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USGS1996

Level II scour analysis for Bridge 45b (BRIDTH00040045b) on Town Highway 4, crossing an unnamed Dailey Hollow Branch Tributary, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH0004045B on town highway 4 crossing an unnamed Dailey Hollow Branch Tributary, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 2.47-mi 2 drainage area is in a predominantly rural and forested basin. Surface cover in the vicinity of the study site is variable. A gravel road is adjacent to the left bank with the immediate upstream left bank covered by grass and the immediate downstream left bank covered by shrubs and brush. The upstream right bank is densely forested; the downstream right overbank is covered by grass with trees and brush on the immediate channel bank. In the study area, this unnamed Dailey Hollow Branch Tributary has an incised channel with a slope of approximately 0.04 ft/ft, an average channel top width of 29 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel with a median grain size (D 50 ) of 47.0 mm (0.154 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 15, 1994, indicated that the reach was stable. The town highway 4 crossing of the unnamed Dailey Hollow Branch Tributary is a 62-ft-long, corrugated steel multi-plate arch structure. It is supported by concrete footings leaving natural stream bed exposed (Vermont Agency of Transportation, written communication, January, 1996). The road embankments are protected by stone fill, however, the size is unknown due to sand and grass covering the fill except for the upstream left embankment which has type-2 stone fill (less than 36 inches diameter). The downstream left bank is protected by type-3 stone fill (less than 48 inches diameter) extending 25 feet downstream of the culvert. The channel approach to the culvert has a mild s-curve bend with the opening skewed ten degrees to flow. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.1 to 1.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.7 to 11.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1960

Ground-water areas and well logs, central Sevier Valley, Utah

Between September 1959 and June 1960 the United States Geological Survey and the Utah State Engineer, with financial assistance from Garfield, Millard, Piute, Sanpete, and Sevier Counties and from local water-users’ associations, cooperated in an investigation to determine the structural framework of the central Sevier Valley and to evaluate the valley’s ground-water potential. An important aspect of the study was the drilling of 22 test holes under private contract. These data and other data collected during the course of the larger ground-water investigation of which the test drilling was a part will be evaluated in a report on the geology and ground-water resources of the central Sevier Valley. The present report has been prepared to make available the logs of test holes and to describe in general terms the availability of ground water in the different areas of the valley.

Utah↗
USGS1997

Level II scour analysis for Bridge 22 (WALDTH00180022) on Town Highway 18, crossing Coles Brook, Walden, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WALDTH00180022 on Town Highway 18 crossing Coles Brook also known as Joes Brook, Walden, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in northeastern Vermont. The 12.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly forested while the downstream left bank is shrub and brushland. In the study area, the Coles Brook has an incised, sinuous channel with a slope of approximately 0.004 ft/ft, an average channel top width of 54 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D50) of 124.1 mm (0.407 ft). The D 50 was taken from a pebble count in the downstream channel, because the upstream channel is primarily bedrock. The geomorphic assessment at the time of the Level I and Level II site visit on August 8, 1995, indicated that the reach was stable. The Town Highway 18 crossing of the Coles Brook is a 46-ft-long, one-lane bridge consisting of one 44-foot steel-beam span with a wooden deck (Vermont Agency of Transportation, written communication, April 5, 1995). The opening length of the structure parallel to the bridge face is 41.4 ft. The bridge is supported by a vertical, concrete abutment with wingwalls on the left and by a vertical, stone abutment with stone wingwalls with a concrete cap on the right. The channel is skewed approximately 5 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees. The only scour protection measure at the site was a stone wall along the upstream left bank and type-2 stone fill (less than 36 inches diameter) along the entire base length of the upstream left wingwall, left abutment, and downstream left wing wall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100-year and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 6.4 to 7.9 ft at the left abutment and from 11.8 to 14.9 ft at the right abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS2016

