a heavier weight or an 'A' and 'B' reel and weight assembly. Metering Sled (Hotbox) ensure that the meter and the weight are secured to the line. Check the meter and verify that the insulated electrical line is connected and grounded correctly. attach the beeper or headset to the A-reel and test for a strong signal. light the heating system and ensure that it is secure in the metering sled. Be certain that it is not pointing directly at the meter (if it is too close, it will melt the cups off the meter). 7.2 METERING PROCEDURES Discharge measurements from an ice cover are well explained in the Hydrometric Field Manual Measurement of Streamflow, pages The following material is adapted from the manual. Discharge measurements through ice cover can be made using various equipment assemblies. The most commonly used are the winter rod set and the winter metering sled. Handlines have been used at locations where access to a station is difficult and the depths at the metering section are too great for the winter rod set. Various sounding weights that will pass through the 0.24 m holes cut with the ice auger are available for use with either the metering sled or the handline. For measurements from ice cover, the field officer must determine the effective depths, that is, the distance between the bottom of the ice surface or slush ice pack and the bottom of the stream. This is illustrated in Figure

162 Figure 27: Effective depth under ice Figure 28: Measuring ice and slush thickness To begin a measurement at a selected vertical, first measure the distance from the water surface to the bottom of the ice. Use a measuring scale as illustrated in Figure 28(a). If you use the rod set, you can use the top protrusion on the base and the graduation on the rod (Figure 28(b)). In order to define the ice horizon (the interface between the slush ice and the flowing water where slush ice is encountered), lower the meter through the ice and slush to a point where the water velocity turns the bucket wheel freely. Then slowly raise it until the bucket wheel stops rotating (Figure 28(c)). The distance from the meter to the water surface is the combined depth of slush ice and surface ice. Enter this measurement in the third column of the meter note form under the heading Total depth/w.s. to bottom ice. Measure the overall depth and record it in the same column above the ice thickness value. See Figures 29 or 30. Subtract the measured value for water surface to bottom of ice from the measured value of water surface to stream bed. The difference between the two observations is known as the effective depth. Enter this depth in the fourth column. The depth at which the meter is to be positioned for observing velocities is the sum of the effective depth and the distance measured from the water surface to the bottom of the ice. When the 0.2 and 0.8 depth method is used, first observe the velocity at the 0.8 depth. Figure 30 shows these steps. Figure 29: Calculating position of meter in vertical 16

163 Figure 30(a): Sample water notes (0.5 method) Figure 30(b): Sample water notes (0.2 and 0.8 method) If you are using the winter rod set, the 0.2 and 0.8 depth method is recommended where the effective depths are 0.75 m or greater. Use the 0.5 method for depths less than 0.75 m. When using a winter weight assembly, use the 0.2 and 0.8 depth method only where effective depths are equal to or greater than 1.3 m. This is important because the meter is 0.24 m above the bottom of the weight. The shapes of vertical velocity curves for water flowing under ice cover differ from those for water flowing in an open channel. Even through these differences exist, the field officer can use the 0.2 and 0.8 depth method for velocity observations provided that the depths are sufficient. Where depths are insufficient for this method, you must use the 0.5 depth method with an assumed coefficient of 0.88, or the 0.6 depth method with an assumed coefficient of At times it is necessary to make discharge measurements at locations that have a heavy concentration of slush ice lodged beneath the surface ice cover. To clear a path through the layer of slush ice, use a long aluminum pole with a series of disks attached to the first section. If this piece of equipment is not available, use a slender tree that has been limbed. These are interim measures only. When slush ice concentrations are a known or continuing problem, you should, if possible, relocate the metering section. Slush ice conditions are not always avoidable. At times the slush horizon exceeds depths that the technician can readily clear with poles. In these instances, the use of Slush-N-All weight assemblies are recommended. 17

164 Technicians will often encounter vertical pulsation of the water in some of the holes cut through ice cover. When sounding or positioning the meter for velocity observations, it is important that these pulsations be carefully averaged. This minimizes sounding and positioning errors. The field officer should hold the current meter suspension rod or cable as close to the upstream side of the hole as possible. This action reduces the effect of the pulsations on the meter if it is necessary to position the instrument close to the water ice interface. When moving from one vertical to the next during a measurement, try to limit the current meter's exposure to freezing air temperatures. If you suspect that ice may have formed on the meter during the time it was exposed to the air, briefly soak the meter in the moving water before observing velocities. This allows the water to warm the meter and remove any minor build-up of ice. In cases where temperatures and the distances between verticals cause greater problems of ice formation on the meter, the technician may need to use a small portable heater, a torch or hot water to keep the meter ice free. The hot water method is preferable. Set the weight and meter in a pail of hot water or pour the hot water over the meter to rinse any rime ice or frazil from the rotor and pivot. This is especially important where there is considerable distance between verticals. If you have no hot water, you can use a thermos of coffee or tea, or in an emergency, the contents of a full bladder. On larger rivers and in the arctic regions, the field officer can use a hurry tent (Figures 31 and 32) or similar small tent as a shelter. This provides an area for warming up, for emergency equipment repairs, and for heating water. Figure 31: Hurry tent used for shelter and repairs Figure 32: Hurry tent used for heating water Remove excessive ice buildup on metering rods by striking the ice covered section of the rod with a small wrench or screw driver. Record in the notes the average total thickness of hard ice (not slush ice). To ensure that the meter points downstream, place an arrow indicator or tape on the ice rods to show the direction of the meter. To allow free use of hands when using a handline, set the meter to the correct depth then stand on the cable at ice level. The operation of the metering sled reel is similar to measurement from a cableway or boat. Position the metering sled over the hole and lower the meter to the bottom. You may need a second person to guide the weight into the hole. Record the flows at all desired depths then raise the weight and meter up into the hotbox before moving to the next vertical. When you must obtain a measurement by wading, allow velocities to recover from the influence of the ice cover. Velocity observations shall be obtained at the recommended distance downstream from the ice edge. As shown in Figure 33, this distance is approximately three times the depth. 18

165 This section describes the metering procedures for a partially open, ice covered section. If the stream can be waded, wear chest waders before entering the water. To prepare the ice for metering, cut away the ice with an ice chisel until it is too thick to break away; then drill holes in the solid section of the ice. Note on the meter notes at what distance the ice section ends (stop applying the coefficient here). Use ice rods or, preferably a wading rod through the open section. Note the meter numbers if you used two systems (Figure 33). If the stream is too deep to wade, the technician must use a boat. Test the ice carefully with an ice chisel to the water's edge when bringing the boat out. Use a safety line and harness and maintain adequate spacing between individuals at all times. Slide the boat into the water, then paddle or use the motor to reach the far shore or ice edge. After crossing a section of open water with the boat, care must be taken when disembarking. With the boat tight against the ice, one of the technicians must carefully test the strength of the ice with an ice Figure 33: Ice cover and wading measurements chisel until a solid section is reached. Once on the ice, string the cable using the above method of traversing the river. Cut holes in the solid ice and note the edge of the ice. Use a handline or a winter rod set from the side or end of the boat. Flow over the ice is usually found during spring on streams that partially or totally freeze to the bottom. This condition can be very dangerous when you walk on the ice. Therefore, use crampons over rubber boots. If the flow is too fast to safely cross the stream, abandon the measurement. If measurement is possible, perform a wading measurement (Lesson Package 10.3). Add the value of the flow from the most recent ice measurement obtained before the overflow started. If this condition is common, ensure that a measurement is taken just prior to the period when the water begins to flow over the ice. 7.3 ENDING MEASUREMENT At the last vertical, raise the meter out of the water immediately. The meter and weight assembly is then disassembled as follows: raise the rotor off the pivot, detach the weight assembly from the cable or detach the meter from the ice rods, unscrew the ice rod sections (if frozen, use hot water or exhaust from ice auger or vehicle), detach the meter from the weight assembly (if it is frozen, thaw it with hot water, heat from a Herman Nelson heater, or a propane torch). Recheck the water level recording equipment to ensure that the system is working. Pack all equipment for transport to the vehicle. When using a toboggan or snowmachine, ensure that the equipment is packed securely for the trip to the vehicle. 7.4 SPECIAL CONDITIONS Several special metering conditions may occur occasionally. These include : 1. layered flow, 2. artesian effects, and 3. draining overflow. Layered flow occurs when flow is observed between two or more layers of ice. Meter each layer of flow and record 19

166 the depths of solid ice layers. Note on the front sheet that the measurement was of poor quality due to this condition. Sometimes a measurement is not possible. Try to locate an alternative site if this happens. Artesian effects may occur when pressure builds up from a set of rapids upstream or when flow is restricted or blocked downstream. Water will then rise vertically out of the hole. In this case, the technician cannot obtain a discharge measurement or a water level. Drawing overflow may occur when overflow upstream draws into the metering hole. This happens when the water level at the measurement section is lower than the water level upstream. In this case, the field officer can obtain only a water level reading. Clearly note these flow conditions on the front sheet. 20

167 8.0 FIELD INSTRUCTION 8.1 EQUIPMENT AND LOGISTICS Prepare for the field trip by including all metering, drilling and survival equipment along with a first aid kit. Transportation equipment such as a snowmobile and toboggan must also be prepared along with their accessories. Consider the following : mode of transportation (vehicle, aircraft, helicopter) time required emergency supplies notification of where the work is being performed sufficient staff to do the job safely lodging and food if required weather conditions. Use a checklist to ensure that all equipment and arrangements have been made. 8.2 SAFETY CONSIDERATIONS 8.3 HANDS-ON TRAINING All items discussed in the classroom will be systematically discussed and practiced in the field. 21

168 9.0 SUMMARY This Lesson Package has discussed the procedures required to perform and complete a discharge measurement from an ice surface. The technician should now be be able to use all types of metering and related equipment employed in winter work. Emphasis has been placed on the minor variations used in each region to suit the local climatic and geographic conditions. The procedures for fully documenting the measurement have been described and reinforced through field practice. Safety procedures required for working in extreme cold weather and on or near ice-covered streams and lakes have been emphasized. The new technician requires continued practice to become fully proficient in the techniques covered in this package. 22

169 10.0 MANUALS AND REFERENCES 10.1 FIELD MANUALS Strilaeff, P.W. and J.H. Wedel (1970), Measurement of Discharge Under Ice Cover, Environment Canada, IWD, Technical Bulletin Number 29, Winnipeg. Terzi, R.A. (1981), Hydrometric Field Manual Measurement of Streamflow, Environment Canada, IWD, Water Resources Branch, Ottawa, 37 pp REFERENCES Holinshead, P. (1983), Manual of Tricks of the Trade, Environment Canada, IWD, Water Resources Branch, Calgary. United States Geological Survey (1982), Measurement and Computation of Streamflow: Volume 1, Measurement of Stage and Discharge, Water Supply Paper 2175, Washington, D.C., 284 pp. 23

170 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No. 11 Cableway Safety Measurements K. Barker Water Survey of Canada Environment Canada th Street Kamloops, British Columbia Canada V2B 3C8 D. Burns Water Survey of Canada Environment Canada 224 West Esplanade North Vancouver, B.C. Canada V7M 3H7

171 Copyright All rights reserved. Aussi disponible en français

172 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES CABLEWAY COMPONENTS SUPPORTS A-Frames Towers Side-Hill Anchored Cables Posts Ferry Cables CABLES CABLE CARS Sit-down Cable Car Light Stand-up Cable Car Heavy Stand-up Cable Car Powered Cable Cars CABLE CAR ACCESSORIES Cable Car Pullers Braking Systems Sheaves Sounding Reels CABLE CARS AND THEIR OPERATION CABLE CAR PULLERS GENERAL CABLE CAR SAFETY CHECKLIST CABLEWAY SAFETY EQUIPMENT SIT-DOWN CABLE CAR LIGHT STAND-UP CABLE CAR LIGHT STAND-UP CABLE CAR HEAVY STAND-UP CABLE CAR POWERED CABLE CAR Safety Checklist for Powered Cable Cars FERRY CABLEWAY AND CABLE CAR LOADING CABLE CARS CABLE CAR COMPONENTS AND ACCESSORIES CABLE CAR PULLERS Adjustable Screw-Type Nonadjustable Type Safety Considerations for Car Pullers BRAKING SYSTEMS iii

173 5.2.1 Car Puller/Belt System Brake Ropes Mechanical Brake System SHEAVES SOUNDING REELS Sounding Cables and Connectors SOUNDING WEIGHTS AND SAMPLERS CABLE CAR RETRIEVAL Grappling hook and rope Self-grappling cable car retriever Bosun Chair and Rope CABLEWAY INSPECTION SUPPORTS A-Frames and Towers Wood A-Frames and Towers Steel Posts Tripods Side Hill Anchors FOOTINGS Steel Concrete Timber ANCHORS Gravity Anchors Buried Anchors Rock Anchors Side-Hill Anchors Multiple Anchor Installations CABLES Determining Proper Cable Dimensions (Main Cable) Aircraft Marker Cable Aircraft Marker Cable Criteria Cableway Sample Problem Effects due to temperature change HARDWARE FOR CABLEWAY CONSTRUCTION General Requirements Cable Clips Sockets Turnbuckles LADDERS AND PLATFORMS iv

174 6.6 LADDERS AND PLATFORMS Ladders Platforms Fall Protection Systems ANNUAL CABLEWAY INSPECTION REPORT SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES CAREER AND DEVELOPMENT PROGRAM v

175 1.0 PURPOSE AND BACKGROUND The purpose of this training package is to inform Water Survey of Canada personnel about the risks associated with cableway operation and maintenance. It will recommend procedures which will reduce the risk of injury, wasted time and equipment loss. The need for high safety standards was emphasized in the Treasury Board of Canada manual as follows : It is the policy of the government to provide employees with a safe and healthful working environment and with the required occupation health services. All managers and employees of Water Survey of Canada must follow safe operating practices. Each manager and employee should obtain a copy of the T.B.C. Manual and become familiar with it. For the purposes of this training package, pay particular attention to TB SID 3-14, Personal Protective Equipment Safety Standards, pages 147 to 156. The material in this package is to be presented to hydrometric field technicians during the first 12 months of employment. It is one of a series of training packages that have been identified as an essential part of the Career Development Program. 1

176 2.0 OBJECTIVES The objective of this lesson package is to develop more safety conscious, knowledgeable and confident technicians. I. At the conclusion of this course, the technician will be familiar with the main components of cableways, including cable support systems, cables, cable cars, cable car pullers, braking systems and sheaves. II. The operation and safety aspects of cableways will be stressed throughout the course. III. The technician will be able to complete a thorough inspection of all cableways and to identify the requirements for maintenance. Proper safety and operation training is required in order to : 1. avoid personal injury 2. avoid lost time on the job due to injury 3. avoid equipment loss and damage 4. develope safety awareness and personnel confidence in all phases of their work. 2

177 3.0 CABLEWAY COMPONENTS This section provides a description of the components of a cableway. The support system is used to secure and maintain the cable a safe height above the water surface. The cable suspends and provides a transportation route for a cable car over the river/stream. The cable car traverses the river on the cable and contains the technician, the metering and sampling equipment and the accessories necessary for controlling the movement and positioning of the cable car. 3.1 SUPPORTS There are five main cableway support systems : 1. A-frames 2. Towers 3. Side-hill anchored cables (see section 6.3.4) 4. Posts 5. Ferry cables. Each of these systems requires different operational and safety considerations. These systems are used to meet the needs of different station requirements. Figure 1 and 2 illustrate the principal components of the cableway. Figure 1: Cableway using A-frame and steel tower supports Figure 2: Cableway using I-beam and rock bolt support system 3

178 3.1.1 A-Frames A-frames are the most common type of cableway support system. They are used on all spans and with a variety of cable cars. Figure 3 illustrates an A-frame system with a light stand-up cable car Towers Towers (Figure 4) are generally used on rivers with large spans or where a high clearance is required. A heavy stand-up car is normally used to obtain discharge measurements. Figure 3: A-frame supporting a light stand-up cable car Figure 4: Steel frame tower supporting a cable car shelter Side-Hill Anchored Cables Side-hill anchored cables (Figure 5) can be used where the river bank is sufficiently high to provide adequate clearance above high water. These support systems can be used for all river spans and any type of cable car can be used with them. Figure 5: Side-hill anchored cable 4

179 3.1.4 Posts Other supports, such as guyed or cantilevered posts, may be used for short span cableways where insufficient space is available for back-lines (Figure 6). Figure 6: Cantilevered post structure with sit-down cable car Ferry Cables "Reaction ferry" cables are used in some situations with the permission of the ferry authority (Figure 7). However, this practice is not recommended since the ferry's cable block can interfere with cableway operations. Figure 7: Ferry cable and cable car 5

180 3.2 CABLES There are three different kinds of cables. These include : 1. the main cable on which the cable car travels 2. the messenger cableto support the aircraft warning markers 3. the backstay line attached to the top of the main cable support and to the anchorage to resist the horizontal force of the main cable. Figure 8 illustrates the three types of cable. 3.3 CABLE CARS Sit-down Cable Car Sit-down cable cars (Figure 9) are generally used on cableways which do not require weights exceeding 100 lbs. Ropes usually provide the brake system. A conventional cable car puller and an A- or B-reel can be used. Figure 8: Support cables and gravity anchor system Figure 9: Sit-down cable car shown with reel attached Light Stand-up Cable Car Light stand-up cable cars (Figure 3) are used for any length of cableway where weights up to 100 lb or sediment samplers are used. These cable cars are light and provide room to work with sediment bottles. An A- or B-reel can be used Heavy Stand-up Cable Car The heavy stand-up cable car is used on cableways where sounding weights and samplers in excess of 100 lb are frequently used. It is constructed in a similar manner as the light stand-up cable car except that it has heavier members Powered Cable Cars Powered cable cars are used on large span cableways where the weights or samplers are excessively heavy. Powered reels are often used in conjunction with powered cable cars. 6

181 3.4 CABLE CAR ACCESSORIES Cable Car Pullers Cable car pullers come in various shapes and sizes (Figure 10). Personal preference and operational requirements dictate which one to choose. (Shown in more detail in Figures ) Braking Systems Braking systems control the speed of the cable car and hold it in position for metering or sampling. Common braking systems include : the car puller and belt system (Figure 10), traditional brake ropes (Figure 11), and the mechanical brake system (Figure 12). Figure 10: Cable car pullers Figure 11: Brake rope use Figure 12: The mechanical brake system 7

182 3.4.3 Sheaves Cable car sheaves are the wheels on which a cable car travels (Figure 13). They are normally made of aluminum or steel. The most recently designed aluminum sheaves have had bearings installed to make travel on the cable easier. The sheave has a cutting edge which forms where the sheave meets the cable. Serious injury may occur if hands are placed near this cutting edge. For this reason you must KEEP YOUR HANDS OFF THE CABLE Sounding Reels Many different types of sounding reels are available. The stream size and sounding-weight size will determine what type of reel should be used. See Lesson Package No Discharge Measurements from Cableways for details on the operation and use of sounding reels. Figure 14: Type A-55 reel Figure 13: Cable car sheaves 8

183 4.0 CABLE CARS AND THEIR OPERATION 4.1 CABLE CAR PULLERS The selection of the most appropriate cablecar design depends on : the maximum metering weights required, the span involved, and whether sediment sampling will be carried out. Regardless of type or size, the technician must inspect the car carefully before each use to ensure that all nuts and bolts are in place and properly tightened. Cars with sheaves having bronze bushings rather than sealed bearings should be lubricated regularly with a good quality light oil. Wood used should be pressure treated with chromated copper arsenate (CCA), if possible, and painted regularly. 4.2 GENERAL CABLE CAR SAFETY CHECKLIST Always inspect the cable car and cable system before use, using the following general safety checklist : 1. Ensure that the proper safety equipment is available. (See list of cableway safety equipment in section 4.3). 2. Inspect the platform to ensure that it is sound. 3. Examine the cable car sheaves and overhead suspension; lubricate any moving parts as required, and inspect the cable car frame. 4. If a mechanical brake system is in use, ensure that it is in good condition. 5. Ensure that the correct size cable car puller is in place and in good condition. 6. Check for any obstructions on the cableway (e.g., fishing line/hooks, branches, etc.). 7. Keep both hands free when climbing a ladder. 8. Do not release the cable car from a support and allow it to run out of control use a brake rope or a rope attached to the A-frame or cable support. 9. To avoid eye damage from particles falling from the main cable, wear eye protection while the cable car is moving. 10. Use a braking device to keep the cable car stationary. 11. Wear an approved personal flotation device (PFD) while in the cable car. 12. Wear leather gloves while using a car puller. 13. Keep hands off the main cable. 14. Always carry a set of side cutters for cutting the sounding cable in an emergency. This may occur if the metering equipment becomes entangled in the debris and cannot be freed. Time a measurement to take place at the peak or immediately afterward to avoid a concentrated flow of debris and watch for boats. 15. Have a backup method for returning to shore if you lose or damage the car puller. 16. Follow safe procedures when loading or handling large weights and samplers. 17. Lock the cable car securely if vandalism is a problem; removable sheaves and cars are available. 18. When in doubt about the safety of the facilities or procedures, consult your supervisor. 9

