On August 31, 2015, U.S. Geological Survey Illinois Water Science Center staff deployed a 2000 kHz side-looking acoustic Doppler velocity meter (ADVM) in the Chicago Sanitary and Ship Canal (CSSC) at the Electric Dispersal Barrier System (EDBS). These data were collected as a fully loaded commercial barge tow traversed the EDBS and passed the ADVM three times, and as several smaller vessels and an unloaded barge tow passed the ADVM. The ADVM was mounted to a rigid 2-inch PVC pipe in compliance with U.S. Army Corps of Engineers (USACE) operational safety protocols for working in or near the EDBS. The pipe with ADVM was lowered 4.5 feet below the water surface on the west (right) bank of the canal at a location approximately 477 feet upstream of the Romeo Road (135th Street) bridge (41.642050, -88.060383). The pipe was mounted to the walkway guard rail in a vertical orientation. An upstream and downstream guide line were used to provide additional tension to prevent movement or vibration on the PVC pipe. In this deployment configuration, the ADVM was profiling from the right wall of the canal out towards the center of the channel. ADVM data were viewed in real-time on a laptop computer during the deployment and logged simultaneously to the internal memory of the ADVM. The ADVM data were downloaded from the ADVM to a laptop computer while on site and reviewed briefly while in the field. Upon return to the USGS Illinois Water Science Center the ADVM data were downloaded from the field laptop and reviewed following standard USGS data quality assurance protocols.

In 2017, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and fully-loaded barges, transited the EDBS in both upstream-bound (n = 65) and downstream-bound (n = 66) directions. The U.S. Geological Survey measured velocity profiles during these trials using a SonTek Argonaut SW 3000 kHz acoustic Doppler velocity meter (SW) and a wall-mounted 600 kHz Teledyne RD Instruments Channel Master horizontal acoustic Doppler current profiler (CM) mounted on the west canal wall. The wall mounted instruments were located at the following WGS84 coordinates: (41.6423629, -88.060329). Velocity measurements for each run are included in this data release as comma separated value files. The configuration of the barges for each run and the time at which the bow and stern of the tow passes the velocity probes is provided in 2017_Run_Information.csv. The wall-mounted instrument setup used during this study was the same wall-mounted instrument setup used by LeRoy et al. (2016) in August 2016. For a diagram and photograph of the instrument setup used by LeRoy et al. (2016) (the same setup used herein), the reader is referred to Figures 1 and 2 of Davis et al. (2017). LeRoy, J.Z., Jackson, P.R., and Engel, F.L. (2017), Velocity profiling at the US Army Corps of Engineers Electric Dispersal Barrier in the Chicago Sanitary and Ship Canal during passage of fully loaded commercial tows: U.S. Geological Survey data release, https://doi.org/10.5066/F7K35RTP. Davis, J.J., LeRoy, J.Z., Shanks, M.R., Jackson, P.R., Engel, F.L., Murphy, E.A., Baxter, C.L, Trovillion, J.C., McInerney, M.K., Barkowski, N.A. (2017), Effects of tow transit on the efficacy of the Chicago Sanitary and Ship Canal Electric Dispersal Barrier System. J. Great Lakes Res., 43, 1119-1131. http://dx.doi.org/10.1016/j.jglr.2017.08.013

In 2017, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and fully-loaded barges, transited the EDBS in both upstream-bound (n = 65) and downstream-bound (n = 66) directions. The U.S. Geological Survey measured velocity profiles during these trials using a SonTek Argonaut SW 3000 kHz acoustic Doppler velocity meter (SW) and a wall-mounted 600 kHz Teledyne RD Instruments Channel Master horizontal acoustic Doppler current profiler (CM) mounted on the west canal wall. The wall mounted instruments were located at the following WGS84 coordinates: (41.6423629, -88.060329). Velocity measurements for each run are included in this data release as comma separated value files. The configuration of the barges for each run and the time at which the bow and stern of the tow passes the velocity probes is provided in 2017_Run_Information.csv. The wall-mounted instrument setup used during this study was the same wall-mounted instrument setup used by LeRoy et al. (2016) in August 2016. For a diagram and photograph of the instrument setup used by LeRoy et al. (2016) (the same setup used herein), the reader is referred to Figures 1 and 2 of Davis et al. (2017). LeRoy, J.Z., Jackson, P.R., and Engel, F.L. (2017), Velocity profiling at the US Army Corps of Engineers Electric Dispersal Barrier in the Chicago Sanitary and Ship Canal during passage of fully loaded commercial tows: U.S. Geological Survey data release, https://doi.org/10.5066/F7K35RTP. Davis, J.J., LeRoy, J.Z., Shanks, M.R., Jackson, P.R., Engel, F.L., Murphy, E.A., Baxter, C.L, Trovillion, J.C., McInerney, M.K., Barkowski, N.A. (2017), Effects of tow transit on the efficacy of the Chicago Sanitary and Ship Canal Electric Dispersal Barrier System. J. Great Lakes Res., 43, 1119-1131. http://dx.doi.org/10.1016/j.jglr.2017.08.013