Rotational seismology

Rotational seismology is an emerging study of all aspects of rotational motions induced by earthquakes, explosions, and ambient vibrations. It is of interest to several disciplines, including seismology, earthquake engineering, geodesy, and earth-based detection of Einstein’s gravitation waves. Rotational effects of seismic waves, together with rotations caused by soil–structure interaction, have been observed for centuries (e.g., rotated chimneys, monuments, and tombstones). Figure 1a shows the rotated monument to George Inglis observed after the 1897 Great Shillong earthquake. This monument had the form of an obelisk rising over 19 metres high from a 4 metre base. During the earthquake, the top part broke off and the remnant of some 6 metres rotated about 15° relative to the base. The study of rotational seismology began only recently when sensitive rotational sensors became available due to advances in aeronautical and astronomical instrumentations.

Book chapter↗
USGS1996

Level II scour analysis for Bridge 37 (BARTUS00050166) on U.S. Route 5, crossing Barton River, Barton, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BARTUS00050166 on U. S. Route 5 crossing the Barton River, Barton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province of north-central Vermont in the town of Barton. The 65.2-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have a combination of dense woody vegetation coverage, brush, and field grasses. In the study area, the Barton River has an incised, sinuous-to-meandering channel with a slope of approximately 0.0065 ft/ft, an average channel top width of 58 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel (D 50 is 75.6 mm or 0.25 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 19, 1994, indicated that the reach was stable. The U. S. Route 5 crossing of the Barton River is a 126-ft-long, two-lane bridge consisting of one 60-foot steel beam span with two steel-beam approach spans (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by two concrete piers. The left bank has a concrete retaining wall that is attached to the US face of the left pier; consequently this pier functions as an abutment for the analysis because no flow occurs to the left of the pier. For the purposes of computing scour, this pier was considered an abutment. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 25 degrees. A scour hole 0.5 ft deeper than the mean thalweg depth was observed along the right pier during the Level I assessment. Scour protection measures at the site consist of type-1 stone fill (less than 12 inches diameter) along the entire base length of both piers. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.1 to 2.4 ft. Abutment-type scour was computed for the left pier; scour ranged from 9.1 to 11.3 ft. Abutment scour at the right abutment ranged from 6.1 to 11.3 ft. Pier scour, computed for the right pier, ranged from 31.3 to 33.3 ft. The severity of the pier scour was directly related to the attack angle of 25 degrees. The worst-case scour in all computations occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 108 (STJOUS00020108) on U.S. Highway 2, crossing the Moose River, St. Johnsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure STJOUS00020108 on U.S. Highway 2 crossing the Moose River, St. Johnsbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland/White Mountain sections of the New England physiographic province in north-east Vermont. The 117-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the upstream right bank, forest on the upstream left bank, shrub and brush on the downstream left bank, and forest on the downstream right bank. In the study area, the Moose River has an incised, sinuous channel with a slope of approximately 0.008 ft/ft, an average channel top width of 96 ft and an average channel depth of 6 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 94.1 mm (0.309 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 14, 1995, indicated that the reach was stable. The U.S. Highway 2 crossing of the Moose River is a 103-ft-long, two-lane bridge consisting of three spans with a maximum 57-foot concrete T-beam span (Vermont Agency of Transportation, written communication, March 28, 1995). The bridge is supported by two piers, and vertical, concrete abutments with no wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 0 degrees. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) at the upstream and downstream channel banks. There is also type-3 stone fill (less than 48 inches diameter) at both the upstream and downstream ends of the left and right abutments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.4 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.3 to 12.2 ft. The worst-case abutment scour occurred at the left abutment 500-year discharge. Pier scour ranged from 8.3 to 15.7 for both piers. The worst case pier scour occurred at the left pier, for the 100-year discharge analysis. Additional in formation on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross- section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 42 (BENNCYSCHL0042) on School Street, crossing Walloomsac River, Bennington, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BENNCYSCHL0042 on the School Street crossing of the Walloomsac River, Bennington, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in southwestern Vermont. The 30.1-mi 2 drainage area is a predominantly rural and forested basin. The bridge site is located within an urban setting in the Town of Bennington with buildings and residences on all overbanks. In the study area, the