184 4.3 CABLEWAY SAFETY EQUIPMENT In addition to understanding the proper safety procedures involved in cable car operation, the technician must also be fully informed about the use of approved safety equipment. The safety equipment needed for a full range of cable car duties includes : 1. an approved personal flotation device (PFD) 2. safety goggles 3. leather gloves 4. spare car puller of the correct size 5. an approved safety harness 6. a fall protection device; either a slider type model or a retractable cable-type unit 7. side cutters for emergency cutting of the sounding cable 8. mechanical aids or devices for loading heavy gear 9. a retrieval line 10. an approved first aid kit. 4.4 SIT-DOWN CABLE CAR Sit-down cable cars, operated in a sitting position, can be fabricated from wood, steel or aluminum (Figure 15). These cars rarely have mechanical brake systems. Ropes are used for braking and speed control (see section 5.2.2). Inspect cars with the metering reel attached to a wood side panel carefully before each use. This panel carries the full load of the metering equipment. Replace any panel showing signs of deterioration promptly. Note If you must change position in a sit-down cable car, ensure that the car is firmly anchored and then change your position carefully. Another method is to go to the opposite platform, anchor, and change your position before continuing. Figure 15: Sit-down cable car 10

185 4.5 LIGHT STAND-UP CABLE CAR Light stand-up cable cars are operated in a standing position (Figure 16). They provide more room and greater mobility than the sit-down cars. Light stand-up cable cars are usually made from light aluminum angles. These cars may be equipped with a mechanical braking system, which usually consists of a lever rod and a heavy fabric braking pad that wedges against the sheave. For the brake to work properly, the pads must be in good condition and the curved metal band they are attached to must not be bent out of shape. The mechanical brake is for holding the car in position only and is not to be used for speed control. Figure 16: Light stand-up cable car 4.6 HEAVY STAND-UP CABLE CAR This type of cable car is designed to accommodate weights and sampling devices that would place excessive stress on a light stand-up cable car (Figure 17). Weight is the main disadvantage of these cable cars. Prior to release along the cableway, adequate car pullers that are in good condition must be in place. The operators must verify the checklist and ensure that the combined weight of the equipment and cable car does not exceed their ability to handle the cable car. 4.7 POWERED CABLE CAR Powered cable cars (Figure 18) are generally used on very long spans where heavy weights are required or when sediment samples are collected. There are a variety of powered cars in use, such as : Figure 17: Heavy stand-up cable car USGS cars, modified heavy stand-up cars, or custom-built cars for particular installations. They can be electric, electric with fluid drive or mechanically operated with a gas engine. Users of powered cable cars should carefully review the manufacturer's operating manual and carry out all maintenance as specified. Before each use of a powered cable car, the technician must carefully check the complete drive and brake system. The technician must also ensure that all electrical connections are in good condition, all lubrication has been done and all nuts and bolts are tight. Figure 18: Powered cable car Many powered cable cars operate throughout the Water Survey of Canada. Individual types are not detailed here; however, from a safety and operational point of view, the technicians must follow the precautions listed below. These precautions apply to nearly all types of powered cable cars. 11

186 4.7.1 Safety Checklist for Powered Cable Cars 1. Refer to the general cable car safety checklists and the list of cableway safety equipment. 2. Know how the car is operated, controlled and the load limits before using it. 3. Cover all moving gears, sprockets and chains. 4. Do not wear loose-fitting clothing or hang items around your neck. 5. Keep gasoline engine exhaust pipes clear of all objects as they become very hot during operation. 6. Ensure that regular maintenance and upkeep are performed. If you are unable to perform the maintenance, get a qualified technician or mechanic to do it. 7. Always have a backup system to move the car in case the engine fails during operation. 4.8 FERRY CABLEWAY AND CABLE CAR The use of the ferry cableway for measuring purposes should be scheduled outside the hours of ferry operation (Figure 19). The operators must be careful to avoid the ferry's cable block. Maintenance of these cableways is the responsibility of an outside agency, not Water Survey of Canada. Therefore, communication with the outside agency is essential. The operator must take particular care to inspect the cable car as the vibration on the cable, created by the ferry movement, often loosens the fasteners which hold the car together. Figure 19: Ferry cable and cable car 4.9 LOADING CABLE CARS Training and experience will reduce any risks associated with loading heavy or awkward equipment onto a cable car. When loading a cable car consider the following points : 1. Always inspect the platform before loading a cable car. 2. When applicable use a safety harness and fall protection devices. 3. Do not attempt to move excessively heavy weights or samplers by hand. Use appropriate loading aids such as a rope or hoist to raise heavy equipment onto a platform. Use a backpack for small items to keep hands free when climbing the ladder. 4. Whenever lifting, use proper lifting techniques. Materials, articles or objects to be manually lifted, carried or moved shall be lifted, carried or moved in such a manner and with such precautions and safeguards, including training, protective clothing and mechanical aids as will ensure that the process does not endanger the health and safety of any worker. Workers' Compensation Board of British Columbia, Industrial Health and Safety Regulations, Reg. 8.24(8). 5. Where vandalism is a problem, weights and samplers can be stored on the platform in lock boxes. 6. Make sure that all equipment is secured prior to releasing the cable car. 7. Do not exceed recommended weights for the cable car and suspension. 8. Be especially cautious during periods of high water. Remember, loaded sag will be significantly greater than an unloaded sag. 9. Never try to exceed your own physical ability. 12

187 5.0 CABLE CAR COMPONENTS AND ACCESSORIES 5.1 CABLE CAR PULLERS Personal preference and operational requirements dictate which type of cable car puller to choose Adjustable Screw-Type The adjustable screw-type cable car puller (Figure 20) is cast from aluminum. An adjustable screw is an integral part of the lower jaw. The pullers come in two sizes : 330 mm (13 in.) and 530 mm (21 in.) long. They can be used with 19 mm (¾ in.) to 25 mm (1 in.) cables. The advantage of this design over a standard puller is that when the jaws wear, the screws can be turned up to improve the grip. This procedure can be repeated many times until the top surface of the adjustment screw is worn away. Figure 20: Adjustable screw-type cable car puller This puller can also act as a brake if a belt is installed. Adjustable screw-type pullers operate in the same way as nonadjustable ones Nonadjustable Type Nonadjustable cable car pullers (Figure 21) are made of steel or cast from aluminum. Their various jaw sizes allow use on a range of wire rope sizes. Some models have replaceable blocks made of nylon or other suitable lining. The blocks are fastened to the jaws at the point of contact with the cable. To operate, the puller is mounted on the cable between the two sheaves supporting the cable car. When the handle is drawn down, the jaws bind on the cable and, by pulling on the handle, the cable car Figure 21: Nonadjustable cable car pullers can be moved. The aluminum pullers are all fitted to the cable so that the end of the handle points in the direction that the cable car will be moved. The lower pullers in Figure 21 are made from steel. They are prevented from coming off the cable by a pin or bolt placed through the holes drilled near the opening of the jaws Safety Considerations for Car Pullers The technician must respect the following safety considerations regarding cable car pullers : 1. Ensure that the car puller to be used is the proper size. 2. Examine the car puller to ensure that it is in good condition. Check for hairline cracks or excessive wear. Replace any defective pullers. 3. Use all of the features on the car puller properly. These features may include a brake belt and safety pin. 13

188 4. Remove any grease or dirt from the car puller prior to use. While using the car puller, grip the handle with both hands. Maintain a proper grip on the car puller at all times. Gloves are highly recommended to ensure a good grip. Injuries can result if the puller should accidentally slip. 5. Do not put a car puller on the cable while the cable car is moving. Use a rope brake to control the cable car speed. 6. When using car pullers with brake belts attached, ensure that the free end of the belt is toward the upgrade in the cable. The cable car can then roll onto the belt and jam the head of the puller against the sheave and cable. 7. Always carry a spare puller of the proper size in the cable car in case the original one is lost or damaged. 8. Keep your hands off the cable and clear of the sheaves. 5.2 BRAKING SYSTEMS Braking systems are required to control speed and to hold the cable car in position for metering or sampling. The three braking systems used are : 1. the car puller/belt system, 2. traditional brake ropes, and 3. the mechanical brake system. Never allow a cable car to run unchecked Car Puller/Belt System During a measurement, the technician can keep the cable car stationary by jamming the belt attached to the car puller under one of the sheaves (see Figure 22). 1. Ensure that the free end of the belt is toward the upgrade in the cable so the car can roll back into the belt and wedge the head of the puller against the sheave and cable. 2. Keep the belt in good repair and replace it when it becomes worn. Figure 22: Brake belt system with brake belt attached 3. Use the brake rope to control the cable car's speed. 4. When the car is moving, do not put a car puller on the cable Brake Ropes Brake ropes are the most common braking method. Brake ropes are particularly useful because they are easily replaced and inexpensive. Rope size varies but experience will prove which is best for your situation. Hemp rope, 12 mm (½ in.) to 25 mm (1 in.), is the most commonly used. To prevent the rope from unravelling (horsetailing) and fouling the cable car sheaves, tape or splice 50 mm (2 in.) to 75 mm (3 in.) at the ends of each section of rope. 14

189 Always inspect your ropes prior to use. Replace worn or excessively weathered rope. Brake ropes are fastened to a vertical arm at each end of the cable car. Figures 11, 23 and 24 illustrate how to use the brake rope properly. Figure 23: Brake rope being used to maintain cable car position Figure 24: Brake rope employed to control speed To prevent the rope from piling up, ensure that you wrap the rope in the opposite direction from the twist of the cable. When using brake ropes, keep your hands clear of the cable and sheaves and use the available safety equipment Mechanical Brake System An important advantage of the mechanical brake system (Figures 12 and 25) is that the technician does not have to put his hands near the cable or sheaves. The disadvantages are that heavy weights can cause brake slippage and this type of system is not as positive as other braking systems. The system is more effective with lighter weights. The control arm of the mechanical system activates a pivot which applies the brake belt in the desired direction. To brake the car moving down the cable, move the control arm forward. To brake the car moving up the cable, move the control arm back. Check the brake system prior to use. To ensure effective braking, maintain the belt system in good repair and replace worn belts. If there is a failure in this system during Figure 25: Mechanical brake system. (Note that this brake is poorly maintained.) use, the technician can be stranded without a brake. Use a brake rope as a substitute, but deploy the rope very carefully because your hands will be near the sheaves. Regular maintenance reduces the change of system failure. This type of brake should only be used to hold the car in place when stopped; it should never be used to slow a moving car. 15

190 5.3 SHEAVES Prior to every use, inspect the car sheaves, particularly the lock-nut. Check that it is intact and has not been tampered with. Lubricate the types that do not have sealed bearings, otherwise no servicing is required. Alternatives to metal sheaves are under investigation. Where the sheave meets the cable, a cutting edge is formed, which can seriously injure anyone careless enough to have their hands near. Keep your hands off the cable. 5.4 SOUNDING REELS There are a variety of sounding reels available for use. Stream size and weight size determine the type of reel to use. Perform regular maintenance on the reels to ensure troublefree operation. Make sure that the locking pawl is fully engaged before you release your hold on the crank handle. Prior to operation, ensure that your clothing and other equipment are well removed from any moving parts. When operating any type of reel, do not wear loose fitting clothing or hand stopwatches or note books around your neck. These items can get tangled with the many exposed moving parts of the reel. Figure 26: Type A-55 sounding reel When using clutch-operated reels, do not engage or disengage the clutch too rapidly. Either of these mistakes could result in damage to the equipment or injury to the operator. These errors could also produce a backlash of the cable, and cable bounce. Responsible operation and careful use of this equipment are the best ways to avoid problems Sounding Cables and Connectors Particular attention must be paid to the sounding cable and connectors (Figure 27). This is probably the weakest link in the sounding system. The sounding cable can work against the connector, creating a weak spot in the cable. Therefore regularly inspect the joint between the connector and the cable. If the sounding cable fails, loss of equipment and personal injury can occur. If the cable breaks suddenly, it can cause a whiplike effect of cable lash. Examine the cable regularly, and replace it if necessary. Always use the proper sized cables and connectors as indicated by the following table. Figure 27: Weak spot on sounding cable 16

191 Table 1. Suspension Cables, Connectors and Weights Weight (lb) Cables 1 /10 in. Cable and A Reel /8 in. Cable and B Reel /8 in. Cable and D & E Reels /16 in. Cable and Canfield Reel 0 50 Connector s Use light connectors if the weights are less than 100 lb. Use the heavy connectors if the regular weights are 100 lb or greater. 5.5 SOUNDING WEIGHTS AND SAMPLERS Use common sense and good judgement when handling weights, which can range up to 300 pounds. Where vandalism is a problem, store weights and samplers in lock-boxes on the platform. At remote sites, cache the equipment at the base of the tower or A-frame. Figure 28 illustrates several typical sounding weights (15 lb, 50 lb, 100 lb, 150 lb) used by Water Survey of Canada. 5.6 CABLE CAR RETRIEVAL A cable car retrieval system is used to retrieve a cable car which is not directly accessible from the stream bank. Never attempt to climb out on the main cable or marker cables to retrieve a cable car from a centre span. Recommended retrieval systems include : Figure 28: Typical sounding weights 1. grappling hook and rope 2. self-grappling car retriever 3. bosun chair and rope Grappling hook and rope On small, low cableways, retrieve the cable car by throwing a grappling hook with a light line (Figure 29) to the car, and then pulling it back to the platform by the attached line. CAUTION! Use great care when throwing the grappling hook and stand to one side of the car. Do not stand directly under it. Figure 29: Grappling hook and rope 17

192 5.6.2 Self-grappling cable car retriever This system can be used only on sit-down cable cars. It has two sheaves and a grappling hook attachment (Figure 30), which is sent along the main cable to hook onto the cable car's frame. The car is then retrieved by an attached line. Sufficient weight (50 lb) must be attached to propel the system along the cableway Bosun Chair and Rope When other retrieval systems fail, it may be necessary to use a bosun chair (Figure 31). Use this system with extreme caution. Figure 30: Self-grappling cable car retriever The bosun chair is essentially a one-man seat that is easily attached to the cableway cable. The following procedures and safety precautions must be used. 1. Always use two people when employing the bosun chair; an operator who rides on the chair and an assistant. 2. Attach the bosun chair to the cable and ensure that the assistant has a firm grasp on the rope attached to the chair. 3. When getting into the chair, ensure that it is firmly anchored. Figure 31: Bosun chair 4. Make sure the safety harness is securely fastened to the chair. 5. The operator must be wearing an approved PFD and safety harness as well as leather gloves and a pair of safety goggles. A retrieval line to be attached to the cable car is also necessary. The safety harness must be securely fastened to the chair. 6. The assistant remains on the ground below the platform and holds the rope attached to the bosun chair. From here the assistant is able to pull the operator back to the platform. 7. Approach the cable car slowly because it may roll in the direction of the bosun chair. The operator's assistant can ensure that the chair speed is controlled by slowly letting the rope out. 8. When the operator reaches the cable car, one end of the retrieval line is secured to the cable car. The other end is held by the assistant and can be secured to the A-frame. 9. The assistant is then able to retrieve the bosun chair and operator by means of the rope. 10. The cable car is recovered with the retrieval line. 18

193 6.0 CABLEWAY INSPECTION This section describes the inspection procedures for cableway components such as supports, footings, anchors, cables, ladders and hardware. An annual report on the inspection is mandatory. There are a number of forms in use across the country for reporting on annual inspections. The Cableway Inspection Report taken from the Safety Guide was chosen because it covers the inspection in clear, understandable language. This form is shown on page SUPPORTS A variety of different designs for main cable supports are used across Canada. The most common are A-frames which are made either of : timber, hollow structural sections, I-beams, or steel angle. The A-frame designs range from 1.5 m to over 20 m in height. Occasionally, designs for steel towers and posts are used in unusual situations. Inspect main cable supports at least once a year to make sure that they have not been damaged, that they are plumb and level and that all their nuts and bolts are tight and in place. When the design specifies structural bolts, do not use another type. A-frames and towers should have a safety loop attached to the main cable to prevent the A-frame from falling if the stay line breaks or is vandalized. The safety loop consists of a short length of wire rope that is looped around the A-frame and clipped to the main cable (Figure 3). Cableways with concrete or wooden footings and concrete anchors may need to be grounded. Check local codes for the correct grounding procedure. Installations with steel footings or steel anchors do not require additional grounding A-Frames and Towers Wood Wood is still being used for small A-frames (under 5 m) because it is inexpensive to install. However, wood can lose its structural strength relatively quickly, and it is often difficult to determine when an installation should be declared unsafe. Therefore, limit the use of wood for A-frames to short-term installations. In the past, wood was used extensively for all sizes of A-frames and towers which were often not painted or not treated with preservative. Thoroughly inspect these installations on a regular basis. Give special attention to the leg bases and the tops because water can more easily penetrate the end grain at these points. Promptly repair or replace supports that show any sign of rot or deterioration. Some timbers may not show any visible deterioration. Take core samples from older installations to ensure that the member is sound. The core sampler is a hollow steel tube that can be screwed into the wood (see Figure 32). Penetrate to the centre of the member except at the A-frame base where a steel pin usually extends mm into the leg. The technician needs to take a sample at the base but must be careful not to hit the pin. Pull the sampler from the wood and use an extractor to remove the sample. You should incline the core hole slightly upward. After removing the sample, plug the core hole so water and insects cannot enter. 19

194 Tapping on timbers or jabbing with a knife are not acceptable methods to determine soundness. They may, however, indicate that core samples are necessary A-Frames and Towers Steel Today, almost all cableways use steel A-frames for the main cable supports due to their ease of installation and minimal maintenance requirements (Figure 33). Designs for A- frames vary considerably; they may be made from : round or square hollow sections, I-sections, or angles. Figure 32: Core sampler Regardless of design, galvanized steel A-frames or towers do not require maintenance. They need only to be checked to ensure that they have not been damaged, that they are plumb and level, and that all nuts and bolts are tight. When structures of galvanized steel are painted to warn aircraft, you must use a special primer before you apply the paint. Paint non-galvanized steel with a zinc-rich paint, such as Galvicon or Devcon Z Posts Where insufficient space exists for backlines (Figure 34), steel posts are generally used to support the main cable. The post is supported on a large concrete base designed to resist overturning. Keep the base of the post free of debris and dirt to permit inspection. Check the installation to make sure that it is not damaged, that it is plumb and level, and that all nuts and bolts are tight. Figure 33: Steel tower of galvanized steel. (This one supports a heavy stand-up car and shelter) Figure 34: Cantilevered post 20

195 6.1.4 Tripods Tripods are three-legged towers (Figure 35) used primarily at reaction ferry installations. The provincial agency which owns and operates the cableway also maintains these installations. The agency sets out the procedures to follow when you inspect or use its cableway Side Hill Anchors This support system and inspection is described in more detail under section Figure 35: Tripod 6.2 FOOTINGS Steel Steel footings (Figure 36) are generally used with steel A-frames and are normally made of the same size section as the A-frame legs. The footings should not extend more than 200 mm above ground, and should be plumb and level. The technician should reference footing elevations to bench marks, if possible, and record any movement of footings. The technician must also report differential settlement to the supervisor. Figure 36: Steel footing Concrete Concrete footings (Figure 37) are generally used at sites where concrete is used for the main anchor. The technician must check that the footings are level and that the concrete is not cracked or spalling off Timber Timber should be used only for footings (Figure 38) where it is necessary to distribute loads over a large area, such as in very soft soils or in permafrost. When timber is used on permafrost, the moss cover should be left intact to help prevent the ground from thawing under the A-frame and causing unnecessary settlement. Timber for footings should be at least 200 mm x 200 mm (8 in. by 8 in.) and the footing should not be built up to more than 600 mm (2 feet) above the ground. The technician must report differential settlement promptly so that corrective measures can be taken. Figure 37: Concrete footing Figure 38: Timber footing 21

196 6.3 ANCHORS Gravity Anchors Gravity anchors (Figure 39) are widely used for cableways in Canada. They are easy and safe to install, but may be more expensive than other alternatives. Cable connections to the anchor must be above ground and kept clear of debris for easy inspection. For cableways where wire rope extends into the concrete, a rock anchor should be installed and the wire rope should be reconnected to it. A plug bench mark (BM) should be placed in the anchor and referenced to other BM's to check for anchor movement. The concrete should be sound with no signs of deterioration or cracking Buried Anchors Buried anchors (Figure 40), such as steel plate anchors, are commonly used. They are easy to transport and are relatively inexpensive. However, they require a deep excavation to install, and may require shoring to install safely. Buried anchors should be connected to main cables by steel rods only since corrosion can readily penetrate wire ropes. If wire rope was used, it must be inspected for deterioration annually to a depth of 0.5 m below ground. If rust is evident, the installation may be unsafe and should be inspected by a qualified individual. Buried anchors should have a reference pin driven into the ground at the end of the anchor rod so any movement of the anchor can be monitored. Measurement should be reported immediately. Figure 40: Steel plate anchor Rock Anchors Various rock anchor types are used for anchoring main cables and aircraft marker cables (see Figure 41). Each type is designed for particular loading conditions and should be used accordingly. Rock anchors should be selected only by an individual familiar with their design limitations. Generally, rock anchors should be installed in line with the main cable. When more than one anchor is used, the bridle should distribute the load equally. Anchors not requiring grout should be sealed to prevent water from entering around the anchor and freezing. If rock anchors are installed below ground level, the ground Figure 41: Rock anchor installation should be sloped back or protection should be installed to prevent soil from covering the anchor or cable.rock anchor installations must be inspected immediately by a qualified person if : 1. anchors have been bent 2. rock around the anchor is spalling off 3. there is any sign of anchor movement 4. cracks appear in the rock near the anchors. Figure 39: Gravity anchor 22