In 2017, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and fully-loaded barges, transited the EDBS in both upstream-bound (n = 65) and downstream-bound (n = 66) directions. The U.S. Geological Survey measured velocity profiles during these trials using a SonTek Argonaut SW 3000 kHz acoustic Doppler velocity meter (SW) and a wall-mounted 600 kHz Teledyne RD Instruments Channel Master horizontal acoustic Doppler current profiler (CM) mounted on the west canal wall. The wall mounted instruments were located at the following WGS84 coordinates: (41.6423629, -88.060329). Velocity measurements for each run are included in this data release as comma separated value files. The configuration of the barges for each run and the time at which the bow and stern of the tow passes the velocity probes is provided in 2017_Run_Information.csv. The wall-mounted instrument setup used during this study was the same wall-mounted instrument setup used by LeRoy et al. (2016) in August 2016. For a diagram and photograph of the instrument setup used by LeRoy et al. (2016) (the same setup used herein), the reader is referred to Figures 1 and 2 of Davis et al. (2017). LeRoy, J.Z., Jackson, P.R., and Engel, F.L. (2017), Velocity profiling at the US Army Corps of Engineers Electric Dispersal Barrier in the Chicago Sanitary and Ship Canal during passage of fully loaded commercial tows: U.S. Geological Survey data release, https://doi.org/10.5066/F7K35RTP. Davis, J.J., LeRoy, J.Z., Shanks, M.R., Jackson, P.R., Engel, F.L., Murphy, E.A., Baxter, C.L, Trovillion, J.C., McInerney, M.K., Barkowski, N.A. (2017), Effects of tow transit on the efficacy of the Chicago Sanitary and Ship Canal Electric Dispersal Barrier System. J. Great Lakes Res., 43, 1119-1131. http://dx.doi.org/10.1016/j.jglr.2017.08.013

In 2017, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and fully-loaded barges, transited the EDBS in both upstream-bound (n = 65) and downstream-bound (n = 66) directions. Wall-mounted velocity probes were located at (41.6423629, -88.060329). The configuration of the barges for each run, and the time at which the bow and stern of the tow pass the wall-mounted velocity probes are provided in this Comma Separated Value (CSV) file.

In 2017, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and fully-loaded barges, transited the EDBS in both upstream-bound (n = 65) and downstream-bound (n = 66) directions. Wall-mounted velocity probes were located at (41.6423629, -88.060329). The configuration of the barges for each run, and the time at which the bow and stern of the tow pass the wall-mounted velocity probes are provided in this Comma Separated Value (CSV) file.

In 2017, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and fully-loaded barges, transited the EDBS in both upstream-bound (n = 65) and downstream-bound (n = 66) directions. Wall-mounted velocity probes were located at (41.6423629, -88.060329). The configuration of the barges for each run, and the time at which the bow and stern of the tow pass the wall-mounted velocity probes are provided in this Comma Separated Value (CSV) file.

In 2016, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and six fully-loaded barges, transited the EDBS in both upstream-bound and downstream-bound directions. The U.S. Geological Survey measured velocity profiles during these trials using synchronized velocity probes mounted on both the barge and the west canal wall. SonTek Argonaut SW 300 kHz acoustic Doppler velocity meters (SW) were used in both wall- and barge-mounted configurations, along with a wall-mounted 600 kHz Teledyne RD Instruments Channel Master horizontal acoustic Doppler current profiler (CM) and a barge-mounted 1,200 kHz CM. All velocity measurements were averaged over 10 second intervals during measurement and are included in this data release as .csv files.