Walloomsac River has a straight channel with constructed channel banks downstream of the bridge. The channel is located on a delta and has a slope of approximately 0.02 ft/ft, an average channel top width of 37 ft and an average bank height of 6 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 132 mm (0.435 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 6, 1996, indicated that the reach was stable. The School Street crossing of the Walloomsac River is a 36-ft-long, two-lane bridge consisting of one 33-foot concrete span (Vermont Agency of Transportation, written communication, December 13, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately zero degrees to the opening and the opening-skew-to-roadway is also zero degrees. Scour countermeasures at the site include type-2 stone fill (less than 36 inches diameter) along both upstream banks and upstream wingwalls. Downstream banks are protected by stone walls extending from the downstream wingwalls to more than 100 feet downstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour computed for all modelled flows was 0.0 ft. Computed left abutment scour ranged from 9.4 to 10.2 ft. with the worst-case scour occurring at the 500-year discharge. Computed right abutment scour ranged from 2.7 to 5.7 ft. with the worst-case scour occurring at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 43 (BENNCYDEPO0043) on Depot Street, crossing the Walloomsac River, Bennington, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BENNCYDEPO0043 on the Depot Street crossing of the Walloomsac River, Bennington, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in southwestern Vermont. The 30.1-mi 2 drainage area is a predominantly rural and forested basin. The bridge site is located within an urban setting in the Town of Bennington with buildings and parking lots on overbanks. In the study area, the Walloomsac River has a straight channel with constructed channel banks through much of the reach. The channel is located on a delta and has a slope of approximately 0.02 ft/ft, an average channel top width of 48 ft and an average bank height of 6 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 108 mm (0.356 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 5, 1996, indicated that the reach was stable. The Depot Street crossing of the Walloomsac River is a 46-ft-long, two-lane bridge consisting of one 40-foot concrete span (Vermont Agency of Transportation, written communication, December 13, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening and the opening-skew-to-roadway is 15 degrees. Scour countermeasures at the site include type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream right wing wall and type-1 stone fill (less than 12 inches diameter) along the base of the upstream left wing wall. Downstream banks are protected by concrete and stone walls. The upstream right bank is protected by alternating type-2 stone fill and masonry walls. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour computed for all modelled flows ranged from 0.0 to 4.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Computed right abutment scour ranged from 2.9 to 13.4 ft. with the worst-case scour occurring at the 500-year discharge. Computed left abutment scour ranged from 5.6 to 16.3 ft. with the worst-case scour also occurring at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 49 (BENNCYHUNT0049) on Hunt Street, crossing the Walloomsac River, Bennington, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BENNCYHUNT0049 on the Hunt Street crossing of the Walloomsac River, Bennington, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in southwestern Vermont. The 34.1-mi 2 drainage area is a predominantly rural and forested basin. The bridge site is located within an urban setting in the Town of Bennington with buildings and parking lots on overbanks except for the downstream left bank which is covered by trees and brush. In the study area, the Walloomsac River has a straight, incised channel. The confluence of the Walloomsac River and Roaring Branch is 140 feet downstream. The channel has a slope of approximately 0.01 ft/ft, an average channel top width of 54 ft and an average bank height of 6 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 76.8 mm (0.252 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 31, 1996, indicated that the reach was stable. The Hunt Street crossing of the Walloomsac River is a 51-ft-long, two-lane bridge consisting of one 49-foot steel span (Vermont Agency of Transportation, written communication, December 13, 1995). The bridge is supported by vertical, concrete abutments. The right abutment has a spill-through slope along its face. The channel is skewed approximately 25 degrees to the opening and the opening-skew-to-roadway is 20 degrees. Scour countermeasures at the site include type-2 stone fill (less than 36 inches diameter) on the spill through slope on the right abutment and along the base of the left abutment. Type- 2 stone fill also protects the channel banks upstream and downstream of the bridge for a minimum distance of 17 feet from the respective bridge faces. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour computed for all modelled flows ranged from 0.9 to 5.0 ft. The worst-case contraction scour occurred at the 500-year discharge. Computed left abutment scour ranged from 15.3 to 16.5 ft. with the worst-case scour occurring at the incipient roadway-overtopping discharge. Computed right abutment scour ranged from 6.0 to 8.7 ft. with the worst-case scour occurring at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS2008