197 6.3.4 Side-Hill Anchors Side-hill anchors (Figure 42) can be used where one river bank is significantly higher than the other bank as long as the foundation conditions are suitable. These support systems can be used for either narrow or wide rivers and any type of cable car can be used. Installations with side-hill anchors should have safe access to the anchors and provision for securing the cable car. For installations other than rock bolts, check for any cracks or signs of movement which may indicate instability in the area around the anchor, from the water line to well above the anchor. The whole side-hill area should be checked for evidence of previous slide activity. Figure 42:. Side-hill anchored cable Multiple Anchor Installations Installations requiring more than one anchor should be set up in such a way that : a. anchors are in a straight line perpendicular to the main cable if possible b. anchors are equally spaced c. the bridle connecting the anchors distributes the load equally. Figure 43 illustrates a cableway designed with multiple anchors. 6.4 CABLES Determining Proper Cable Dimensions (Main Cable) When checking wire rope, the technician must first determine the correct size, grade and construction to provide the required level of safety and to meet operational requirements (see Figure 46 for the procedure used to measure wire Figure 43: Multiple anchor with steel plates rope diameter). This lesson package does not provide formulas or tables for determining the design loads used for selecting the main cable. These tables and formulas are published in Safety Guide Construction and Operation of a Stream Gauging Cableway. Any cableway not described in these tables or used for sediment sampling should be checked by a qualified person. The tables in the above publication provide specifications for loaded and unloaded sag. The loaded cable sag is used to determine the minimum safe clearance above high water. The unloaded sag is directly related to the maximum cable tension under load. If the sag is reduced, the cable tension is increased. Therefore, to ensure that the safe working tension is not exceeded, the unloaded sag must be set as specified. There is some difficulty in checking the unloaded sag as it will vary due to anchor movement structural stretch or change in temperature. Increased sag due to anchor failure is not always obvious. Therefore, cableway users should clearly mark anchors so any movement can be easily detected. See section 6.3 on cableway anchors. If anchor movement is evident, increase the sag if possible and report the situation immediately. Structural stretch occurs in new wire rope and varies with rope construction and the loads applied (Figure 44). The stretch occurs as individual wires adjust to the loads. It can range up to 1 percent of the rope length. The increase in sag due to stretch can be reduced by having the wire rope prestretched by the supplier or by working the wire rope during installation. To work the rope, run a heavily loaded car back and forth across the cableway several times and then reset the unloaded sag. 23

198 Section provides a sample problem that deals with determining sag in relation to temperature change. If a cableway is not to be used during the winter and is subject to extreme low temperatures, cable sag should be increased to minimize the possibility of damage due to cable contraction. Figure 44: Support cables Aircraft Marker Cable Cableways used for hydrometric work can pose a hazard to aircraft and are regulated by Transport Canada, Air Navigation System Requirements Branch. Its publication Standards Obstruction Markings describes their requirements. (See section 6.4.3). In general, any cableway used for cableway measurements requires an aeronautical study to determine what obstruction markings are required. In most cases, aircraft marker cones are the only requirement although regional requirements will vary. Transport Canada sometimes requests that A-frames be painted. When aircraft marker cones are used, they are suspended from a wire rope, such as a 9.5 mm ( 3 /8 in.) 7 x 19 IWRC aircraft cable. For spans over 200 m, a 13 mm ( 1 /2 in.) rope should be used. The sag of the marker line should be set with the bottom of the cones approximately 300 mm (12 in.) above the main cable. New installations will require frequent adjustment until the structural stretch has been removed Aircraft Marker Cable Criteria The material in this section is quoted from the Transport Canada publication Standards Obstruction Marking. Objects Requiring Marking : The purpose of obstruction marking is to provide an effective means of indicating the presence of hazards to aircraft navigation. The obstruction must be visible at sufficient range to permit a pilot to take appropriate action to avoid the object by not less than 305 m (1000 ft) vertically within a horizontal radius of 610 m (2000 ft) from the obstruction. Aeronautical Study : Because of the nature of obstructions, it is not possible to fully define all situations and circumstances. Thus in certain cases, a Transport Canada aeronautical study may be required to determine if marking and/or lighting is necessary to increase the conspicuity of an obstruction or to determine if deviations to the standard can be approved. An aeronautical study is required for : a. all obstructions greater than 90 m (300 ft) above ground level (AGL), but less than or equal to 150 m (500 ft) AGL; b. all catenary (suspended) wire crossings, including temporary crossings except installations greater than 90 m AGL, which must have markings; c. obstructions less than 90 m (300 ft) AGL if deemed potential hazards to air navigation. The following factors should be considered during an aeronautical study : a. the location of objects on high terrain; b. surrounding topography; c. VFR air traffic density; 24

199 d. the presence of atmospheric conditions which would affect ceiling and flight visibility; and e. the proximity of obstructions to water, aerodromes and heliports. Cable markers : Where other methods of marking are inadequate or not practicable, aircraft warning markers shall be displayed on aerial wires and cables, as indicated in Figure 45. a. Dimensions Cable spherical markers may be 75 cm (2.5 ft) or 150 cm (5.0 ft ± 15 cm (0.5 ft) in diameter as determined by the aeronautical study. b. Spacing The 75 cm (2.5 ft) diameter spherical markers and conical markers shall be spaced at intervals of approximately 45 m (150 ft). The 150 cm (5 ft) diameter spherical markers shall be spaced at intervals of 90 m (300 ft) to 120 m (400 ft). Where the associated span is relatively short, no fewer than two markers shall be used. The markers shall be displayed on the highest wire, or by other means at the same height. Figure 45: Markers for cable span c. Staggered Installation Where there is more than one wire at the highest level, the spheres may be installed alternately along each wire, as long as the distance between adjacent markers meets the spacing standard. This method will allow the weight and wind loading factors to be distributed. d. Pattern An alternating colour scheme is the most conspicuous against all backgrounds. Overhead wires shall be marked by alternating solid colour spheres of international orange and white. An orange sphere shall be placed at each end of the overhead wire and spacing adjusted to accommodate the rest of the spheres. When fewer than four spheres are needed, they shall be international orange Cableway Sample Problem Cableway sag The following example illustrates the concept of cableway sag. Sag is determined by using the cableway's clear span or support-to-support distance, the wire rope size and type of core. Assume that a cableway at a hydrometric station has a clear span of 140 m and 5 m A-frames with tops at the same elevation on each bank. Assume also that the wire rope diameter is 25 mm. (If the wire rope size is not known, refer to Figure 46 for the correct measuring procedures.) Finally, assume that the wire rope is IWRC (independent wire rope core) rather than a fibre core. (This is done by examining the centre strand of the wire rope to see if it is steel or fibre.) From the sag table (Table 2), the unloaded sag is 1.64 m. A sag marker should be positioned 1.64 m below the main cable on the cable support. A hand level is used to check the cable sag from this marker. The temperature at which the sag was set should be recorded. Figure 46: Wire rope size measurement (Source : American Steel and Wire Company of New Jersey, 1946, p. 112) 25

200 Note Figure 46 does illustrate the correct way to measure wire rope size. However, the illustration uses an example of a Fiber core wire, which is NOT recommended. The recommended wire rope to use is the IWRC (independent wire rope core) rope Effects due to temperature change Always keep the effects of temperature in mind when adjusting cable sag. Wire rope expands with an increase in temperature and contracts with a decrease in temperature. The effects of temperature change can be determined by measuring the total length of wire rope from anchor to anchor. In the above example, the length of wire rope is 160 m. The sag tables show that a temperature increase of 50 C would increase sag from 2.12 to 2.89 m. This decreases the tension in the cable. A temperature dropof 50 C would decrease sag and increase cable tension. In this example, the unloaded cable tension would increase by 50%, which can be significant. For this reason, when adjusting cable sag, the technician must not set the sag at less than the specified cable tension to compensate for an expected increase in sag due to stretch. Extreme cold weather will increase cable tension, which could damage cableway components. Cable span in metres Table 2. Main Cable Sag (25 mm (1.04 in) IWRC) Loaded sag at T C in metres No load sag at T C in metres No load sag at T+50 C in metres T = Ambient temperature when sag is set. (Modified from the Safety Guide, p. 12) 6.5 HARDWARE FOR CABLEWAY CONSTRUCTION General Requirements The hardware used for cableway construction should be carefully selected for the task it must perform. In most cases, light-duty parts should not be used. Parts such as cable clips and turnbuckles must be made from dropforged steel, preferably quenched and tempered, and should be hot-dipped galvanized. It is best to buy only good quality, brand name fittings such as Crosby. 26

201 6.5.2 Cable Clips Clips are the most commonly used termination for wire rope. They are easy to install and inspect; they provide good strength; and they allow flexibility of installation. When properly installed (Figure 47), they will develop 80% of the rope's breaking strength. There are two main types of clips in use : 1. the U-bolt and saddle, and 2. the double integral saddle (fist grip). The double integral saddle clip is easier to install and cannot be put on the wire rope incorrectly. The U-bolt provides the same holding power, but must be installed with the saddle to the live side of the wire rope not the short turned backside. See Table 3 for installation requirements. Figure 47: Illustration of correct application of cable clips Rope Diameter mm (in.) Min. No. Clips Table 3. Application of Wire Rope Clips * Space Between Clips mm (in.) Torque Nm (lb ft) Min. No. Clips Space Between Clips mm (in.) Torque Nm (lb ft) 9.5 ( 1 /3) 2 60 (2 1 /2) 60 (45) 2 60 (2 1 /2) 60 (45) 12.7 ( 1 /2) 3 75 (3) 90 (65) 3 75 (3) 90 (65) 19 ( 3 /4) (5) 180 (130) (4) 180 (130) 22.2 ( 7 /8) (5 1 /2) 305 (225) (5 1 /2) 305 (225) 25.4 (1) (6) 305 (225) (6) 305 (225) 28.6 (1 1 /8) (7) 305 (225) (6) 305 (225) 31.5 (1 1 /4) (8) 490 (360) (7) 490 (360) * Table based on regular 6 x 19 class wire rope fibre core or IWRC. The method of installing both types of clips is the same. Fold the end of the cable over at a length equivalent to approximately 35 times its diameter. Apply the first clip at least one base width from the dead end of the wire rope (end of turn back) and tighten nuts. Apply the second clip and slide it snug to the thimble. Do not tighten the nuts. Install the remaining clips equally spaced. Take up the rope slack and tighten all nuts to the specified torque. When loads are applied, the wire rope will stretch and decrease in diameter, therefore, the clips must be retorqued to specifications. On large installations, a geared drive can be used to easily set the required torque. 27

202 6.5.3 Sockets Most sockets develop 100% of the wire rope's breaking strength and are generally used on large spans or where space limitations dictate a compact termination. On large spans using bridge strand, a bridge socket is also used to adjust cable sag. On regular wire rope, two types of sockets are used. The first type is a spelter socket where the rope is held in place with a molten zinc alloy or epoxy resin (Figure 48). The other type uses a swaged fitting where the socket is pressure fit on the rope (Figure 49). The wire rope should be prestretched before sockets are attached. All sockets, particularly older installations, should receive careful inspection where the rope enters the socket. Check for broken wires or corrosion by probing the wires with an awl. Figure 48: Spelter sockets Figure 49: Swaged socket Turnbuckles Marker lines, tie back lines and mainlines require turnbuckles (Figure 50). The size of turnbuckles required for marker and tie back lines is generally 19 mm x 460 mm (¾ in. x 18 in.). Mainlines up to 25 mm should have one turnbuckle, 40 mm x 610 mm (1½ in. x 24 in.). On long spans, it may be very difficult to adjust the turnbuckle due to friction over the A-frame saddle. A puller should be attached to the cable to reduce the tension, allowing easier turnbuckle adjustment. The ends of the turnbuckle rods should be deformed or spot welded to prevent the rod from being completely backed out of the turnbuckle body. Figure 50: Turnbuckles 28

203 6.6 LADDERS AND PLATFORMS Ladders All ladders used at cableway installations must meet the requirements of the Canada Labour Code (1986) Canada Occupational Safety and Health Regulations. The material in Sections and has been obtained from this publication. 1. If a ladder is more than 6 m (20 ft) in length, the portion above 2 m (6.5 ft.) should be fitted with a cage. 2. A ladder more than 9 m (30 ft) in length must have a landing at intervals of 6 m (20 ft.). The landing must be at least 0.36 m² (4 ft²) and fitted with a guardrail. The above requirements do not apply if the ladder is used with a fall protection system. (See section 6.6.3) Ladders formed by driving spikes into wooden A-frame legs or by attaching bolts through the flanges of I-beams or similar installations are unacceptable and should be replaced. Figure 51 illustrates the correct installation of a ladder. Brackets used to attach ladders to A-frames must not have protrusions that could snag loose clothing. Figure 51: Aluminum ladder for A-frame Platforms All platforms should have guardrails designed to meet the Canada Occupational Safety and Health Regulations, which state : 1. Every guardrail shall consist of : a. a horizontal top rail not less than 900 mm and not more than 1100 mm above the base of the guardrail. b. a horizontal intermediate rail spaced midway between the top rail and the base; and c. supporting posts spaced not more than 3000 mm apart at their centres. 2. Every guardrail shall be designed to withstand a static load of 890 N applied in any direction at any point on the top rail. Before using the platform the technician must inspect it to ensure that all nuts and bolts are in place, that wood members are sound and that the platform has not been damaged. 29 Figure 52: Cableway platform

204 Figure 52 illustrates the correct design of a cableway platform Fall Protection Systems A fall protection system may be used in place of a cage or landings as stated in section The requirements for a fall protection system are detailed in the Canada Occupational Safety and Health Regulations. The fall protection systems listed below do not require any maintenance and must not be lubricated or adjusted. Any problem should be referred to a qualified service centre. The main systems for fall protection are : 1. Cage As mentioned in section the cage requires platforms located every 6 m. It may not provide enough room for technician wearing backpacks. 2. Sliders The two most common types of slider systems use a rail or a cable with a sliding sleeve (Figure 53). The sleeve slides freely up the rail or cable. It is designed such that sudden downward pull locks it to prevent a fall. Release the downward pull and it is operational again. This system is attached to the A-frame shown in Figure 53. There are several drawbacks with these systems. Figure 53: Slider-type fall protection device The technician is limited in what can be carried on the ladder because one hand is usually required to move the slider down the track or cable when descending. Movement on the ladder is restricted and may prevent a technician from making proper cable sag checks or A-frame maintenance. A second disadvantage of the slider system is that it does not provide full protection when moving to and from the platform. Also, separate slides must be available for each person. With this system, a lanyard must never be connected between the slider and the safety belt. Even a short lanyard could cause serious back injury in case of a fall. 3. Retractable cable The retractable cable system (Figure 54) uses a cable under light, constant tension. The user clips the cable to a safety harness or to the back of a safety belt and is free to move in any direction. The cable drum automatically feeds out or retracts cable as necessary. The unit has a two-stage braking system that protects against a fall. The first is a centrifugal locking mechanism that stops the drum instantly. When the tension on the cable is released, the brake releases and the unit is operational again. The second stage is an energy-absorbing system to reduce the jolt from a free fall. It can be used only once then the unit then be returned to the supplier for repair. An external indicator shows when stage two has been deployed and the unit requires servicing. The cable should be left in the retracted position. Attach a retrieving line to the cable and the base of the structure. The advantages of this system include : Figure 54: Retractable cable-type fall protection device 30

205 a. the user has free movement around the structure, b. there are no tracks or cables cluttering the ladder, c. both hands are always free, d. it can be used by more than one person to access the work platform, e. it can be used while working on the platform. The disadvantages are higher cost and more frequent servicing. 6.7 ANNUAL CABLEWAY INSPECTION REPORT Inspection The following items should be checked once a year by a qualified person. An inspection report such as the one shown will be completed and submitted to the appropriate personnel in the region. Location Cableway Inspection Report (Span : m, ft) (Dia : mm, in) (Erec. sag : m, ft) (Design load : kg, lb) Item Comments : Areas of concern should be underlined, not any photo taken. (1) Main cable (2) All wire rope fittings (3) Anchorages and footings (4) A-frames, other support ladders, step bolts, loading platforms (5) Back stays and/or other stay supports, A/C warning cable (6) Cable car (7) Other I certify that the cableway located at the abovedescribed station was inspected by me in accordance with the attached Cableway Inspection Guide on 19. Report forwarded to, on Signature (See reverse for guide) 31

206 (1 ) (2 ) (3 ) (4 ) (5 ) (6 ) (7 ) Main cable All wire rope fittings Anchorages and footings A-frames, other support ladders, step bolts, loading platforms Back stays and/or other stay supports, A/C warning cable Cable car Other CABLEWAY INSPECTION GUIDE Describe general condition of the wire rope. Note excessive rust penetration and broken or frayed strands. Pay particular attention to portions at or near anchorages; use awl to pry at wires. Check cableway sag. Note any missing or defective fittings and replace. Make sure saddles of U-bolt clips are on the live wire. Note any slippage at connectors and clips. Torque all clip nuts to specified setting. Check general condition of concrete andconnections. Make sure that connections are free of soil and debris and that contacting concrete is sound. Note signs of movement in footings or deadman and side-hill anchors. Check for subsidence, heaving or sloughing of the surrounding ground. This is particularly important for installations in permafrost. Make sure A-frames are plumb and true. Ensure that timber is sound and painted or treated with preservative. Examine points of wood-to-metal contact for wear, rot or corrosion. If the condition of the wood is in doubt, take core samples. Fasten all ladders, platforms, and other supports securely. Make sure all safety hardware is in good condition. Describe general condition of wire rope. Pay particular attention to portions at or near anchorages. Ensure cable does not contact soil or debris. Replace missing or faded aircraft warning markers. Cones should be approximately 300 mm above unloaded main cable. Describe general condition of the cable car, including sheaves. Lubricate sheaves if necessary. Make sure reel mounts and fasteners to restraining devices are secure. Ensure braking and/or drive systems (if applicable) are functioning. Describe all hazards such as trees, power lines, utility poles. Note unstable bank conditions and danger from falling rock. Note any damage or condition that may make the facility unsafe. 32

207 7.0 SUMMARY Following the completion of this lesson package, the technician will be able to understand and practice the safety procedures related to the following topics : 1. cable car safety procedures 2. cableway safety equipment 3. procedures for loading cable cars 4. the safe use of car pullers 5. the maintenance and use of braking systems 6. the safe operation of powered cable cars 7. the use of bosun chair and other retrieval systems In addition to the safety procedures involved in cable car operation and maintenance, the technician must also understand how cableways are constructed and how to properly inspect them. Following the completion of this lesson package the participants will be able to safely inspect and maintain the following : 8. the five main cableway support systems 9. three types of support footings 10. gravity anchors, buried anchors, rock anchors, side-hill anchors and multiple anchor installations 11. basic hardware for cableways such as cable clips, sockets and turnbuckles 12. ladders and platforms, guard rails and fall protection systems. Upon completion of this lesson package and with additional experience, the technician will also be able to successfully complete an Annual Cableway Inspection Report with the necessary technical detail. Potentially unsafe conditions will be identified and these will be referred to the appropriate individuals. 33

208 8.0 MANUALS AND REFERENCES 8.1 FIELD MANUALS Environment Canada (1971), Hydrometric Equipment Handbook, Inland Waters Directorate, Water Survey of Canada, Ottawa. Environment Canada (1977), Safety Guide Construction and Operation of Stream Gauging Cableways, Inland Waters Directorate, Water Resources Branch, Ottawa, 16 pp. Environment Canada (1995), Safety and Health Manual for Hydrometric Field Activities, Atmospheric Environment Service, Water Survey of Canada. 8.2 REFERENCES American Steel and Wire Company of New Jersey (1946), Wire Rope Engineering Handbook, p Canada Labour Code (1986), Canada Occupational Safety and Health Regulations, Canada Gazette Part II, Vol. 120, No. 6, Ottawa. Transport Canada (1987), Standards Obstruction Markings, Air Navigation System Requirements Branch, Report TP382E, 2 nd Edition, Ottawa. Treasury Board of Canada, Handbook of Occupational Health and Safety, 3 rd Edition, Ottawa. Workers' Compensation Board of British Columbia, Industrial Health and Safety Regulations, Regulation 8.24(8). 8.3 CAREER AND DEVELOPMENT PROGRAM Lesson Package No Discharge Measurements from Cableways. 34

209 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No. 12 Gauging Station Management R.B. Barnetson Water Survey of Canada Environment Canada 854, 200-4th Ave. S.E. Calgary, Alberta Canada T2G 4X3

210 Copyright All rights reserved. Aussi disponible en français

211 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGOUND OBJECTIVES INTRODUCTION LEVEL CHECKS GAUGE STABILITY BENCH MARK STABILITY PROBLEM IDENTIFICATION Documentation Station Analysis Form CORRECTIVE ACTION DISCHARGE MEASUREMENTS INTRODUCTION STABILITY OF THE STAGE-DISCHARGE RELATION PROBLEM IDENTIFICATION GAUGING STATION MANAGEMENT PURPOSE STATION MANAGEMENT PLAN Level Checks Discharge Measurements EXAMPLE STATION MANAGEMENT PLANS SUMMARY MANUALS AND REFERENCES MANUALS REFERENCES iii