In 2016, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and six fully-loaded barges, transited the EDBS in both upstream-bound (n = 23) and downstream-bound (n = 22) directions. A 1,200 kHz Teledyne RDI Channel Master Acoustic Doppler Velocity Meter (ADVM) was mounted on the barge at the position of the rake-to-box junction. The ADVM faced outward from the side of the barge (side-looking) and was placed at a depth of 1.4 meters below the water surface. The ADVM was located at a distance of 0.7 meters from the box side of the gap (measured toward the rake), and recessed 0.93 meters into the gap as measured perpendicular to the side of the barge. The side-looking ADVM measured horizontal profiles of streamwise and cross-stream components of velocity at 35 bins spaced by 0.5 meters starting at 0.8 meters and up to 17.8 meters measured perpendicular to the side of the barge, unless the barge was within 17.8 meters of the West canal wall. All velocity measurements represent an average of 10 pings, recorded every 10 seconds during measurement. A Hemisphere V102(TM) differential GPS (dGPS) with Doppler-based heading was mounted on the box side of the rake-to-box junction and synchronized with the side-looking ADVM. The dGPS provided sub-meter accuracy positions, heading (accuracy ± 0.75°), and speed of the tow at a sampling frequency of 10 Hz. The time-stamped velocity measurements from the barge-mounted ADVM was matched to the nearest-in-time dGPS position and corrected for the velocity of the moving tow. Once corrected for the movement of the tow, the velocity data were rotated into the local streamwise-normal coordinate system, such that reported streamwise velocities are parallel to the banklines of the CSSC at the EDBS and positive downstream, and reported cross-stream velocities are perpendicular to the banklines and positive toward the east canal bank. All ADVM velocity time series data are included in this data release as Comma Separated Value (CSV) files.

In 2016, the U.S. Fish and Wildlife Service, U.S. Geological Survey, and U.S. Army Corps of Engineers undertook a large-scale interagency field study to determine the influence of commercial barge vessels on the efficacy of the Electric Dispersal Barrier System (EDBS) in the Chicago Sanitary and Ship Canal (CSSC) in preventing fish passage. This study included a series of trials in which a tow, consisting of a tug vessel and six fully-loaded barges, transited the EDBS in both upstream-bound (n = 23) and downstream-bound (n = 22) directions. A 1,200 kHz Teledyne RDI Channel Master Acoustic Doppler Velocity Meter (ADVM) was mounted on the barge at the position of the rake-to-box junction. The ADVM faced outward from the side of the barge (side-looking) and was placed at a depth of 1.4 meters below the water surface. The ADVM was located at a distance of 0.7 meters from the box side of the gap (measured toward the rake), and recessed 0.93 meters into the gap as measured perpendicular to the side of the barge. The side-looking ADVM measured horizontal profiles of streamwise and cross-stream components of velocity at 35 bins spaced by 0.5 meters starting at 0.8 meters and up to 17.8 meters measured perpendicular to the side of the barge, unless the barge was within 17.8 meters of the West canal wall. All velocity measurements represent an average of 10 pings, recorded every 10 seconds during measurement. A Hemisphere V102(TM) differential GPS (dGPS) with Doppler-based heading was mounted on the box side of the rake-to-box junction and synchronized with the side-looking ADVM. The dGPS provided sub-meter accuracy positions, heading (accuracy ± 0.75°), and speed of the tow at a sampling frequency of 10 Hz. The time-stamped velocity measurements from the barge-mounted ADVM was matched to the nearest-in-time dGPS position and corrected for the velocity of the moving tow. Once corrected for the movement of the tow, the velocity data were rotated into the local streamwise-normal coordinate system, such that reported streamwise velocities are parallel to the banklines of the CSSC at the EDBS and positive downstream, and reported cross-stream velocities are perpendicular to the banklines and positive toward the east canal bank. All ADVM velocity time series data are included in this data release as Comma Separated Value (CSV) files.