Creating a Global Building Inventory for Earthquake Loss Assessment and Risk Management

Earthquakes have claimed approximately 8 million lives over the last 2,000 years (Dunbar, Lockridge and others, 1992) and fatality rates are likely to continue to rise with increased population and urbanizations of global settlements especially in developing countries. More than 75% of earthquake-related human casualties are caused by the collapse of buildings or structures (Coburn and Spence, 2002). It is disheartening to note that large fractions of the world's population still reside in informal, poorly-constructed & non-engineered dwellings which have high susceptibility to collapse during earthquakes. Moreover, with increasing urbanization half of world's population now lives in urban areas (United Nations, 2001), and half of these urban centers are located in earthquake-prone regions (Bilham, 2004). The poor performance of most building stocks during earthquakes remains a primary societal concern. However, despite this dark history and bleaker future trends, there are no comprehensive global building inventories of sufficient quality and coverage to adequately address and characterize future earthquake losses. Such an inventory is vital both for earthquake loss mitigation and for earthquake disaster response purposes. While the latter purpose is the motivation of this work, we hope that the global building inventory database described herein will find widespread use for other mitigation efforts as well. For a real-time earthquake impact alert system, such as U.S. Geological Survey's (USGS) Prompt Assessment of Global Earthquakes for Response (PAGER), (Wald, Earle and others, 2006), we seek to rapidly evaluate potential casualties associated with earthquake ground shaking for any region of the world. The casualty estimation is based primarily on (1) rapid estimation of the ground shaking hazard, (2) aggregating the population exposure within different building types, and (3) estimating the casualties from the collapse of vulnerable buildings. Thus, the contribution of building stock, its relative vulnerability, and distribution are vital components for determining the extent of casualties during an earthquake. It is evident from large deadly historical earthquakes that the distribution of vulnerable structures and their occupancy level during an earthquake control the severity of human losses. For example, though the number of strong earthquakes in California is comparable to that of Iran, the total earthquake-related casualties in California during the last 100 years are dramatically lower than the casualties from several individual Iranian earthquakes. The relatively low casualties count in California is attributed mainly to the fact that more than 90 percent of the building stock in California is made of wood and is designed to withstand moderate to large earthquakes (Kircher, Seligson and others, 2006). In contrast, the 80 percent adobe and or non-engineered masonry building stock with poor lateral load resisting systems in Iran succumbs even for moderate levels of ground shaking. Consequently, the heavy death toll for the 2003 Bam, Iran earthquake, which claimed 31,828 lives (Ghafory-Ashtiany and Mousavi, 2005), is directly attributable to such poorly resistant construction, and future events will produce comparable losses unless practices change. Similarly, multistory, precast-concrete framed buildings caused heavy casualties in the 1988 Spitak, Armenia earthquake (Bertero, 1989); weaker masonry and reinforced-concrete framed construction designed for gravity loads with soft first stories dominated losses in the Bhuj, India earthquake of 2001 (Madabhushi and Haigh, 2005); and adobe and weak masonry dwellings in Peru controlled the death toll in the Peru earthquake of 2007 (Taucer, J. and others, 2007). Spence (2007) after conducting a brief survey of most lethal earthquakes since 1960 found that building collapses remains a major cause of earthquake mortality and unreinforced masonry buildings are one of the mos

Open-File Report↗
USGS2012

Significance of rotating ground motions on nonlinear behavior of symmetric and asymmetric buildings in near fault sites