212 1.0 PURPOSE AND BACKGOUND This lesson package has been prepared to assist the field officer in making decisions on when to visit a gauging station to perform level checks and discharge measurements. The material in this package ties together much of the material discussed in other lesson packages. Whereas these lesson packages describe how to perform certain specific tasks, this lesson package stresses when to perform them. The field officer must have a good knowledge of the hydrometric network in order to apply the principles outlined in this lesson package. This knowledge can only be gained through field experience. 1

213 2.0 OBJECTIVES The objective of this lesson package is to outline the factors that should be considered when establishing priorities and scheduling of a field data collection program. The frequency of level checks varies depending on the gauging station's location, on the stability of the gauge, and on the stability of the bench marks. Similarly, the frequency of discharge measurements depends on the stability of the stage discharge relation, on the factors which can alter this relation, and on the extent to which the relation has already been defined. Upon completion of this lesson package the participant will be able to analyse a given situation at a gauging station, and decide how often level checks and discharge measurements should be done. 2

214 3.0 INTRODUCTION The essential task of a hydrometric technician is to compute and ultimately publish hydrometric data such as water levels (stage) and stream discharges for gauging stations that have been assigned. These data must be collected and computed according to established national guidelines or standards to ensure that data are consistent and comparable across the country. The key to data computation lies in the amount and quality of data collected in the field. In general, the more data available and the higher the data quality, the easier the data are to compute and the greater its reliability. The optimium gauging station is one where water levels and discharge are continuously monitored with a high degree of reliability. In theory, if these data can be sensed remotely, fewer visits to the gauging stations would be required, with perhaps only an occasional trip being made to maintain the condition of the gauging shelter and hydrometric equipment. While the development of suitable electronic data collection and transmission equipment is desirable, conditions relating to the gauging station site and the present hydrometric equipment itself make it necessary for the field officer to visit all stations several times during the year. For example, backwater conditions may change during the year due to ice conditions or vegetation growth, hydrometric equipment may malfunction or the hydrometric gauge may have a history of instability. A gauging station management plan will assist the technician in operating a hydrometric network in an efficient manner. Decisions on when to undertake field work can then be made to assess gauge stability, bench mark stability and the requirement for obtaining discharge measurements at a site. 3

215 4.0 LEVEL CHECKS 4.1 GAUGE STABILITY The accuracy and reliability of water level records depend primarily on the conditions of the gauge at the hydrometric station. If the gauge is unstable or becomes damaged, then the quality of stage record will be reduced. Gauges may be unstable for the following reasons : action of frost : differential soil movement may cause the gauge to move up or down. stream bank instability : stream bed erosion : bank may slough resulting in a lowering of the gauge datum. potentially may wash out the gauge. vandalism or damage due to ice : mechanical defects : may cause the gauge datum to change or the gauge to be destroyed. e.g. weight may slip, break or kink on an Electric Tape Gauge or wire weight gauge; poor guying of boom gauges. It is essential that the datum of a gauge be checked against the bench marks to which it was originally referenced for the following reasons : to maintain a constant gauge datum for use in defining the stage discharge relation and subsequent application of this relation to the gauge heights to produce accurate stream discharge results to ensure that stage records remain accurate and comparable throughout the period of record for such applications as the determination of peak water levels (in flood studies, flood damage reduction programs, etc.) and for the determination of low water levels (utilized in intake locations, docks, etc.). 4.2 BENCH MARK STABILITY Bench marks are established and maintained at gauging stations to ensure accuracy of the gauge. Without this assurance, the relationship between successive water level readings will be uncertain and it will be extremely difficult to compute the stage record for that station. It may also be impossible to produce a stage discharge relation, which in turn will result in uncertain stream discharges. Each gauging station shall have three independent bench marks associated with it. This is to ensure the continuity of local datum if one or two of the bench marks are disturbed or destroyed. When installing bench marks, it is imperative to choose sites that will provide a high degree of stability, i.e., the ability of the bench mark to maintain its relative positive in the local terrain. Bench marks must be spread out, well away from the river bank and preferably above the floodplain. If bench marks are placed where construction and farming activity is prevalent or on the rights-of-way of transportation routes, they should be clearly flagged. The following site conditions should be avoided, if possible : 4

216 evidence of river bank slumping slope instability meandering of water courses high rate of soil erosion and deposition loose fills placed in dykes or near highways high water table sites construction activity. Frost action is a main cause of unstable bench marks. In prairie environments, frost can occur more than a metre below the surface. Lesson Package No. 3 discusses bench marks and describes the suitability of each type with respect to various soil and other site conditions. 4.3 PROBLEM IDENTIFICATION Uncertainties in the stage record collected at a hydrometric station may arise from several causes : A. the gauge is stable but one or more bench marks is unstable B. the gauge is unstable but all bench marks are stable C. the gauge is unstable and one or more bench marks is unstable. It is essential that the specific problem be identified so that corrective action can be undertaken. This can be accomplished through documentation of field activities Documentation Documentation of field activities is done using the Gauge History form and the Station Analysis form. The procedures for completing these forms have been fully described in Lesson Package No. 22, Station Analysis Form and in Lesson Package No. 3, Bench Marks and Gauge Datum and will not be repeated here Gauge History Form The Gauge History form is a chronological listing of all bench mark activity throughout the history of a particular gauging station. The form contains a complete listing of current bench mark descriptions and elevations and the gauge datum elevation. Immediately after levelling, bench mark elevations are recorded in order to identify unstable bench marks and gauges. The gauge history is updated by the technician and retained in the current work file. The Gauge History form shows the continuity of the gauge datum. This is a very important part of data collection and every reasonable effort should be made to maintain it throughout the entire period of record. Continuity of gauge datum greatly enhances the value of hydrometric data for numerous hydrologic and engineering studies. The Gauge History form is a legal record of the gauge, as related to the current datum. The Gauge History form can be used to detect datum problems with either the gauge and/or the bench marks. Figures 1 to 3 illustrate this application. Figure 1 illustrates an example of a gauging station which has both stable bench marks and a stable staff gauge. 5

217 Level checks from the prime or control bench mark over a four-year period indicate that the apparent maximum movement of the two bench marks was only 2 mm (from m to m). Similarly, the apparent movement of the staff gauge was 3 mm, from m to m. In all probablity, these variations were due to observation or levelling instrument error and do not in fact represent bench mark or gauge movement. Figure 2 illustrates an example of a gauging station which has a relatively stable wire weight gauge, two stable bench marks and one unstable bench mark. Level checks over several years indicated that with respect to the prime bench mark the gauge varied by 4 mm. Bench mark M was also very stable. Bench mark M81-312, however, illustrates an apparent movement of 24 mm during this period, with the elevation of the bench mark being generally higher when the soil is frozen. Figure 3 illustrates a more complex situation. In the first two years of operation it would appear that the control bench mark was unstable since there was considerable apparent movement of the other two bench marks and the staff gauge. It was also apparent that the staff gauge was unstable since the gauge had both large positive and negative corrections. This analysis is confirmed in more recent years. (Corrective action is discussed in Section 4. 4). Figure 1: Gauge History Wandering River near Highway No. 10 Figure 2: Gauge History Sally Creek at Highway No. 15 6

218 Station Analysis Form The Station Analysis is an annual summary of all activity pertaining to a specific gauging station. The level check documentation on this form should : state the number of level checks taken and the dates if more than one type of manual gauge was used, state the period of use of each gauge explain doubtful reliability of any level checks if level checks are not used, explain the reason why show the method of distribution of gauge corrections. Examples of Station Analysis Forms are shown in Figures 4 and 5. Figure 3: Horse River at Highway No. 38 Figure 4: Station Analysis Montreal River at Outlet of Bigstone Lake Figure 5: Station Analysis North Saskatchewan River at Edmonton 7

219 4.4 CORRECTIVE ACTION Once the gauge and/or bench mark problem has been identified at a gauging station, a solution can be devised. In the case of an unstable gauge one of the following should be tried : repair the gauge if the problem is mechanical protect the gauge from stream erosion, vandalism, etc., if possible replace the gauge with a different type (Figure 3) relocate the gauge to a more stable structure or location abandon the gauging station altogether if none of the above is successful. In the case of an unstable bench mark, one of the following solutions will be applicable : relocate the bench mark to a more stable location replace the bench mark with a more stable type for the site conditions (Figures 2 and 3) abandon the gauging station. All unstable bench marks should be destroyed and documented. In most cases a poor gauge or unstable bench marks would not likely result in abandonment of a gauging station, especially if a thorough reconnaissance of the site had been completed prior to installation of the station. These conditions, combined with other factors such as poor measurement sections, inaccessibility or changes in the purpose of the station, may, however, contribute to the decision. 8

220 5.0 DISCHARGE MEASUREMENTS 5.1 INTRODUCTION The stage discharge relation has been discussed in detail in Lesson Package No. 18. A discharge measurement program is carried out to develop a relationship between stage and discharge for the full range of stage. Each discharge measurement and corresponding water level is plotted and a smooth curve is drawn. This curve is used with a continuous water level record to produce a record of daily discharges. 5.2 STABILITY OF THE STAGE-DISCHARGE RELATION Discharge measurements are obtained at periodic intervals 1. To develop a relation between stage and discharge for the full range of stage 2. To verify the stability of the stage discharge relation. Departures from this relation may be due to : i. scour or deposition of the channel ii. backwater due to the formation of ice or lodgement of ice or debris on the control iii. change of slope of the water surface during high flow conditions iv. weed growth in the channel or on the control v. beaver activity-building of dams or the destruction of dams. 3. As a follow-up measurement to confirm or refute the results of an anomalous measurement which does not plot on the stage discharge curve. It is essential to compute the measurement on site to compare it with other measurements entered in the Field Data Book. 5.3 PROBLEM IDENTIFICATION A decision on whether to make a discharge measurement at a particular gauging station may be made prior to leaving the office or at the site itself. Prior knowledge of the stream stage may be obtained on a near real-time basis from an observer or by electronic data transmission. A measurement may be required at that stage if a gap in the stage discharge curve is evident or if the stage corresponds to the extremes established by the curve. A decision may also be made in the office to measure the flow at a station each time the station is visited, either to define a new curve, verify a curve or verify backwater conditions. In many cases the decision to measure a stream is made at the site itself. The field officer must assess the situation each time a station is visited. It is essential that a copy of the stage discharge curve and a listing of all previous measurements for the year be readily available in a Field Data Book. Ensure that the book used by the technician is complete. It is also essential that, when a discharge measurement is taken, documentation be completed at the site. In most cases this includes finalizing the meter notes, and computing the discharge. All pertinent information relating to the flow conditions must be recorded in the field notes prior to learning the station. In this way any problems with the measurement can be identified and corrected. 9

221 6.0 GAUGING STATION MANAGEMENT 6.1 PURPOSE To maximize resources, gauging stations should only be visited when necessary during the year and so as not to reduce the quality of hydrometric data collected and published. This can only be achieved through a gauging station management program which has been developed for each station site. This management system will identify when the field officer should visit the station to : check the stability of the gauge and bench marks, obtain discharge measurements to confirm the stage discharge relation, collect sediment or water quality samples, complete routine or special maintenance programs, perform other tasks. Since each gauging station is unique, the management plan should be unique to each station. It should be prepared annually as conditions at the station and data requirements will change over time. For example, a new streamflow station will require frequent trips until a stage discharge relation is defined for that station. 6.2 STATION MANAGEMENT PLAN Level Checks The frequency of level checks is determined by the conditions to which the gauge is subjected. Under normal conditions, three level checks are required annually : prior to the disappearance of ground frost; immediately after spring runoff; and, in the fall. For gauges with a history of instability, a level check during each visit will be required. A level check should also be performed if the gauge has appeared to move or if a discharge measurement inexplicably deviates from the stage discharge relation Discharge Measurements A field program should be planned so that trips to gauging stations are scheduled to coincide with changes in stage, rather than with calendar dates. For smaller streams, where peak flow periods may last for only an hour or so and can occur at any time of the day or night, this can be a particularly difficult task. On the other hand, the duration of high flow conditions on large rivers is usually sustained, allowing ample time to obtain the required measurements. Of course, most of the rivers and streams measured are neither very large nor very small and the required discharge measurement program must be assessed independently. An offsetting consideration is the additional cost of making several short duration trips to individual sites rather than going on a circuit trip, involving many sites, on a more regular basis. A program to obtain a sufficient number of discharge measurements that clearly establish the relationship between stage and discharge is one of the first things to consider for each gauging station. Another important consideration is the stability and sensitivity of the relationship. The full understanding of these parameters is necessary since this is the essential information upon which the production of good records is based. When developing a new stage discharge relation, a number of discharge measurements and corresponding observations of stage must be obtained. The measurements should cover the entire range of stage and be sufficient in number to define all sections of the stage discharge curve. Over a period of time, a history for the stage discharge relationship will evolve. At some locations this will have to be verified on a regular basis. At others, 10

222 where it tends to be stable and well defined, it is quite possible that only one or two measurements may be required during the open water period to verify that no change has taken place. The stage discharge relation is frequently subjected to many conditions that may or may not be readily apparent. They can significantly change the relationship, causing individual discharge measurements to plot either to the right or left of the established curve. These conditions, often caused by impermanent banks, unstable stream beds, or change in slope due to a rising or falling stage, are called shifts and can be of a temporary or permanent nature. It becomes apparent, in most instances, that a discharge measurement should be made every time a gauging station is visited, regardless of whether or not there has been a change in stage; however, those locations with permanent controls of known stability, that have been adequately gauged, will only require one or two measurements during the open water period to demonstrate that changes have not occurred. Other trips would be necessary to service the recorder and carry out minor maintenance. The decisions on when and how to alter a discharge measurement program will depend, to a great extent, on the background knowledge a field officer has acquired of the area for which he is responsible and on the characteristics of the streams involved. The basic objective of a streamflow measurement is to confirm or establish the stage discharge relation or to define the deviation from this relation. Any decision to alter the program should be made in consultation with the area supervisor. Individual assessments for measurement problems can be based on : 1. stage discharge relation stability of control and undefined portions of this relation. history of factors affecting the stage discharge relation. 2. typical hydrograph 3. real time data i.e. stations equipped with Data Collection Platforms, etc. can be interrogated to determine if water levels are at a point where a measurement is necessary. 4. spring runoff field camps some sites may be such that runoff occurs over a very short period of time and thus in order to define the relation or backwater conditions, it may be necessary to establish a camp at the site, metering the station several times a day. Other factors which can affect the frequency of discharge measurements and, ultimately, the quality of records produced, are : Monetary reduction in funds available for travel and operation, either through cost-sharing agreements or departmental cuts, can cause fewer discharge measurements than are required to define the stage discharge relationship. Personnel reduction in personnel through a staffing freeze or expanding the network faster than staff can be hired or trained, can reduce the ability to adequately cover all stations. Management Decisions the judicious use of means to accomplish an end. Whatever reason is used for reducing the frequency of discharge measurements, this should be explained on the Station Analysis form for the information of those quality checking the current year's record, and for station reviews in the future. 11

223 6.3 EXAMPLE STATION MANAGEMENT PLANS No consensus has been reached nationally on the adoption of a comprehensive Station Management Plan. Several offices, however, have developed and implemented their own forms. Other offices have less formalized plans with station management being left to the discretion of individual supervisors and technicians. This problem is currently being addressed and it is hoped that a form and process acceptable to all Water Survey of Canada offices will be in place in the near future. Examples of forms currently in use across the country are illustrated by Figures 6, 7 and 8. Figure 6: Station Management Plan, Williams Lake sub-office Figure 7: Station Management Plan, Atnarko River near the Mouth Figure 8: Station Management Plan, Personal Schedule Development Summary 12

224 7.0 SUMMARY This lesson package has discussed scheduling of routine field data collection activities. Gauge and bench mark stability have been discussed and documented examples have been provided to identify stability problems and to suggest corrective action. The reasons for obtaining stage and discharge data have been outlined. Factors that affect the frequency of field work have been identified and the need for a comprehensive gauging station management plan has been stressed. The field officer should now be able to assess a given situation at a gauging station and decide how often level checks and discharge measurements should be done. 13

225 8.0 MANUALS AND REFERENCES 8.1 MANUALS Environment Canada (1980), Manual of Hydrometric Data Computation and Publication Procedures, Fifth Edition, Inland Waters Directorate, Water Resources Branch, Ottawa. Environment Canada (1984), Hydrometric Field Manual Levelling, Inland Waters Directorate, Water Resources Branch, Ottawa. Terzi, R.A. (1981), Hydrometric Field Manual Measurement of Streamflow, Inland Waters Directorate, Water Resources Branch, Ottawa. 8.2 REFERENCES Rantz, S.E. et al (1982), Measurement and Computation of Streamflow: Volume 1, Measurement of Stage and Discharge, and Volume 2, Computation of Discharge, USGS Water Supply Paper 2175, Washington, D.C. 14

226 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No. 13 Station Description (Field and Office) H. Yea Water Survey of Canada Environment Canada 513, 269 Main Street Winnipeg, Manitoba Canada R3C 1B2

227 Copyright All rights reserved. Aussi disponible en français

228 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES STATION DESCRIPTION FORM INTRODUCTION STATION NAME AND NUMBER MAP COORDINATES AND LEGAL LAND DESCRIPTIONS LOCATION DESCRIPTION GAUGING STATION EQUIPMENT MEASURING SECTIONS CHANNEL AND CONTROL BENCH MARKS SKETCH OF BENCH MARKS AND EQUIPMENT SKETCH OF STATION LOCATION REGIONAL VARIATIONS HYDEX SYSTEM PURPOSE OF HYDEX HOW TO COMPLETE THE HYDEX FORM SUMMARY MANUALS AND REFERENCES FIELD MANUALS OFFICE MANUALS iii

229 1.0 PURPOSE AND BACKGROUND The procedures used to describe a hydrometric station, such as the station description form and the HYDEX file, form an integral and essential part of the information about a gauging station. The Station Description form must completely describe a site and must be a current record of the equipment contained at the station. This reference document can be used by the new field technician and will enable him to become familiar with the stations he is to operate. This document can also be used to provide gauging station information to others. The HYDEX file is a computerized inventory of all active gauging stations in Canada. It provides management with detailed information on the type of installation at each station and the category for cost-sharing purposes. It also produces listings for the Canadian Surface Water Data Reference Index and provides a listing for distribution to data users. Each technician must understand the importance of these two reference documents and complete them correctly and thoroughly. 1

230 2.0 OBJECTIVES This lesson package instructs the new technician in the procedures used for completing a Station Description form and the station HYDEX file. At the end of this session, the technician will be able to : Assign names and numbers to stations. Use topographic maps to obtain coordinates and legal land descriptions. Describe the station location in detail. List gauging station equipment. Describe discharge measuring sections. Describe stream channels and controls. Describe and locate bench marks. Interpret the Gauging Station Inventory and updating procedures. Retrieve data from the HYDEX file. 2

231 3.0 STATION DESCRIPTION FORM 3.1 INTRODUCTION No standardized national Station Description form has been developed yet. All regional Station Description forms currently used by the Water Resources Branch contain detailed information about each hydrometric station. This section describes the components of a Station Description form and a Station History form using several examples (Figures 1 to 3). Figure 1 contains completed examples of Form R-40A, also called Description of Station. The form and an associated location map describes in detail the location of a gauging station in relation to towns and other major land marks. It also provides dimensioned sketches showing the exact location of bench marks, stilling well intakes, gas purge lines and orifices. Figure 1(a): Example of a station description form used in Guelph, Ontario Figure 1(b): Example of a station description form used in Guelph, Ontario 3

232 Figure 2(a): Example of a station description form used in Regina, Saskatchewan Figure 2(b) Example of a station description form used in Regina, Saskatchewan 4

233 Figure 3(a): Station history form used in Guelph, Ontario (1 of 3 pages) Figure 3(b): Station history form used in Guelph, Ontario (2 of 3 pages) 5

234 Figure 3(c): Station history form used in Guelph, Ontario (3 of 3 pages) 3.2 STATION NAME AND NUMBER Station names do not always match the geographical name of station locations. In some cases, geographical names for station locations do not exist. Official names of stations are given by the Canadian Permanent Committee on Geographical Names. They are published in provincial gazetteers and supplements. Each province may appoint a member to the committee who will advise on the names within that province. Therefore, in cases where geographical names are in question or not available, either write to the provincial representative, if there is one, or to the Data Control Section in Ottawa for an official ruling. The names of International Gauging Stations located in the United States should be accepted the way they are. This may mean that the names of some gauging stations will be spelt differently; e.g. Kootenay if in Canada, Kootenai if in the U.S.A. If you want to obtain information on geographical names of station locations or on station names, follow the procedures listed in the booklet. Principles and Procedures published by the Canadian Permanent Committee on Geographical names. These procedures can be summarized as follows : 1. Identify the feature on a map; enclose the map. 2. Give local name, if any. 3. If no local name is known, request that a name be assigned. You may suggest a name. 6

235 4. State why a name is required this is usually for identification of gauging stations designed for the collection of hydrometric data. 5. If a name is suggested, state the reason. Usually regional Data Control Section staff are responsible for assigning a unique 7-character identification number to each gauging station. The station numbering begins with the division of Canada into eleven major groups of river basins. These divisions are subdivided according to the heights of land within the divisions by a letter assigned to each subdivision, e.g., 05B. Each subdivision is further divided at drainage basin boundaries and assigned a second letter, e.g. 05BD. Stations in this sub-division are then assigned further numbers in chronological order of establishment, regardless of stream order. Thus, using the 7-character identification system, 05BD007 is the 7th station established in sub-division 05BD. Example : 05 Eleven Basins BD Height Drainage of Land Basin 027 Order of Establishment The procedure for assigning station numbers is as follows : a. Submit a field report indicating that a station has been established. The report should include the general location (perhaps plotted on a map) and a suggested name of the station. b. Refer to the file of station numbers (form ) showing the numbers that have already been assigned. c. Confirm the location and determine whether this was a discontinued location. If so, you may use the previous number. d. Assign the next available number in the appropriate subdivision for new stations. e. Assign official names to gauging stations. f. Complete Gauging Station Inventory Updating form MAP COORDINATES AND LEGAL LAND DESCRIPTIONS You should obtain from topographic maps : i. latitude ii. longitude iii. section iv. township v. range vi. meridian. Latitude (horizontal axis) and longitude (vertical axis) are listed in degrees, minutes, and seconds. You should 7

236 interpret these coordinates from topographic maps using an engineer's scale. Meridians are longitudinal lines every 4 degrees. The provincial meridian is at longitude 97 27'28.4". Townships and ranges are divisions within the meridians. Townships are horizontal divisions and ranges are vertical divisions. They are interpreted from topographic maps. A township is divided into 36 Sections. (See Figure 4 for section numbering). A section is a 1.6 km by 1.6 km area. It can be subdivided into quarters in the following ways : Northwest quarter of section 2 or southeast quarter of section LOCATION DESCRIPTION To describe the general location of a station you should use tangible points such as the : junctions of highways, distances from towns, railroads, and landmarks. To describe the location of specific gauging sites, you should reference them to : tributaries, outlets of lakes, and structures such as bridges. 3.5 GAUGING STATION EQUIPMENT When initiating or revising a Station Description form, the technician must list all equipment at the gauging station. This will include equipment such as : Wire Weight Gauges, staff gauges, Electric Tape Gauges, Telemarks, Data Collection Platforms, data acquisition terminals, solar panels, and meteorological sensors. Also, list stored equipment such as : boats, motors, reels, weights, taglines, orifice equipment and sediment equipment. 3.6 MEASURING SECTIONS Figure 4: Township with section numbering The Station Description form should include a description of the high and low water metering sections, cableway and boat measurement sites, and sediment sampling sites. Streams that can be waded, conditions that may affect their measurement and the initial point for sounding should also be documented on the form. 3.7 CHANNEL AND CONTROL When describing channel conditions, you should describe : 1. the bottom of the channel as silty, sandy or gravel bed 2. the surroundings such as trees or beaches 3. the level of the stream bank (high or low). You should also indicate when the channel is subject to overflowing. Channel control can be classified as either natural control or artificial control. With natural control, factors such as the contour of the stream bed and the presence of rapids or sandy ridges will be a major influence on flow patterns. Artificial control can be achieved by 8

237 wiers or dams which serve to regulate stream flow. 3.8 BENCH MARKS I. Describe the type of bench marks which are used, such as concrete and iron rod, iron rod in oil cylinder, or screw-anchor type. II. III. IV. Reference the location to bridges, hydro and telephone poles, highway centre lines, compass directions, trees, rock forms, etc. Note gauge datum and Geodetic Survey of Canada datum or other reference datums. Designate one bench mark as the master bench mark. Ideally the master bench mark will be the most stable one. 3.9 SKETCH OF BENCH MARKS AND EQUIPMENT Draft a detailed sketch of bench mark locations. Also include gauges, sediment samplers, recorder shelters, metering sections, and gauge readers if possible. Note aircraft landing sites SKETCH OF STATION LOCATION If possible, use copies of 1:50,000 National Topographic Series maps or equivalent. Show highways, towns, landmarks, railroads, river junctions and lakes. Use compass directions to direct personnel to the site and note distances where possible REGIONAL VARIATIONS Regional differences in the Station Description form are illustrated in Figures 2 and 3. Some of these differences in Station Description forms appear in the following sections of the form : i. Elevation of the gauge datum and conversion equation used to obtain Geodetic Survey of Canada datum ii. iii. iv. Sketch of orifices and intakes History of station Levelling history v. Drainage area vi. vii. viii. Safety factors at the site Real-time data log sheet Operational status : Continuous, seasonal, four month, international. 9

238 4.0 HYDEX SYSTEM 4.1 PURPOSE OF HYDEX The HYDEX or Gauging Station Inventory system has been established to : Provide management statistics on the following topics : number and/or names of active streamflow stations in Alberta, cableways in Manitoba, sediment stations in Canada, number of streamflow and water level stations in Canada by province or region, etc. Provide printouts showing gauging stations in the various categories of the cost-sharing agreement with the provinces. Produce computer listings suitable for publishing the biennial Surface Water Data Reference Index for Canada. Produce computer listings suitable for distribution to users or for the annual Surface Water Data and the Historical Streamflow/Water Levels Summary publications in conjunction with the following data files sorted on magnetic tape : FLOW daily discharges LEVELS daily water levels PEAKS annual maximum instantaneous discharges and water levels. To establish or revise the Gauging Station Inventory, use the following procedure : Form (Figure 5) must be completed as soon as a gauging station has been established. When a revised Gauging Station Inventory computer listing or an updating form is submitted, the new revised or deleted item should be circled on the copy for use in Ottawa in coding for key punching and subsequent storage on the HYDEX System. Detailed sediment data information will not be included since this is now given in Sediment Station Inventory form HOW TO COMPLETE THE HYDEX FORM Refer the participants to the HYDEX form, Figure 5. Complete form as follows : Field 01 Station Number : Enter the number that has been assigned to the station. If the number has been changed, enter the former number under General Remarks, field 75. Figure 5: Gauging station inventory updating form 10

239 Field 02 Name : Enter the official name of the gauging station. The name must not exceed 70 characters, including spaces, as this is the maximum space that has been assigned for storage on magnetic tape. If the name has been changed, enter former names under General Remarks field 75. If possible, use precise expressions such as Highway No. 47, at the Mouth, at Outlet of Bunker Lake, above Alice Creek, or near powerhouse. Avoid double names or double geographic references, e.g. Do NOT indicate at Outlet of Bunker Lake near Moose Jaw. Avoid abbreviations and names with apostrophes. Do not assign the same name to two different stations. Field 03 Region : Enter the applicable symbol as follows : V = Vancouver W = Winnipeg M = Montreal C = Calgary G = Guelph H = Halifax R = Regina Y = Yellowknife Field 04 Active or Discontinued : Enter the applicable symbol as follows : A = Active D = Discontinued Field 05 International : Enter the symbol X for stations which have been officially designated as International and are jointly operated by Canada and the U.S.A. Field 06 Province, Territory or State : Enter the abbreviation of the province, territory or state in which the station is located. If the station is located in the U.S.A., also enter the abbreviation of the adjacent province in parenthesis after the name of the state, e.g. MINN(ONT). Use the following abbreviations : YT SASK NB ALAS NDAK VT NWT MAN NS WASH MINN NH BC ONT PEI ID MICH ME ALTA QUE NFLD MONT NY Field 07 Coordinates : For the location of the gauge, show the latitude and longitude : 1. to the nearest second if taken from a map with a scale of 1 inch = 50,000 or larger; 2. to the nearest 10 seconds if from a map with a scale of 1 inch = 250,000; or 3. to the nearest 30 seconds if taken from a smaller scale map. Streams draining lakes or reservoirs should not be listed in this field. Their discharges must be referred to a gauge on the lake or reservoir. In these cases, provide the location of the outlet of the lake or reservoir and make an appropriate reference under General Remarks, field 75. Field 08 Drainage Area : The section Drainage Area shows the size of the natural drainage area. You should enter the latest available data on the drainage area, rounded off in accordance with the present rule for significant figures. The following list outlines several special cases for drainage areas. When they occur, you should place them in the General Remarks section, item 75. Drainage areas may be classified as special cases : 11

240 1. when runoff is affected by external diversions 2. when the drainage area is referred to a discharge measurement section located several miles from the gauge 3. when the natural drainage area has been permanently revised by man. The drainage area for water level stations on lakes should show the area of the drainage basin at the outlet of the lake or reservoir. If the drainage area is affected by external diversions that are seasonal or affect only a part of the runoff from a contributing drainage basin, you should not describe the drainage area at all. Field 09 Location : In this section you should provide a detailed description of the gauge location in relation to physical features and to the nearest town or post office. You should also indicate whether the gauge is located on the left or right bank, and whether it is above or below the nearest major tributary. Express distances either in metres or kilometres. If you measure the distance in a straight line, provide the compass direction, e.g. north or southeast. If you measure the distance along the stream, describe it as upstream or downstream. Your description must be precise and short because there is a maximum of 300 characters permitted for this section. Field 10 Tributary To : A maximum of 70 characters is permitted for this field. Enter the name of the immediate river, stream or lake into which the water is flowing at the mouth. In the case of a water diversion, enter the name of the river, stream or lake from which the water is being diverted. If the stream is a direct tributary to an ocean leave this field blank. Field 11 Legal Land Description : Where considered desirable, enter the description of the land location as determined by a legal land survey system used mainly in Western Canada, e.g. northwest a quarter sec. 11, tp. 30, rge. 8, W. 3rd Mer. Some surveys designated land location by river lot instead of by quarter-section. In these cases use the abbreviation RL for river lot. The township and/or range in some cases are further identified by the letter A, e.g. NW11-30A-08-W3. The identification is slightly different for stations located in the U.S.A., e.g. NW17-37N-20-EP. Field 12 Type of Recorder : Indicate the type of recorder currently in use at the station by entering the symbol X in fields 13 15, as appropriate. Field 13 Graphical Recorders employ the movement of a pen across chart paper to depict changes in water level. The chart paper is advanced across rotating shafts by a drive mechanism which is regulated by a clock. Field 14 Digital Recorders convert angular shaft positions into coded digital data and periodically record the data as a pattern of punched holes in a paper tape. Field 15 Float Activated Recorders operate on the principle that the vertical movement of a float resting on the water surface can be used to actuate a mechanical device as the water surface rises and falls. Field 16 Other will be coded in Ottawa as required and will be used to indicate what type of graphical or digital recorder is in use. This field may also be used to indicate what type of sensors are employed. Technicians should consult the following list to determine what type of recorder or sensor they are using. The use of model names is to be avoided. The types of recorders include : Stevens Type A Stevens Type F 12

241 Ott Fischer and Porter Pressure (Winnipeg type), curved-line chart (non-linear vertical scale) Servo-manometer (Stevens, Scientific Instruments, CAE Aircraft) Servo-beam-balance (Statham, Sherlock, Ott). Field 17 Type of Manual Gauge : Indicate what type of manual gauge is at the station by entering the symbol X in fields in the appropriate place. Field 18 The Staff or Vertical Gauge is made of a 1 m sections of enamelled steel plate that is accurately graduated to m. The gauge plate is then fastened to a backing board which can be attached to a fixed object such as a pier. Stage readings may be made by observing the water level on the gauge. Field 19 The Cantilever Gauge employs a weighted cable which is suspended from the end of a rigid beam over the water surface. The gauge box is attached to the cantilever base on shore. Field 20 The Wire Weight Gauge is used as an outside gauge when conditions at a gauging station make it difficult to read or to maintain a staff gauge. The case containing the gauge can be suspended from a bridge or pier. The gauge consists of a weighted cable which is coiled around a drum. Either a tagged wire or revolution counter may be used to measure stage. Field 21 Other refers to other types of manual gauges such as : Crest Stage Slope Bench Mark Reference Point Electric Contact (Tape) Chain Hook Indicator (indicator on float tape, automatic recorder, dial indicator, etc.) The field will be coded in Ottawa. Field 22 Other Installations : Indicate what installations are now employed at the station by entering the symbol X in fields in the appropriate place. Field 23 Cableway Installations basically consist of supporting towers, a main cable and a cable car. They are designed to allow personnel to collect hydrometric data without the risks associated with operating from boats and busy highway bridges or wading in strong currents. Field 24 Telemark Installations are hooked up to water level recorders by means of a coupling device which is attached to a standard series 500 telephone set. The Telemark device permits the transmission of encoded information over telephone lines in audible tones. Field 25 Artificial Control Installations consisting of man-made obstructions such as a weir or dam, are used to control the stage-discharge relationship downstream from a gauging station. Field 26 Other Installations will include the following equipment : Thermograph for Water Temperature 13

242 Velocity Recorder Precipitation (Rain and/or snow) Cable Carrier or Permanent Boat Cable Volumetric Equipment Wading Apron Metering Bridge Impulse Transmitter Satellite Data Collection Platform Flow Meter (meter inside pipe) Continuous Air Temperature. Field 27 Type of Record : Enter either the symbol Q or H to indicate whether the latest records were collected primarily to obtain either streamflow (Q) or water level only (H) records. Field 28 Type of Gauge : In this section you should indicate what type of primary gauge was used to get the latest water level records at that station. Enter the appropriate code : M if the gauge is manual R if the gauge is recording P if the records are obtained from power plant rating. This section may be blank if the latest record obtained for the year was a computed record, such as the sum of diversions, etc. If the record was only a miscellaneous discharge measurement, indicate the fact under General Remarks. If the water level records were collected at a different gauging station, enter BOTH the type of gauge in field 28 and the number of the other station in field 29. Field 30 Operation Schedule : This section indicates the continuity in sustaining daily values of stage and/or discharge from a gauging station. Enter the appropriate code : C for continuous basis, when discharge and/or water level records are produced daily all year long. S for seasonal basis, when records are produced only for several months during the year or on a parttime basis, meaning not daily throughout the year. M for miscellaneous basis, when records are produced regularly throughout the year but not on a daily basis. Use only C or S codes for water level stations. Note Stations where discharge or water level measurements are produced only on occasion for a specific purpose are not classified as gauging stations. Therefore you must not include them in the gauging station inventory. Field 31 Records Obtained : This section consists of the following : Period of Record, Type of Record, Type of Gauge and Operation Schedule. Vertical lines, numbered from 32 to 40, allow you to make up to 9 entries regarding the beginning and ending calendar years during which the appropriate information was in effect. The 14

243 number of entries is limited to 9 to be compatible with the automated Reference Index. 1. When filling in this section you must follow these rules : Enter only one period of record per line in chronological order. 2. Do not overlap calendar years if you have several periods of record. Example : Starting in 1946, the records were obtained from a manual gauge. In July 1960, the manual gauge was replaced by a recording gauge. Consequently, enter that the manual gauge was used between and the recording gauge between Enter records obtained prior to 1900 in field 32 only. Example : If stage records were obtained from a manual gauge from 1872 to 1980 continuously, enter the following : These codes would be entered on the Gauging Station Inventory Updating form as follows : HMC HMC + In the above example 99 is entered in field 32 to represent The in field 33 indicates that stage records continued to be compiled from 1900 to The recording periods are broken down in this manner so that records obtained before 1900 are not confused with records obtained after Figure 6: Example one of entries made in field 31 of Records Obtained 4. Even if several different periods of record occur before 1900, they should be entered in field 32 only. Any recording periods that cannot be accounted for with the standard coding system should be listed in field 75 General Remarks. Example : Continuous discharge records were obtained from 1884 to 1892, with water level records collected only from 1893 to Continuous discharge records were then resumed from 1896 to From 1938 to 1958, water level records were collected. The coding within field 31 would therefore appear as follows : QMC QMC HMC + In field 75 state that water levels are available from 1893 to Also enter the symbol X in field 51 to indicate that data was obtained prior to Figure 7 illustrates how the coding for this example would appear on the Gauging Station Inventory Updating form. 15

244 Example : Discharge records were obtained from 1945 to 1948 using manual gauges on a seasonal basis. A continuous operation schedule was instituted from 1948 to This schedule remained in effect until 1954 when the operation schedule was altered temporarily to a seasonal basis. From 1955 to 1957 the discharge was again recorded on a continuous basis with a manual gauge. In 1958 a recording gauge was installed and it remained in this state until The coding for this information would appear as follows : QMS QMC QMS QMC QRC + Figure 8: Example three of entries under field 31 Records Obtained Field 41 Gauge Datum : Fields 42, 43, 44 and 45 provide gauge datum information. These are the circumstances under which you should fill in the appropriate fields : Field 42 Several Datums : Enter the symbol X if several unrelated datums have been used during the history of the station. Field 43 Name of Current Datum is entered in the form of a code. The code for this field is structured to be compatible with the Data record but it can be associated with any gauging station or agency by the 3-digit code 16

245 number assigned. Consult sections and of the HYDEX Systems Operations Manual for a complete list of codes. The code record consists of a 9-character number which is composed of three parts : 1. The first four characters are constant and appear as OOHT. 2. The next three characters are variable and are assigned to represent datum name or agencies. 3. The last two characters are field codes. The number 81 represents a datum name while the number 82 represents an agency name. Example : Constant Code Datum Name or Agency Field Code Field Name OOHT Province of Saskatchewan Datum Other Examples : OOHT04181GRAND TRUNK RAILWAY DATUM+ OOHT17082CITY OF VICTORIA+ OOHT17082*+ OOHT03581GEODETIC SURVEY OF CANADA DATUM+ OOHT08582CALGARY POWER LTD.+ Field 44 Name of Other Datum should also be entered by means of the codes used in field 43. This field is required if the bench mark has been tied to another source of datum. Field 45 Factor to Convert from Current to Other Datum should be entered as an eight-character field. For example, to indicate that water levels are referred to Geodetic Survey of Canada datum and that a factor of m has to be applied to convert water level data to Topographic Survey datum, enter : Note This information is required by headquarters only for the stations where the water level data will be published or stored in the LEVELS file. The information could also be used by the Regions for streamflow stations. Field 46 Historical Streamflow Summary : Enter the beginning and ending months of the standard period during which the station was operated, e.g. 46MA<OCT+ for MAR to OCT. This applies to discharge stations only. The standard period will be used in both the annual Surface Water data publications and the Historical Streamflow Summary publications. It will apply to the entire period of record. You should not show a standard period for stations which are operated over a random period from year to year since an annual mean for such 17

246 part-year records is inaccurate. If you leave this item blank, the computer program will automatically compute an annual mean. It will also extract annual maximum and minimum daily discharges, if data are available for every day of the year. In some cases, the maximum and/or minimum daily discharges during a standard period are meaningless e.g. the minimum daily discharge for canals or the maximum and minimum daily discharges for stations where monthly means are stored on the FLOW file as bracketed means. In these cases an indicator on the FLOW file to permit the maximum and/or minimum discharges to be extracted should be employed. Fields : Enter the symbol A or D to indicate whether the records obtained are active or discontinued. If you entered a discontinued station in field 04, you should also show discontinued records in field 47 51, where applicable. For field 47, Sediment Data, enter a symbol only for regular programs i.e. do not enter a symbol when only Miscellaneous data are being collected. Fields : Enter the symbol X in fields 52, 53, 54 and 56, where applicable. In fields 55 and 57 enter the calendar year, where applicable. In field 55, you should enter the year in which the regulation began. You should not enter the year in which data were first collected. Field 58 Data Not Published by WSC : Enter the symbol X if you know that the data will never be published. Provide an appropriate explanation under General Remarks, field 75. Data for stations identified as Not Published will not be stored on the FLOW, LEVELS or PEAKS files. Fields Other Station Identifier : Not used at this time. Field 63 Data Collected by Other Agency : If the data have been collected, computed and contributed by an outside agency enter the symbol X in field 64 (contributed). Data have been collected and computed by an outside agency, but not contributed, enter an X in field 65 (available from). Enter the name of the outside agency in field 66. In Ottawa, this name will be assigned a code from 001 to 999 as required. Since this refers to the current operation only, explain under General Remarks if earlier data were contributed by an outside agency. Field 67 Responsibility Classification : This information will be used mainly in identifying stations for costsharing purposes with the Provinces. Therefore, this field is subject to change on short notice. Enter the code for one of the categories shown in the coding instructions for fields 68 to 70 (see Section 4.1, Hydex System Operations Manual. The responsibility classification will be identified for active stations only; fields 68 to 70 will be blank for discontinued stations. Field 68 Category may be one of 17 different categories listed in the manual. Like fields 69 and 70, the entries in this field consist of a code for HYDEX and a printout heading. Sample entry : 68D + Category : Federal 4 : National Water Quantity Inventory Field 69 Operating Agency : This code will be one of 5 listed in the manual. Sample entry : 69A + Water Survey of Canada Field 70 Name of Agency : This code may be one of eight listed in the manual. Sample entry : 70C + (Ontario Hydro) Field 71 Remote Access : Enter the symbol X if access to the gauging station is remote according to costsharing terminology. If you leave it blank, it will be automatically assumed as conventional access. For discontinued stations, leave the field blank. Field 72 Remarks for Annual Surface Water Data Publication : Enter as shown for Remarks File; see Remarks 18

247 File Coding in Section 7.2 of the manual Field 73 Remarks for Historical Streamflow Summary Publication : Enter as shown for Remarks file; See Remarks File Coding in Section 7.2 of the manual. Field 74 Remarks for Historical Water Levels Summary Publication : Enter as shown for Remarks file; see Remarks File Coding in Section 7.2 of the manual. You can use up to 120 characters in each item. Your descriptions will be included in the appropriate publications : Surface Water Data, Historical Streamflow Summary and Historical Water Levels Summary. Field 75 General Remarks : You use this field to provide any additional explanation regarding other fields. You can also describe any condition about the station not mentioned elsewhere. For example : you can write general information about the station, why a station was discontinued, on what day, reasons for Not published stations, etc. Also you can provide previous station names and numbers, date of Telemark installation and telephone number. A Gauging Station Inventory Listing (Figure 9) is the printout from the Gauging Station Inventory Updating Form. The Regional Data Control personnel can also retrieve the listing by using IPAR, the interactive Procedure for Automatic Retrieval program. Figure 9: Gauging station inventory listing 19

248 5.0 SUMMARY This lesson package has introduced the concepts of the Station Description form and HYDEX file to new technicians. The purpose of these documents has been explained and their importance stressed. The technician will now be able to prepare new station descriptions and revise others as required. Using the procedures described in this lesson package, the technician will be able to revise the Gauging Station Inventory or the HYDEX form. 20

249 6.0 MANUALS AND REFERENCES 6.1 FIELD MANUALS Environment Canada (1984), Hydrometric Field Manual Levelling, Inland Waters Directorate, Water Resources Branch, Ottawa, 14 pp. Environment Canada (1984), Guide to Gauging Station Inspection, Inland Waters Directorate, Water Resources Branch, Ottawa, 19 pp. 6.2 OFFICE MANUALS Environment Canada (1980), HYDEX System Operations Manual, Inland Waters Directorate, Water Resources Branch, Ottawa, 85 pp. 21

250 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No. 14 Vehicle Operation A.R. Wilson (Retired) Water Survey of Canada Environment Canada Post Office Building P.O. Box 2970 Yellowknife, NWT Canada X1A 2R2

251 Copyright All rights reserved. Aussi disponible en français

252 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES LICENSING AND AUTHORIZATION DEPARTMENTAL ADMINISTRATIVE POLICIES MAINTENANCE Preventive Maintenance Corrective Maintenance Comparing Costs CREDIT CARD USE Role of the Responsibility Centre Types of Credit Cards Suppliers and Services Companies Involved Restrictions MONTHLY VEHICLE REPORT OTHER WAYS TO MAKE PURCHASES Regional Standing Offers Contracts Local Purchase Orders SAFETY STANDARDS DEFENSIVE DRIVING ACCIDENT REPORTING VEHICLES AND AUXILIARY EQUIPMENT OPERATION AND MAINTENANCE SPECIFICATIONS SPECIALTY VEHICLES WINCHES FOUR-WHEEL DRIVE VEHICLES Traction-Lox Rear Axle (Optional) Manual Locking Hubs Automatic Locking Hubs (Optional) Four-Wheel Drive Operating Precaution TRAILERING PRACTICAL SAFETY PROCEDURES HOW TO PREPARE FOR A FIELD TRIP LOADING AND SECURING EQUIPMENT PRE-DRIVING CHECKS VEHICLE SAFETY AT HIGHWAY ACCESS SITES VEHICLE SAFETY FOR OFF-ROAD OPERATIONS iii

253 6.6 TRANSPORTATION OF DANGEROUS GOODS SUMMARY MANUALS AND REFERENCES DEPARTMENTAL MANUALS REFERENCES WEB SITES APPENDIX 1: OPERATING MANUAL ELECTRIC WINCH...22 APPENDIX 2: FOUR-WHEEL DRIVE VEHICLE OPERATION...24 iv

254 1.0 PURPOSE AND BACKGROUND This lesson package has been developed to introduce Water Survey of Canada (WSC) employees to the safe operation of off-road vehicles and auxiliary equipment. In addition to this, it provides WSC employees with a series of guidelines for vehicle inspection and maintenance. Established procedures for dealing with suppliers, credit cards and monthly vehicle reports are also discussed. The operational requirements for government vehicles are well documented. The purpose of this lesson package is to consolidate these policies and to provide specific references for the vehicle operator. These references will be very useful when planning a field trip. 1

255 2.0 OBJECTIVES This lesson package is designed to provide instruction pertaining to : 1. The basic standards of driver licensing; 2. Departmental policies for the use, maintenance and reporting of mobile equipment; 3. Safety standards, procedures and practical applications of vehicle operations; 4. Vehicles and auxiliary equipment in general use; and 5. Reference manuals or handbooks and their applications. After completing this lesson package the participants will be able to describe the safety procedures associated with vehicle operation. They will also be familiar with departmental policies for filling out accident reports, trip logs, mileage records and insurance forms. In addition, this lesson package will prepare the participants to deal with four-wheel drive vehicles, winch operations and towing procedures. Participants will also receive instruction in performing minor maintenance and record keeping duties and will be informed about the proper methods for loading vehicles safely and efficiently. 2

256 3.0 LICENSING AND AUTHORIZATION Employees required to operate government vehicles as part of their regular duties must have a valid driver's license of a class authorizing the operation of the vehicle(s) to be driven. The license must be current, both for the expiry date and the jurisdictional requirements of the Province or Territory. The driver's license class system varies with the Province or Territory. For instance, the holder of a Class 5 license in the N.W.T. is legally permitted to operate single motor vehicles or motor vehicle combinations not exceeding 11,000 kg (24,000 lbs) Gross Vehicle Weight (GVW). These criteria are equivalent to a Class G license in Ontario. A holder of a valid driver's license of a class that meets or exceeds these criteria would be authorized to operate most vehicles used by the Department. Authority to operate government vehicles varies with regional responsibilities or needs. A Government of Canada identification card, issued to most employees, provides a passport-sized picture of the employee, along with the employee's name, social insurance number and signature. This card identifies the holder to suppliers and may be presented along with the Government of Canada credit card for prearranged supplies or services. A third card known as the Driver Authority card, which authorizes the driver to operate a government vehicle, is also required. Driver Authority cards are issued to all WSC employees (including term employees) with driving duties. This card is effective while the driving duties exist only, and may have to be renewed annually for term employees. Special authorization is required for the operation of government vehicles crossing the International Boundary. Procedures and specific authorization vary across Canada and should be checked accordingly. In general, the driver must have the following: a birth certificate, driver's license, vehicle registration, a Driver Authority card and a Letter of Authority authorizing the work activity. There are two types of border crossings; supervised and unsupervised. At supervised border crossings both U.S. and Canadian Customs services are available and normal crossing activity exists. At unsupervised crossings, no custom facilities are available and any unauthorized crossing is illegal. Negotiations and agreements between the United States and Canada have permitted border crossings at unsupervised points. However, stricter regulations are anticipated. While the vehicle is in the United States, some suppliers do not accept the Government of Canada (ARI Card). Most suppliers will, however, accept the Government of Canada Mastercard. In rare cases suppliers will only accept oil company credit cards or cash payment. It is best to ask the supplier which card they will accept before purchasing the supplies or service. (These credit cards are discussed in more detail in section 4.2 Credit Card Use). 3

257 4.0 DEPARTMENTAL ADMINISTRATIVE POLICIES Administrative directives are set by the Treasury Board of Canada Secretariat for the Government of Canada. These general directives are then developed into policies and guidelines by each Department. The Treasury Board directives are available on the internet, and the Motor Vehicle Policy may be accessed directly at the following web site : It may also be accessed from their home page using the following path : Home page Policies and Publications Real Property and Materiel Management Materiel Management 2. Motor Vehicle Policy Within Environment Canada the Corporate Materiel and Contracting Unit shall "develop policies and guidelines and provide advice on the management of the departmental vehicle fleet." Materiel Management shall "inform Responsibility Center Managers of the policies and guidelines on the management of the departmental vehicle fleet, etc." The Responsibility Center Managers shall "ensure compliance with the policies and guidelines on the management of the departmental vehicle fleet, etc." These policies and guidelines were formerly made available in the "Environment Canada (1984), Administrative Manual : Mobile Equipment (Fleet)." This information is now made available via the intranet, and the "Mobile Equipment (Fleet) Administrative Manual" may be accessed internally at the following web site : It may also be accessed from their home page using the following path : Home page Department Resources Corporate Management Materiel and Contracting Policies The appropriate departmental policies and guidelines which must be followed by WSC technicians in operating vehicles are expounded in this chapter. 4.1 MAINTENANCE It is the policy of Environment Canada to maintain and operate a safe, dependable and economical mobile equipment fleet. Maintenance is carried out to assure uninterrupted use of mobile equipment for its intended purposes, to prevent unexpected and costly breakdown, and to ensure safe operation. Particular care must be taken to ensure adequate maintenance of pooled mobile equipment Preventive Maintenance Preventive maintenance refers to the provision of services and inspections which are performed on a regular basis. 4

258 Preventive maintenance is designed to reduce normal vehicle wear through adequate lubrication, and to identify and remedy minor defects before they become major problems. Servicing consists of oil and filter changes, lubrication, and a check of fluid levels in all components and systems. Maintenance inspections normally include a series of progressively more complete and more complex component and system checks. The number of different types of inspections, their content and their sequence of performance depends on the mobile equipment being inspected, the season and the conditions under which the equipment is being used. While preventive maintenance should be designed to meet the needs of the specific mobile equipment operating under specific conditions, the levels of maintenance provided must, as a basic minimum, be equal to the requirements outlined in the specific manufacturer's user manual. For passenger cars, the service recommended by manufacturers usually applies to normal or personal driving. Fleet vehicles are used under more demanding conditions and require more frequent service. The preventive maintenance program should be flexible. Conditions change from time to time, and the maintenance should change accordingly. For example, road construction operations may result in very dusty conditions for a few months and will create a need for more frequent oil and filter changes. Lubrication is the essence of any preventive maintenance program. Build the maintenance schedules around three basic items: oil changes, filter changes and lubrication. Use only the oil and lubricants that meet the mobile equipment manufacturer's specifications. Cheap oils are not cheap when their use leads to engine replacement Corrective Maintenance Corrective maintenance is maintenance performed on a fleet vehicle which is neither planned nor scheduled. This type of maintenance is aimed at correcting existing vehicular problems Comparing Costs Corrective maintenance, like preventive maintenance can be carried out using in-house resources, commercial resources, or a combination of the two. Corrective maintenance costs are often used as a barometer to judge the effectiveness of the preventive maintenance program. To be truly valid, such comparisons require some redefinition of terms. Preventive maintenance includes all scheduled or planned maintenance, whether or not it is corrective in nature. For example, the replacement of a badly worn tire as part of a planned maintenance routine is considered preventive maintenance. The replacement of the same tire on the road as a result of a blowout is considered unscheduled maintenance. Unscheduled maintenance costs, including the related contingency costs such as towing charges, telephone calls, and replacement vehicle rental, can be compared on a percentage basis to either the preventive maintenance costs or the total maintenance costs. Normally, accident costs and their associated contingency costs are not included in unscheduled maintenance costs, unless the accident is a direct result of a vehicle failure. 4.2 CREDIT CARD USE Environment Canada policy states that the Government of Canada credit cards system is the approved mechanism to obtain supplies and services for mobile equipment from various firms that have negotiated standing offers with Public Works and Government Services Canada (PWGSC). One card is issued for each departmentally-owned or leased vehicle. 5

259 4.2.1 Role of the Responsibility Centre 1. Report lost or stolen cards immediately to PWGSC with a copy to the services headquarters. 2. Forward credit cards for any vehicle or equipment declared surplus to the services headquarters. 3. Monitor the security, day by day issue, and control of credit cards. 4. Ensure that vehicles are marked so that suppliers can match them with the credit cards. 5. Review credit card purchases, invoices and associated documents before authorizing payment Types of Credit Cards There are two basic types of credit cards used by Environment Canada staff for the purchase of vehicle supplies and for other purposes. They are discussed in the following two sub-sections ARI Card The company "ARI Canada Ltd." has the current contract (since 1994) to handle the Government of Canada credit cards used for supplied and services pertaining to vehicles. These cards are know as ARI Cards; there are two types as follows : 1. Specific cards are issued for departmentally owned vehicles or equipment that can be specifically identified. 2. Nonspecific cards are issued for special equipment such as snowmobile, motorcycles, chainsaws, boats, and motors. This card may also be used for vehicles leased or rented for periods of less than 90 days. Whenever the nonspecific credit card is used, personnel must present their Government of Canada identification card issued by Environment Canada. The I.D. card number is then recorded on the invoices. A nonspecific card must not be used when an individual leases an automobile for business purposes from a private company. Use a travel claim to obtain reimbursement of this type of approved expense. ARI Cards have a purchasing limit of $2, (i.e. The card can be used to purchase goods or services as long as the outstanding debt is less than the $2,500 limit.) Other Credit Cards There are other types of Government of Canada cards which may be issued to WSC personnel for specific purposes. Two of these are mentioned here, but they should not be used towards vehicle expenses unless the supplier will not accept the ARI Card. 1. The Government of Canada Acquisition Card is currently a Mastercard which can be used for general purchases of goods and services. This card should not be used for vehicle expenses unless the supplier will not accept the ARI Card. Acquisition Cards have a purchasing limit of $5, (i.e. The card can be used to purchase goods or services as long as the outstanding debt is less than the $5,000 limit.) 2. The Government of Canada Travel Card is currently an American Express card which should only be used from transportation costs. 6

260 4.2.3 Suppliers and Services The participating firms that accept the ARI Cards are listed in the Government of Canada Drivers Handbook. This handbook is prepared by ARI Canada Ltd. and copies are made available to the requesting government administrative offices. Keep a copy of this handbook in each government vehicle. It explain the use of the ARI Card Companies Involved Obtain the following supplies and services through the ARI Card : From oil companies fuel, oil, lubricants, antifreeze, filters, windshield washers, de-icer fluid. Routine services such as : tire repairs, battery charging, washing, towing, lubrication, emergency repairs. From maintenance and repair companies all normal maintenance, repair services, and parts essential to the operation of the vehicle or equipment. From exhaust system suppliers all normal services provided by those firms, including brake and suspension services Restrictions The following restrictions apply when using the Government of Canada ARI Card : Do not use the ARI Card to pay for parking, storage facilities, or any other services or supplies not mentioned previously. Only emergency tire purchases may be made through the ARI Card. PWGSC has arranged standing offers with the major tire companies to supply tires and tubes at discounts from regular retail prices. Do not use the ARI Card for the regular purchase of spare parts or batteries. PWGSC arranges standing offers, either nationally or regionally, for the supply of spare parts and batteries. These standing offers, like those for tires, are outside the government credit card system. Use form DSS/MAS 942 to obtain these supplies. 4.3 MONTHLY VEHICLE REPORT The operator(s) of each vehicle or piece of equipment will maintain the Daily Vehicle/Equipment Operating Record. A logbook is normally supplied with each unit. However, Departmental practice concerning their use varies and standardization of logbooks is not mandatory. Note The following description uses the Daily Vehicle/Equipment Operating Record form (Figure 1) as an example of information which should be recorded for the operation of each vehicle. This form is no longer used, but the information is typical of of what records should be kept. Details required for the Daily Vehicle/Equipment Operating Record form include : Table 1 classifies vehicles according to codes representing their general condition. 1. Vehicle/Equipment No. 7

261 2. Department Branch or Service 3. Servicing due date 4. Month 5. Location for the daily distance (km) driven, and for credit card or other purchase items 6. Downtime, to the nearest 0.5 day, for repairs or maintenance 7. Month-end and previous month-end kilometre readings 8. Total distance (km) driven 9. Cost and repairs for tires and tubes 10. Number of accidents and repair costs 11. Vehicle condition code number (see Table 1). Table 1. Vehicle Condition Codes Vehicle Condition Code New 1 Good 2 Fair 3 Poor 4 Beyond economical repair 5 Remove from exception reporting 9 An example of the Daily Vehicle/Equipment Operating Record is shown in Figure 1. These operating records provide the basic information reported to the Fleet Management Information System. These Operating Records provide the basic information reported to the Fleet Management Information System. 4.4 OTHER WAYS TO MAKE PURCHASES There are three other ways to purchase items, in addition to the use of credit cards Regional Standing Offers Public Works and Government Services Canada (PWGSC) regional offices negotiate Regional Master Standing Offers (RMSOs) or Regional Individual Standing Offers (RISOs) with specific maintenance organizations. These standing offers provide maintenance services as and when required under specific terms and conditions. Figure 1: Example of completed Daily Vehicle/Equipment Operating Record Form 8

262 4.4.2 Contracts PWGSC regional and local offices may negotiate individual contracts with maintenance organizations. These contracts are negotiated at the request of the Department and on behalf of Environment Canada regional offices or individual Responsibility Centres Local Purchase Orders The Department may arrange for maintenance services under the terms of a delegated purchasing authority. The purchasing document is known as a Local Purchase Order Authority (LPOA). Each LPOA authorizes Departmental financial staff to initiate a cheque to pay for the services purchased. Except when goods or services are required to meet immediate operational need, the purchase limitation by LPOA is $ Obtain spare parts for stock by any of the following methods : i. national and regional master standing offers; ii. national and regional individual standing offers; iii. contracts and Local Purchase Orders. Do not, under any circumstances, use the ARI Card to buy spare parts for stock. The National Master Standing Offers negotiated for the government covers the spare parts installed by the participating firms. Purchase tires and tubes through these methods : 1. The Tire and Tube Catalogue PWGSC negotiates offers with the tire companies and the prices are shown in the tire and tube catalogue. Except in an emergency, do not use the ARI Card to purchase tires and tubes. 2. Contracts When a large number of tires of one particular type are required, a separate contract is usually negotiated because this is often more economical. 3. National Individual Standing Offers Use National Individual Standing Offers in cases where a large requirement exists for a specific type of tire but it is not desirable to purchase in bulk and stock a large quantity. 4.5 SAFETY STANDARDS Chapter 13, section 2.0, of the Administrative Manual describes the policy and procedures for dealing with the vehicle safety standards adopted by Environment Canada. Review this part of the manual carefully DEFENSIVE DRIVING Review the summary of defensive driving in Chapter 13, section 3.0 in the Administrative Manual. Note that operators of government vehicles should complete a defensive driving course as soon as possible. 9

263 4.7 ACCIDENT REPORTING Read Chapter 13, section 2.5 in the Administrative Manual which states the policy of Environment Canada with respect to motor vehicle accident reporting. 10

264 5.0 VEHICLES AND AUXILIARY EQUIPMENT 5.1 OPERATION AND MAINTENANCE SPECIFICATIONS Water Survey of Canada operates so many vehicles and so many types of auxiliary equipment that they cannot all be described in this lesson package. Refer to the operating and maintenance specifications found in the Manufacturer's Manuals for each vehicle you use. These specifications describe : 1. Safety type 2. Warranty coverage identification markings 3. Breaking-in procedures 4. Pre-driving or operating instruction 5. Instrumentation 6. Power train and drive mechanism 7. Recommended fuel(s), lubrication, power settings 8. Accessory equipment and tools 9. Maintenance requirements 10. Security features. 5.2 SPECIALTY VEHICLES Specialty vehicles such as snowmobiles or trail bikes are routinely used by WSC to transport personnel and equipment. Some technicians may have experience with the recreational uses of specialty vehicles. Irregardless, formation training which emphasizes safety in the operation of these vehicles is strongly recommended for all technicians. The Manufacturer's manual provides instructions for maintenance of specialty vehicles. Safety is the first consideration. 1. Snowmobile Pre-plan travel by snowmobile. Include spare drive belts, spark plugs, and a tool kit as standard equipment. Use proper clothing and a snowmobile helmet. Prior to departure, check the weather, ice and snow conditions, and other potential hazards. Then advise a responsible person about your trip plan. 2. All-terrain vehicles Vehicles, such as three or four-wheelers, are primarily used for summer transport but also have limited use during early or late winter conditions. Plan according to the season. 3. Trail bikes These vehicles are used for summer access in some areas. Use helmets and proper footwear. Specialty vehicles can be very useful to the WSC program but should not be treated as toys. Their handling characteristics and acceleration dictate a need for different skills and experience. Employ protective headgear and safe operating procedures at all times while using them. If possible, get practical training in the use of these types of vehicles. 11

265 5.3 WINCHES The Department uses numerous types and sizes of winches. The electric powered winch is the most widely used. An example of an electric winch Manufacturer's Manual is included in Appendix 1. The Department also uses power take-off winches. 5.4 FOUR-WHEEL DRIVE VEHICLES Use various types of four-wheel drive vehicles. Ensure that you receive training on how to operate the specific type of vehicle that you will be using. General principles of four-wheel drive operation are described in Appendix 2. Some four-wheel drive vehicles are equipped with options like the Postraction* or Traction-Lox* rear axles. Other auxiliary components include manual or automatic locking hubs. These components are discussed in greater detail in the sections that follow.* Registered trade names Traction-Lox Rear Axle (Optional) The Manufacturer's Manual states that : This axle provides added traction on slippery surfaces, particularly when one wheel is on a poor traction surface. Under normal circumstances, the Traction-Lox axle functions as a standard rear axle. WARNING! On vehicles equipped with a Traction-Lox axle, never run the engine with one rear wheel off the ground. The wheel still on the ground could cause the vehicle to move unexpectedly Manual Locking Hubs Four-wheel drive vehicles are equipped with either : manual locking hubs (not used on recent vehicles), or automatic locking hubs Specific procedures must be followed in each case to ensure years of safe and trouble-free driving. It is essential that the vehicle operator be familiar with the operator's manual for all fleet vehicles. The following procedures may vary depending on the type of vehicle to use in the region. For manual locking hubs (not used on recent vehicles), the hub lock selector knobs located on both front wheels must be engaged or disengaged from outside the vehicle while the vehicle is stopped. If you anticipate using fourwheel drive feature (i.e. mud, snow or hills), you should lock the hubs before you enter the problem area. Hubs are clearly marked FREE and LOCK. Always turn the manual hub lock selector knob clockwise from FREE to LOCK and counterclockwise from LOCK to FREE. DO NOT force the selector knob in the wrong direction, you will damage the mechanism. Never use a wrench or pliers to force the hub. If the knob is difficult to turn, just drive the vehicle slightly ahead or back, or rotate the steering wheel slightly. The hub lock selector knob will normally turn quite easily. It is important to set both hub lock selector knobs in the same function, either FREE or LOCK. The purpose of this is to avoid excess front differential wear or steering pull. Normal highway or gravel road driving is done with the hubs in the FREE position and the transfer case in the 12

266 two-wheel drive (2H) position. Four-wheel drive high (4H) should be used only under poor traction conditions such as ice, snow, mud or sand. Four-wheel drive low (4L) should only be used when the vehicle is carrying or pulling a heavy load or when negotiating steep grades and should only be used at low speeds. Use of four-wheel drive on dry roads results in excessive drive line and transfer case wear which will result in premature failure. To change from two-wheel drive (2H) to four-wheel drive (4H) you must : i. stop the vehicle ii. place the transmission in NEUTRAL (N) iii. engage the parking brake iv. turn both hub lock selector knobs clockwise to the LOCK position v. shift the transfer case to the four-wheel drive (4H) position. Never shift before the hubs are locked. Never shift from 2H to 4H with the hub locks in the FREE position while the vehicle is in motion. If the vehicle is moving, the transfer case may be shifted between 2H and 4H only if the hub locks are in the LOCK position. To change from 4H to 4L you must : i. stop the vehicle ii. place the transmission in NEUTRAL (N) (or disengage clutch on manual transmissions) iii. shift transfer case to the 4L position iv. engage transmission and proceed. To change from 4L to 4H you must : i. stop the vehicle ii. place the transmission in NEUTRAL iii. shift transfer case to the 4H position iv. engage transmission and proceed. Note Clashing of gears and resulting transfer case damage will occur if you attempt to shift to or from 4L while the vehicle is in motion. To change from four-wheel drive (4H) operation to two-wheel drive (2H) you must : i. shift transfer case from 4H to 2H ii. stop the vehicle iii. turn both hub lock selector knobs counterclockwise to the FREE position. 13

267 5.4.3 Automatic Locking Hubs (Optional) Vehicles equipped with automatic locking hubs will automatically be in four-wheel drive mode when these steps are followed : i. stop the vehicle ii. place the transmission in NEUTRAL (N) iii. place the transfer case selector lever in the 4H or 4L position. There are no wheel hubs to engage. The hub will automatically engage when the vehicle is driven. The hubs will remain engaged until disengaged as described below. To switch to two-wheel drive, stop the vehicle and place the transmission in Neutral (N); then move the transfer case to the 2H position. To disengage the automatic hub locks, shift the transmission to move the vehicle in the opposite direction (forward or reverse) and drive a minimum of ten feet (three meters) in a straight line. Always disengage the automatic hub locks before driving on dry, hard-surfaced roads. Caution! With the automatic hub locks engaged, the transfer case may be shifted between 2H and 4H with the vehicle moving. However, the hub locks could be disengaged while in 2H if you shift from forward to reverse or vice versa and then move more than one foot. Attempting to shift from 2H to 4H with the hub locks disengaged and the vehicle moving will result in clashing of gears and transfer case damage Four-Wheel Drive Operating Precaution Any vehicle equipped with four-wheel drive is a special-use vehicle for driving on sand, snow, mud, or rough terrain. Both off and on the road, the operating characteristics are somewhat different from conventional vehicles. As with any vehicle, drive with care and caution. The four-wheel drive capability is not a substitute for drive competence. Coupled with appropriate driver education and training, the driving tips below will help you learn to use four-wheel drive. 1. Do not use four-wheel drive on dry, hard-surfaced roads. 2. For smooth, free-running hub operation with standard manual hubs, shift the transfer case into twowheel drive before positioning the front hubs into the FREE position. For automatic hub locks, follow disengaged procedures. 3. After operating with the drive components in water, carry out the special maintenance procedures as outlined in the vehicle owner's manual. 4. Ensure that the standard manual hubs are in the LOCK position before shifting into four-wheel drive. WARNING! With the transfer case in N (NEUTRAL) neither the automatic transmission P (PARK) position nor the manual transmission in any driving gear will hold the vehicle stationary. Do not leave the vehicle unattended with the transfer case in N (NEUTRAL). Always fully set the parking brake and turn off the ignition when leaving the vehicle. 14

268 5.5 TRAILERING Trailering techniques and safety procedures are described in some driver's manuals as well as in trailer manufacturer's manuals. Provincial rules may vary for axle loading, hitch and safety chain requirements, braking systems, and trailer dimensions. 1. Trailer Towing Trailer towing puts additional loads on your vehicle's engine, drivetrain and brakes. For your safety and the care of your vehicle, properly match the trailer-towing equipment to the trailer. Make sure that all towing equipment is properly and safely attached to your vehicle. If you have any questions about the instructions in the vehicle towing manual, consult a reputable trailer dealer. 2. Hitches Choose a proper hitch and ball and make sure its location is compatible with that of the trailer. To tow trailers of up to 2000 lbs (907 kg) use a good weight-carrying hitch which uniformly distributes the trailer tongue loads through the bumper and frame of the vehicle. For trailers over this weight, use a framemounted weight-distributing hitch. Caution! Do not use single-clamp bumper hitches or hitches which attach to the vehicle's axle. Multi-clamp hitches are acceptable for the occasional use of a rental trailer, if they are properly attached. Follow the towing instructions of a reputable rental agency. Never attach safety chains to the bumper. Whenever you have a trailer hitch removed, make sure you have all the mounting holes in the underbody properly sealed to prevent exhaust fumes, dirt or water from entering the vehicle. 3. Safety Chains Always use safety chains between your vehicle and the trailer. This will prevent danger to other road users if the hitch fails. Cross the chains and allow enough slack for turning corners. Connect the safety chains to the vehicle frame or to hook retainers. Never attach the safety chains to the bumper. For rental trailers, follow the rental agency instructions for the proper hook-up of the safety chains. 4. Trailer Brakes Separate trailer brakes are recommended and required on most trailers weighing over 1500 lbs (680 kg). Be sure your trailer brakes conform to local and federal regulations. WARNING! Never couple a trailer's hydraulic brake system directly to the vehicle brake system. This can cause inadequate braking and possibly accidents and personal injuries. 5. Trailer Lights Make sure that your trailer is equipped with lights that conform to Federal and local regulations. Caution! Do not connect a trailer lighting system directly to the lighting system of the vehicle. See your local recreational vehicle dealer or rental trailer agency for correct wiring, relays and heavy-duty flashers. 6. Vehicle/Trailer Loads 15

269 Determine vehicle weight, trailer weight, and tongue weight. Tongue weight must be included when you determine Total Vehicle Weight and axle loads. If the total vehicle weight or the load on either axle is greater than the respective rated load capacity (gross vehicle weight rating or gross axle weight rating) shown on the Safety Compliance Certification Label, remove enough weight from the vehicle to bring the load down to the rated load capacity. WARNING! Never exceed either the gross axle weight rating (GAWR front and rear) or the gross vehicle weight rating (GVWR). This is shown on the Safety Compliance Certification Label attached to the rear pillar of the driver's door. Overloading can cause vehicle damage and personal injury. Caution! Maximum gross combined-weight rating must not be exceeded. This equals the combined weight of the towing vehicle, including the passengers and the cargo, and the loaded trailer. To avoid vehicle damage and handling difficulty, evenly distribute the trailer load. Always securely tie down the load. 7. Tire Pressure for Towing As a result of the added weight of a trailer, tires on the towing vehicle require special attention. Underinflated tires get very hot which leads to tire failures and possible loss of vehicle control. Over-inflated tires can cause uneven tire wear. Check the tires often to ensure that they conform to the cold inflation pressures recommended on the Safety Compliance Certification Label for the original tires. 8. Maintenance Check the manufacturer's manual for wheel bearing and axle lubrication plus other maintenance requirements. 16

270 6.0 PRACTICAL SAFETY PROCEDURES 6.1 HOW TO PREPARE FOR A FIELD TRIP 1. Prepare the trip itinerary and discuss it with your supervisor. 2. Check the weather and driving conditions. 3. Ensure that the vehicle is mechanically sound and equipped with emergency equipment and survival gear. 4. Ensure that the vehicle is equipped with a multi-purpose dry-chemical type fire extinguisher. 5. Prepare a checklist of equipment and personal belongings. 6. Ensure that the vehicle is equipped for the safe transport of the equipment. Examine safety screens, storage containers, and other securing devices to ensure that they function properly. 6.2 LOADING AND SECURING EQUIPMENT Always load and secure equipment safely, for your own protection. By loading equipment properly, you can extend the life of tires, axles, frames and other parts of the vehicle. Improper loading can be dangerous because it affects the steering of a vehicle. In passenger vehicles, such as station wagons and panel trucks, loose transport boxes and equipment are a serious hazard to the occupants especially if the driver must stop suddenly. In many instances, such cargo cannot be secured by conventional means. The operator must install a vertical retaining wire mesh or plastic screen between the passengers and the cargo. Specifications and drawings, or details of the suppliers of safety screens, are available from the material management groups in the Department. Where needed, light trucks with open or canopy boxes should be modified to enable you to secure the equipment. A securing device is available for the sounding weights. Fasten a three-inch pipe to the box to contain and secure the needle bars or the ice chisels. Build suitable racks to house the ice-drills and flighting. Use nets and/or tie downs for other equipment. 6.3 PRE-DRIVING CHECKS Before you drive any piece of mobile equipment, do the following checks : 1. Safety Check Before operating any vehicle, complete the following safety check. First, check the body condition before you get into the vehicle. Check for dents, scrapes or other external damage to the body, cargo box, stakes, racks, or tarpaulins. Clean the windshield and check it for damage. Visually check the tires for the proper inflation. Check the lights for damaged lenses. Visually check the ground or floor for evidence of leaks. Check the crankcase to ensure that the oil level is correct. After entering the vehicle, check the seat belts to ensure that they are in good condition and adjust the rear-view mirrors properly. Also check to ensure that the warning lights work. After starting the engine, check it for unusual noises. Following this, you should check : the lights, the instruments, the windshield wipers, the brakes, the steering, the windshield washers, the heater and the defroster. Take note of any defects and inform the supervisor or fleet manager if you find any unsafe or 17

271 unsatisfactory conditions. 2. Fueling Check The operator or driver should complete the following fueling check each time the vehicle is refueled : Check the battery and cables for security, water condition and level. Check the coolant, the crankcase oil level, the hoses and clamps, the electrical wiring, the belts, the windshield washer reservoir, the transmission oil level, the power steering fluid level, and the tires. Make a visual inspection of the general condition of the mobile equipment and report defects to the supervisor or fleet manager. Take corrective action immediately when you find a problem. 6.4 VEHICLE SAFETY AT HIGHWAY ACCESS SITES For your own safety, always consider the following specific site conditions : when you use a vehicle to access hydrometric sites near busy highways : 1. Vehicle parking and security off-road, on shoulder, and other options; 2. Traffic flow how much, vehicle types, peak or minimum traffic patterns; 3. Equipment requirements hydrometric, maintenance, levelling and observer services; 4. Safety equipment needs signs, traffic cones, flashing lights, fire extinguisher and other control measures; 5. Impact of seasonal or weather changes on all of the above. 6.5 VEHICLE SAFETY FOR OFF-ROAD OPERATIONS To avoid serious problems during off-road operations always think about : 1. the degree of isolation and the lack of services or other support; 2. the capability of your vehicle (four-wheel drive and auxiliary equipment); 3. the off-road conditions you expect and the potential problems with the surface, the traction, or the terrain; 4. the safety and emergency equipment you might need; 5. the weather outlook, especially seasonal implications; 6. the responsible parties who should be notified about your itinerary; and 7. the communication equipment you might need, such as : radio telephones, portable radios. 18

272 6.6 TRANSPORTATION OF DANGEROUS GOODS All WSC staff who handle dangerous goods must be trained and certified in the correct procedures. The training must be compliant with current requirements of both Labour Canada and the Transportation of Dangerous Goods Act, which was first introduced in To identify the dangerous goods used by Water Survey of Canada, refer to the Reference Manual for the Handling, Offering for Transport or Transporting of Dangerous Goods, prepared by R. Scott McDonald. 19

273 7.0 SUMMARY This lesson package covered the safe and proper operation of departmental vehicles. The appropriate departmental policies governing the use of these vehicles have been described. The basic operation of specialty vehicles has also been discussed. Safety aspects have been stressed throughout this lesson package. The material presented in this package must be supplemented by additional practical experience. Emphasis should be placed on the types of vehicles currently used in the region. 20

274 8.0 MANUALS AND REFERENCES 8.1 DEPARTMENTAL MANUALS Environment Canada (1984), Administrative Manual: Mobile Equipment (Fleet), Chapters 8, 12 and 13, May, Ottawa (see WEB sites below). Supply and Services (now Public Works and Government of Canada Services) Canada (1985), Handbook for Users of Government of Canada Credit Cards, Transport and Energy Products Branch, Ottawa. Environment Canada (1995), Safety and Health Manual, for Hydrometric Field Activities, Atmospheric Environment Service, Water Survey of Canada. 8.2 REFERENCES McDonald, R. Scott (1986), Reference Manual for Handling, Offering for Transport or Transporting of Dangerous Goods, Yellowknife. The following general reference materials are recommended : 1. Driver's manuals. Available at licensing outlets, they provide specific information related to this module. 2. Professional Driver's handbooks. Available at most licensing outlets, they decide rules of the road and driving techniques. 3. Manufacturer's user manuals. Supplied with major equipment items, they describe performance and maintenance requirements in detail. 4. Environment Canada, Greening the Fleet: A Manager s Guide. 5. Natural Resources Canada, The Car Economy Book. 6. Natural Resources Canada, Slow Down and Save! Driver's Tips for Energy Conservation. 8.3 WEB SITES 1. Treasury Board of Canada Secretariat home page : 2. Treasury Board of Canada Secretariat Motor Vehicule Policy : 3. Environment Canada Infolane home page : 4. Environment Canada Materiel and Contracting Policies : 21

275 Figure 2: Owner's Manual Warn Winch (Cover Page) Figure 3: Methods of Rigging (Picture A ) APPENDIX 1: OPERATING MANUAL ELECTRIC WINCH 22 Figure 8: Trouble Shooting the Model 8274 Winch (Page 1) Figure 4: Methods of Rigging (Picture B ) Figure 6: Winch Accessories Figure Figure 9: 7: 5: Trouble Guards Anchors Shooting the Model 8274 Winch (Page 2)

276 Figure 11: Trouble Shooting the Model 8274 Winch (Page 4) Figure 10: Trouble Shooting the Model 8274 Winch (Page 3) Figure 12: Battery Isolator Figure 13: Parts Diagram Replacement Assemblies Parts List 23 Figure 14: Model M8274 Replacement Parts List

277 APPENDIX 2: FOUR-WHEEL DRIVE VEHICLE OPERATION Figure 16: Four-Wheel Drive System Figure 15: 4-Wheeling with Ford (Cover Page) Figure 18: Operating your Four-by-Four on the Road Figure 17: Four-Wheel Drive Differences Figure 20: Driving in Sand 24 Figure 19: Parking

278 Figure 21: Driving in Deep Snow Figure 22: Tires Figure 24: Trailer Towing Figure 23: Driving on Hills Figure 26: Hauling Cargo and Vehicle Handling Figure 25: Maintenance 25

279 THE WATER SURVEY OF CANADA HYDROMETRIC TECHNICIAN CAREER DEVELOPMENT PROGRAM Lesson Package No. 15 Logistics E. Mayert Water Survey of Canada Environment Canada 3923 Victoria Avenue Nanaimo, B.C. Canada V9T 2A1

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281 TABLE OF CONTENTS 1.0 PURPOSE AND BACKGROUND OBJECTIVES BASIC PREPARATION FOR A FIELD TRIP PRE-TRIP PLAN MEASUREMENT TYPES Stage Measurement Discharge Measurement Sediment Discharge Measurement Water Quality Sampling Datum Measurement Measurement Checklists MAINTENANCE Maintenance Equipment Checklist SPECIAL REQUIREMENTS Data Telemetry Meteorological Data ROUTE PLANNING Maps Travel Time Time at Station Efficient Planning TRANSPORTATION PLANNING Access by Road Remote Access Communications Transportation Checklist ACCESS AND TRANSPORTATION LIMITATIONS Transportation of Dangerous Goods Aircraft Weight Restrictions Fuel Requirements Equipment Caches RESERVATIONS Charters Accommodation Arrangements ITINERARY Basic Content Work Schedule Role in Safety iii

282 4.9 EQUIPMENT Clothing Survival Gear Checklists Food FIELD TRIP PLANNING EXERCISE FIELD DATA BOOK BASIC INFORMATION GENERAL INFORMATION REFERENCE INFORMATION USE OF THE FIELD DATA BOOK Pre-Trip Plan Field Use ON-THE-JOB-TRAINING SUMMARY MANUALS AND REFERENCES FIELD MANUALS REFERENCES iv

283 1.0 PURPOSE AND BACKGROUND Accurate and conscientious field work is essential for good records of stage and streamflow. Since the field data are the basis for the computation of streamflow records, the streamflow data will only be as good as the field work that goes into data collection. Without the field data, it would be impossible to compute streamflow records. The technician is given considerable responsibility when conducting a field trip. You must perform your duties under existing conditions according to the training provided and to the best of your abilities. The purpose of this package is to provide the technician with a method of planning field trips. Good planning and preparation will enable the technician to conduct his field duties in an efficient and effective manner. Lack of preparation and planning creates confusion, unnecessary delay and, ultimately, loss of data. Previous lesson packages addressed techniques and procedures used in the collection of stage and discharge data. This package covers the planning required to conduct a field trip, and provides the technician with the means to ensure that the necessary equipment, information and tools are acquired. This section describes the various items to consider when planning a field trip : a pre-trip plan, itineraries, checklists, and the Field Data Book. 1

284 2.0 OBJECTIVES Upon completion of this lesson package, the new technician will be able to plan a hydrometric field trip. This plan will include the following topics : a. preparing the station itinerary, b. making accommodation arrangements, c. assembling road maps and checklists of equipment and pertinent information for each gauging station, and d. recognizing the importance of keeping trip records up-to-date. 2

285 3.0 BASIC PREPARATION FOR A FIELD TRIP Adequate preparation for a field trip is the first step towards the collection of accurate field data. This involves the acquisition of all the information and equipment required for the field-trip. Good preparation also involves examining the equipment to verify that it is in good working order. Immediately after returning from a field trip, repair the equipment so that you will be prepared for the next field trip or for an emergency trip. Emergency trips are necessry because of unusual occurrences such as abnormal temperature changes or rainfall peaks that cause flooding. Identify the priorities for each field trip area. Give preference to stations that require measurements that are difficult to obtain at specific stages. Also identify the reason for the trip. This can be determined by the type of program in the area and by the metering requirements for each station. A metering program which is determined by data requirements can be used to record changes in the stage/discharge relationship, during periods of open water, ice cover, break-up and freeze-up. Metering programs are also used to determine stage record requirements during periods of open water and ice cover and for the sediment guide program. A typical hydrograph used in a metering program shows periods of high, medium and low stages for the year. This information helps hydrologists to define the approximate timing of changes in the stage/discharge relationship. Insufficient or poorly timed measurements result in poor definition, and will therefore effect the quality of data produced. To prepare the field trip plan, the technician must be aware of techniques for collecting streamflow data and the requirements for the equipment and instruments. Much of the information related to these areas is contained in previous lesson packages. These packages have covered topics such as : the stage/discharge relationship, stream gauging techniques, gauging equipment, servicing and maintenance of instruments, and the safety aspects of operation. Before embarking on a field trip the technician will be able to : 1. clearly identify the reasons for the field trip 2. determine the types of measurements to be performed for high, medium and low stage, or for open water and ice conditions 3. perform the required repairs or servicing on any vehicles to be used 4. replenish supplies that were consumed on the previous trip. 3

286 4.0 PRE-TRIP PLAN Once the requirement for the field trip has been identified, and the basic preparation has been completed, it is time to prepare a pre-trip plan. This plan deals with these basic questions. a. What stations will be visited? b. Where are the stations? c. How can the station be reached? d. What work is to be accomplished? e. How much time is required? f. What equipment and supplies will be needed? g. What limitations and problems can be anticipated? Identify the names and locations of all the stations to be visited. When this has been established, focus on the work agenda. For each station determine the measurements to be taken, the maintenance and access work to be completed, and any other work that must be performed. 4.1 MEASUREMENT TYPES Stage Measurement What type of recording equipment or manual gauges are installed at each station and what are the requirements for each? Examples of recording equipment that is used for stage measurement consists of the following : A-35 or A-71 recorder, stilling well, servomanometer, staff gauge, slope gauge, and pressure recorder Discharge Measurement What type of discharge measurements will be required at the stations? Measurements may be taken by : wading, cableway, bridge, boat, or ice Sediment Discharge Measurement What type of measurement equipment is required? (This could include the wading-hand sampler, cableway-d49, P61 or P63) Water Quality Sampling What type of sampler and supplies are required for the sampling program? Datum Measurement What levels are required, how many bench marks are needed and what is their stability? If unstable, additional bench marks should be installed Measurement Checklists In the equipment checklist include the items the technician needs to perform the different types of measurements 4

287 listed under 4.1. Preparation may be needed for any of the measurement types contained in Table 1. Table 1. Types of Measurement a. stage b. wading c. cableway d. bridge e. boats f. ice g. water quality h. sediment sampling i. datum (levels) j. secial techniques (i.e. moving boat, data collection platforms, snow surveys) Table 2. Measurement Equipment Checklist The technician will need the following equipment or a wading measurement : 1. current meter 2. stopwatch (spare) 3. counter, headset or beeper and battery 4. notebook, note sheets, pencils 5. tag-line or metallic tape 6. wading rod, wire, connecting plug. waders or boots The technician needs items (1) to (4) above, plus the following items, for a cableway measurement : 8. sounding weight, weight pin and hanger bar 9. sounding reel with sufficient cable, connector and connecting plug 10. cable car puller 11. brake ropes 12. reel seat The technician needs the following items plus (1) to (5), (8) and (9) above, for measurement from bridges : 13. crane, bridge frame or handline 14. counterweights (if needed) Note : If a handline is used, item (9) is not needed, but a tape or rod for determining depths is needed. If power equipment is being used, a power unit and the necessary battery must be attached to the crane. If the power unit is gas powered, additional fuel should be carried. The technician will need items (1), (2), (3), (4), (5), (8) and (9) above, plus the following, for measurements from boats : 15. boat 16. outboard motor 17. oars 18. life preserver 5

288 19. boat boom and cross-piece 20. boat tag-line 21. traveller for cable or boat tag-line Note : A rod can be used from a boat if velocities are low and depths are not too great. The technician needs items (1) to (5) above, plus the following items, for measurements from ice cover : 22. ice auger with sufficient flighting and bits 23. ice chisel 24. ice measuring stick 25. ice rods, wire, connecting plug, or handline and slush-n-all weight or pancake weight Note : A metering sled can be used on larger rivers where rods or handlines are impractical and, in that case, a sounding reel is needed. Table 2 serves as a guide for the equipment and supplies a technician could take to collect measurements on a normal hydrometric field trip. This list is by no means complete for every situation, as circumstances change for the different areas of operation. Review previous lesson packages for complete checklists and refer to the Field Data Book for unique conditions or methods of metering for each particular station. Previous lesson packages provide complete checklists on instrumentation. These checklists identify the spare parts, supplies, and tools required during a field trip to perform minor maintenance and repairs. 4.2 MAINTENANCE Before setting out on a field trip, all routine maintenance and repairs should be clearly identified. Repairs and maintenance are routinely required for : shelters, cablecars, cableways, recorders, stilling wells, manometers, ladders, boats, and other equipment. These repairs should be identified on the previous field trip, along with any required supplies which were not readiy availble at the time. Without a definite effort to organize this information and material in advance of each trip, you may inadvertently exclude some items necessary to complete the work Maintenance Equipment Checklist Before each trip, document the maintenance requirements at each station and organize the materials. List all the tools, materials and manpower requirements to be sure that necessary items are not forgotten. When conducting field work, the technician must maintain and service equipment. Maintenance and supply problems are identified in the pre-trip plan. Using this information, prepare a checklist of the equipment and supplies required. I. Spare parts and tools used in the servicing of instruments should form part of the pre-trip checklist. Include equipment used for repair, expendable items and tools. Review previous lesson packages on instrumentation which identify spare parts and tools. These lesson packages also contain information on various operation and maintenance procedures that should be taken into consideration when preparing a checklist. II. Checklists for maintenance work should take into account the support equiment and supplies needed for servicing meteorological equipment such as rain gauges and various other recording devices. The requirements for this equipment will vary according to the region. Therefore, the technician should be 6

289 aware of the specific types of equipment needed for a particular area of operation. Some of the equipment required for typical maintenance work is included in Table 3. Table 3. Maintenance and Support Equipment Checklist (1) Field Data Book (2) supply of note forms, stationery, pencils, etc. (3) water stage recorder parts and supplies : spare clocks, paper supply, batteries, float cable, float tape, connectors, counterweight, pens, ink, oil (4) spare parts for metering equipment : spare meter, set screws, hanger screws, oil, extra beeper, stopwatech, weight hangers, weight pins, batteries, connector plugs, wire, friction tape, wing nuts for reels, spare connector pins and cotter pins, spare counter for reels (5) thermometer (6) keys and padlock (7) tools (8) flashlight and spare battery (9) screws (10) rope (11) 5-gallon gas can (12) packsack (13) snowshoes or skis (14) flagging tape (15) steel tape and weight (16) camera film (17) current meter rating tables (18) shovel, axe, chainsaw (19) first aid kit (20) survival kit (21) accurate clock for setting instruments (especially for DCPs) (22) multimeter (23) level, level rod, rod holder, tripod, rod level (24) communication device (25) manometer kit (26) DCP kit (27) sleeping bag 7

290 For more complete checklists, refer to the following lesson packages : (1) Measurement of Stage No. 4 (2) Graphic Water Level Recorders No. 5 (3) Servomanometers No. 6 (4) Levelling No. 7 (5) Discharge Measurements No and No (6) Cableway Safety No. 11 (7) Vehicle Operation No. 14 These lesson packages cover the equipment, instruments, tools and safety equipment required during a field trip. Checklists should be prepared for each of these areas before a field trip begins. 4.3 SPECIAL REQUIREMENTS Measurements at some stations require special methods such as acoustic flow meter, moving boat measurements, tidal surveys and slope-area studies. These are specific to certain areas and vary across the regions Data Telemetry If the stations to be visited provide real-time data through telemetry, the technician should be sure to know the type of computer platform that is used, the address of the data and its time slot. The proper angle for the antennae aiming azimuth must also be known. Data telemetry provides a valuable tool for the timing of field trips because it can transmit data on current stage levels and inform staff about equipment failures. The system also makes it possible to assess data from many remote locations in a local office. Before visiting a station, take care to check the transmitted data to ensure that channel drifting in the time slot has not occurred Meteorological Data Identify the stations that require the collection of meteorological data relating to snow courses, precipitation, wind and temperature. 4.4 ROUTE PLANNING Once you have identified the work to be accomplished for each station, schedule and route the field trip. The technician must determine what route to take in order to reach the stations. This access information can be found in the Field Data Book and on topographical maps Maps The location of each station should be marked on the map. Use road maps and topographical maps to locate the stations and determine routes which may be followed. Also use the maps to determine access to the stations. 8

291 4.4.2 Travel Time Using the map and knowing the approximate speeds of the access vehicles, aircraft, boats or any other mode of transportation, determine a rough estimate of the amount of time it will take to get to the station Time at Station Section 4.2 identified the type of maintenance work that could be involved at a recording staton while travel time was discussed in the previous section. Based on the estimated time it would take to complete these tasks, the time and manpower requirements can be roughly determined Efficient Planning Determine a route by considering the roads and access to each station identified on the previously mentioned maps. Take care to use the most efficient route by avoiding back tracking or repetitive travel routes. 4.5 TRANSPORTATION PLANNING When the most appropriate route for the field trip has been chosen, consider what type of transportation will be required, several different modes of transportation may be required to reach a station Access by Road If access is by road and normal vehicle, the vehicle used should be appropriate for the road conditions, including snow and ice, mud, steep hills and the fording of creeks. Also be aware that weather conditions, such as rain, can drastically change conditions. The techncian must plan to overcome these hindrances with the use of four-wheel drive vehicles. Winches, chains and good tires should be purchased to ensure better traction. Under some circumstances it may be necessary to conduct short field trips by foot to avoid having a vehicle stuck Remote Access The northern regions are almost exclusively remote access areas. Planning, because of increased effort and cost, is particularly important for remote locations imagine flying 100 km and realizing that a vital piece of equipment has been forgotten. Transportation in these areas involves travel by plane, helicopter, boat, snowmoble, snowshoeing, all-terrain vehicle or hiking. For all these methods, ensure that you use the propoer type of equipment and motor transportation, as well as time and cost. Plan an alternate route in case of bad weather. For air transport, you as the charterer control the plane if you do not feel comfortable with an inexperienced driver, turn back Communications For use on radio-controlled roads and for emergency situations, the technician should have the appropriate communication devices such as an adequate two-way radio and an emergency locating device. This equipment is especially important in remote areas. 9

292 4.5.4 Transportation Checklist The access to each station is determined in the pre-trip plan. The correct equipment needed to travel to each station can be organized through the use of a checklist which can be carried in the vehicle (Lesson Package No. 14). This checklist might include items like snowshoes or various types of vehicles such as a snowmobile or a boat. Do not forget to include the support equipment and supplies on the checklist. Articles such as chains, a winch, aircraft fuel, communication devices and a motor for a boat could be included in this list. 4.6 ACCESS AND TRANSPORTATION LIMITATIONS When a technician can drive a vehicle to the station, supply and access problems are very easy to solve. However, the geographical conditions and the complexity of field trips in some areas of operation require considerable planning. Materials or equipment needed for maintenance on the proposed trip may have to be supplied from a previous trip. In very rare situations such as in the eastern Arctic, supply is done once per year Transportation of Dangerous Goods The transportation of some materials requires special packaging and handling. For example, there are restrictions on transporting mercury, chemicals, compressed gasses and fuel. The Transportation of Dangerous Goods will be covered in a special course later. Ensure that you apply the regulations Aircraft Weight Restrictions Each aircraft is licensed to carry a gross weight limit. This limit incldes the weight of the aircraft itself, fuel, passengers and equipment. The payload capacity is the weight difference between the gross weight and the weight of the empty aircraft. Ensure that the aircraft selected has the payload capacity for the equipment and materials that you need Fuel Requirements The fuel requirements for aircraft, boat motors and other types of access vehicles vary. Aircraft require aviation or jet fuel, motors require an oil/gas mixture, and vehicles require automotive fuel. Equipment such as chainsaws and outboard motors require the proper oil/gas mixture ratios stated in their operating manuals. Ensure that sufficient fuel is available to complete the field trip. In situations where the range of an aircraft is not sufficient to complete a round trip with the fuel on board, fuel caches become necessary. Obtain the fuel types for specific aircraft from the aircraft company. Cache the fuel in the most economically accessible location along the route. Ensure that the date of storage, the amount of fuel cached and the consumption rate are carefully monitored. Prior to field trips, review this information to determine what the fuel availability is. When necessary, resupply the fuel Equipment Caches Due to weight and space restrictions in aircraft, or in access vehicles, it is advantageous to cache some equipment at stations. Generally, these stations are remote access stations. By caching some of the heavy equipment, such as sounding weights, sediment samplers, nitrogen cylinders and reels, the technician can use a smaller, less expensive aircraft. Ensure that caches are secured and that their location is recorded in the Field Data Book. A note of caution : Animals (e.g. porcupines) can damage plywood structures left in the field. They chew the plywood on gauging shelters and on boat transoms cached at station sites. 10

293 4.7 RESERVATIONS To ensure availability make reservations well in advance of the proposed field trip. Once the reservations for aircraft charters, rentals and hotel/motel accommodatinos are made an itinerary can be established. A simple phone call makes it possible to avoid unnecessry delays and confusion in the field. By making all reservations in the office, the technician can finalize the itinerary and obtain proper authority for travel Charters Aircraft Most aircraft charters operate under a standing offer agreement whereby the company has a contract to fly personnel to field stations. Confirm reservations with the aircraft company before establishing an itinerary. This must be done to ensure that the itinerary will be compatible with aircraft availability. Aircraft charters operate under limited schedules and weather conditions. Regions within Water Survey of Canada follow different procedures for standing offers, and therefore the technician should refer to his supervisor for the proper procedure to the region. Then, with the approval of the proper signing authority, a requisition number is issued by the appropriate administration office. When a standing offer does not exist, a purchase order number must be issued through the Finance Directorate and proper signing authority must be obtained Boats Most of the boats used by Water Survey of Canada are owned by the Branch. In rare situations, boats are rented from individuals or companies. The resulting charter should follow the financial procedures for the region. To ensure timely progression of the field trip, the technician makes all reservations for charters and rentals before leaving the office Accommodation Arrangements Check for hotel/motel accommodations of the places which are identified as overnight stops. Lack of accommodation could change plans considerably. Some areas do not have the luxury of hotel/motel accommodations and therefore the technician must stay in a tent or cabin. In these situations the technician must plan to take extra equipment like sleeping bags, food, and cooking utensils. Also be aware that hotel accommodations may be available without food services. After you determine where you will stay, finalize the route Commercial Commercial accommodatins are generally associated with hotels/motels. Make reservations in advance to ensure availability. When making reservations, especially in remote areas, make sure that meals are available. If necessary, make alternative meal arrangements. This may entail taking your own food or obtaining meals from noncommercial sources. Check the government travel regulations for a recommended list of hotels/motels. 11

294 Noncommercial These accommodations include cabins, tests, highway camps, and logging camps. The technician must plan in advance for sleeping arrangements and meal requirements. If a camp is operated by companies other than government agencies, reservations must be made before leaving the office to ensure space availability. When tents or cabins are used, remember to bring sleeping bags, food, and cooking utensils Travel Regulations Note the federal government regulations for travel by employees. The regulations and procedures are described. Expenses and accommodations are detailed. The technician should be familiar with these regulations before embarking on a field trip. 4.8 ITINERARY Basic Content The itinerary is the plan of activities for the field trip. The itinerary should provide information on the technician's whereabouts and workplans. There is no set format that must be followed, but the following pertinent information must appear : a. stations to be visited work to be done at each station approximate time required to complete work schedule b. route to be followed (see 4.4) c. dates and approximate time of arrival and departure d. accommodation (see 4.7.2) e. access arrangements (companies and phone numbers) f. telephone numbers to reach the technician in case of emergency or if additional work must be completed Work Schedule With the travel route and accommodation plans previously determined, a work schedule can be arranged. This schedule should include the recording of all measurements and the maintenance of all instruments for each station. Provide an estimation of the time involved to complete the travel and the work schedule to follow. Section 4.2 identified the type of maintenance work that could be involved at a recording station while travel time was discussed in A checklist of required equipment and materials should also be included. This checklist can be useful to the technician later during the actual field work Role in Safety The information on an itinerary is not only useful in identifying stations to be visited, and work to be done, but also provides some important information if something should go wrong. Give a copy of itinerary to your supervisor and to your family. During the course of the field trip, notify your supervisors about any changes in the itinerary. An accident could occur during any field trip. The itinerary provides the supervisor with the knowledge of where 12

295 the technician may be at any given time along the travel route. If something should go wrong, the supervisor can locate the technician by following the field trip route. The dates provided on the itinerary can be used to determine when the technician is expected to arrive at a particular destination. Technicians should follow the itinerary closely so that they can be contacted as soon as possible if they fail to reach their present destination. On extended field trips, regular contact points should be established along the route. By reporting in to supervisory staff at each regular contact point, the technician is able to confirm his safe arrival at various destinations. 4.9 EQUIPMENT Adequate personal attire, safety equipment, and survival gear are essential for any field trip. No field trip should be conducted without sufficient preparation in these areas Clothing The technician should prepare a list of the clothing required for the climatic conditions that may be encountered. Include in the list proper footwear, gloves, goggles, hard hats and other protective clothing. Always bring spare socks, pants, boots and jackets in case you should fall into the water. Other clothing to consider on the list will be : rain gear, waders, rubber boots, windpants, parka, gloves, coveralls, touques, sunglasses and adequate personal clothing Survival Gear Checklists Checklists should include survival equipment. Survival kits supplied by the Water Resources Branch vary from region to region. Basically the technician should have a survival kit which is appropriate for the mode of transportation to be used and the geographical and climatic conditions expected to prevail. When travelling in aircraft or boats, a personal survival kit should be carried at all times. In some instances, it is illegal not to have a survival kit. For example, the law states that all commercial aircraft are required to have a survival kit on board. Table 4. International Safety Survival Limited (I.S.S.L.) 'No Frills' Survival Kit for Ground Vehicles Number Included Item Number Included Item 1 container 1 space emergency blanket 2 fishing lines 1 Proteus hand-held parachute flare 2 leaders 1 box of assorted snelled hooks 10 sinkers 1 box of concentrated food (10,000 cals) 4 fishing lures 6 pkgs. of hot chocolate 1 cutlery set 1 metal match 1 mess kit 1 helio signal mirror 1 whistle 2 day/nite smoke flares 1 compass 4 pkgs. of chicken noodle soup 1 flexible saw 2 pocket pak kleenex 13

296 1 hunting knife 2 tins of jellied cooking fuel 1 30 ft. length of snare wire 1 candle holder 1 survival handbook 4 match boxes 2 15-hour candles 2 mosquito head nets snare wire 1 bottle of halazones 1 bottle of repellent 1 folding stove Container Size 11 in. diameter x 14 in. Approximate Weight 20 lbs. Number Included Item Table 5. DSS-6 Water Resources Branch Survival Kit for Ground Vehicles Number Included Item 1 container 1 60 ft. length of snare wire 1 15-hour candle 1 pair of snow goggles 1 candle holder 2 sesame seed bars 1 mess kit 1 pkg. of freeze dried food 1 gill net 1 pocket first aid kit 8 pkgs. sugar 4 pkgs. of coffee 4 tea bags 1 Land & Sea survival handbook 1 flexible saw 1 box of assorted snelled hooks 3 fuses 1 Ships Lifeboat Matches 12 Oxo Cubes 1 Swiss Army Knife SW55 2 leaders 1 space emergency blanket 1 whistle 1 box of concentrated food (20,000 calories) 1 Silva 15 TD Compass 2 tins of jellied cooking fuel 3 fishing lures 2 rolls of fishing line (black) 4 pkgs of Coffee Mate 1 pair of needle nose pliers 3 pkgs of hot chocolate 4 pkgs. chicken noodle soup 1 folding stove 1 #201G Flare Gun Kit c/w 7 Shells 1 Helio Signal Mirror Container Size 9 in. diameter x 11 in. Approximate Weight 16 lbs. 14

297 Number Included Item Table 6. MOT-4 Aircraft Four-Man Survival Kit Number Included Item 1 container 32 pkgs. of coffee 2 cutlery sets 2 Proteus hand held parachute flares 10 sinkers 64 pkgs. of Coffee Mate 32 tea bags 2 bottles of halazones 1 can opener 1 flare gun kit 1 compass 2 bottles for gun kit 1 gill net 1 box of concentrated food (32,000 calories) 2 mess kits 8 boxes of matches 64 pkgs. of sugar 2 Pocket Pak Kleenex 1 whistle 4 mosquito head nets 2 leaders 1 roll of toilet tissue 1 hunting knife 32 pkgs. of hot chocolate 1 30 ft. length of snare wire 1 Helio Signal Mirror 4 fishing lures 1 box of assorted snelled hooks 2 fishing lines 1 space emergency blanket 1 flexible saw 4 day/nite smoke flares 1 survival handbook Container Size 11 in. diameter x 18 in. Approximate Weight 33 lbs. Note : Survival kits should be checked for expiry dates as recommended by the manufacturer. 15

298 Table 7 : Recommended Personal Survival Kit (to be carried on person at all times) 1. combination kit container and survival stove (refer to diagram) 2. long-burning candle to be used for cooking, heat and light 3. fire-starter; matches, flint and steel, pieces of waxed lampwick, tube of burning paste (Meta) o Meta tablets; o tube of plastic rubber or plastic wood railroad type flare which will burn a long time o piece of cotton wool 4. piece of light fabric, to be used primarily as a shelter-cloth; o can of garden-type, orange garbage bags, which can also be used as a signal panel 5. signal mirror 6. pen type flare gun and flares 7. plastic whistle 8. Oxo cubes, hot chocolate in packets, cubed sugar, jerky 9. snare wire 10. braided nylon cord, 1/8 in. diameter x 20 feet 11. elastoplast (fabric type), safety pins, bandage, sterile pad, antiseptic ointment and aspirin 12. personal medical lit for allergies, diabetes, etc. 13. sun glasses for snow-glare protection 14. ground to air code 15. fish line and hook o You should carry a pocket knife, wooden matches in a waterproof container, and about 10 ft of toilet tissue o You should also have a Bic lighter A super kit would include : 16. fish net (2½ in.) mesh 3 ft x 10 ft 17. small pliers 18. pencil stub and piece of paper 19. a dial-type watch that can be used as a very rough compass NOTE : Refer to Canadian Safety and Health Regulations for a description of items in this table that are considered to be mandatory. The personal survival kit is generally small and can be carried around the waist or in a simple day pack. The commercial survival kits are usually heavy. If, for some reason, access to the commercial survival kit is not possible, you can quite effectively use the personal survival kit to survive Food Most of the areas travelled by Water Resources Branch personnel are well populated. Finding acceptable food services or restaurants in these areas is not difficult. However, in some remote areas of Canada, meals are not available through commercial outlets. When this situation occurs, the technician needs to supply and prepare his own food. Create checklists that account for the number of people, length of trip, personal preferences and food which does not spoil. Be sure to include cooking and eating utensils on your checklist. To ensure sanitary conditions also include cleaning supplies. 16

299 5.0 FIELD TRIP PLANNING EXERCISE Figure 1: Map of Field Trip Area 17