Building codes in the U.S. require at least two horizontal ground motion components for three-dimensional (3D) response history analysis (RHA) of structures. For sites within 5 km of an active fault, these records should be rotated to fault-normal/fault-parallel (FN/FP) directions, and two RHA analyses should be performed separately (when FN and then FP are aligned with transverse direction of the structural axes). It is assumed that this approach will lead to two sets of responses that envelope the range of possible responses over all non-redundant rotation angles. This assumption is examined here using 3D computer models of a single-story structure having symmetric (that is, torsionally-stiff) and asymmetric (that is, torsionally flexible) layouts subjected to an ensemble of bi-directional near-fault strong ground motions with and without apparent velocity pulses. In this parametric study, the elastic vibration period of the structures is varied from 0.2 to 5 seconds, and yield strength reduction factors R is varied from a value that leads to linear-elastic design to 3 and 5. The influence that the rotation angle of the ground motion has on several engineering demand parameters (EDPs) is examined in linear-elastic and nonlinear-inelastic domains to form a benchmark for evaluating the use of the FN/FP directions as well as the maximum-direction (MD) ground motion, a new definition of horizontal ground motions for use in the seismic design of structures according to the 2009 NEHRP Provisions and Commentary.

Book↗
USGS2000

Equations for estimating Clark unit-hydrograph parameters for small rural watersheds in Illinois

Equations for estimating the time of concentration ( T C ) and storage coefficient ( R ) of the Clark unit-hydrograph method were developed for small rural watersheds [0.02–2.3 square miles (mi 2 )] in Illinois. The equations will provide State and local engineers and planners with more accurate methods to estimate the T C and R for use in simulating discharge hydrographs on small rural watersheds when designing stormwater-management facilities and other hydraulic structures, determining flood-plain boundaries, and assessing the safety of structures in rivers. The rainfall and runoff data from gaged small rural watersheds (0.02–2.3 mi 2 ) with insignificant amounts of impervious land cover in Illinois were used to develop the equations. Equations were developed on the basis of data for 121 storms that occurred in 39 watersheds. Data for 29 storms in 18 watersheds were used to verify the equations. T C and R were determined by calibrating available rainfall and runoff data, using the U.S. Army Corps of Engineers Flood Hydrograph Package HEC-1. The mathematical relations between watershed and storm characteristics, and T C and R were determined by multiple-linear regression of the logarithms of the values. Main-channel length and slope were identified as important watershed characteristics for estimating T C and R . The estimation equations had coefficients of determination of 0.73 and 0.64 for the logarithms of T C and R , respectively. When storm characteristics were added in the regression of hydrograph parameters utilizing length and slope, only minimal increases to the coefficient of determination resulted. Thus, storm characteristics were not considered further in development of the equations. Simulation of the measured discharge hydrographs for the verification storms utilizing T C and R obtained from the estimation equations yielded good results. The error in peak discharge for 21 of the 29 verification storms was less than 25 percent, and the error in time-to-peak discharge for 18 of the 29 verification storms also was less than 25 percent. Therefore, applying the estimation equations to determine T C and R for design-storm simulation may result in reliable design hydrographs, as long as the physical characteristics of the watersheds under consideration are within the range of those characteristics for the watersheds in this study [area: 0.02–2.3 mi 2 , main-channel length: 0.17–3.4 miles, main-channel slope: 10.5–229 feet per mile, and insignificant percentage of impervious cover].

Illinois↗
USGS2013

Fine-scale delineation of the location of and relative ground shaking within the San Andreas Fault zone at San Andreas Lake, San Mateo County, California

The San Francisco Public Utilities Commission is seismically retrofitting the water delivery system at San Andreas Lake, San Mateo County, California, where the reservoir intake system crosses the San Andreas Fault (SAF). The near-surface fault location and geometry are important considerations in the retrofit effort. Because the SAF trends through highly distorted Franciscan mélange and beneath much of the reservoir, the exact trace of the 1906 surface rupture is difficult to determine from surface mapping at San Andreas Lake. Based on surface mapping, it also is unclear if there are additional fault splays that extend northeast or southwest of the main surface rupture. To better understand the fault structure at San Andreas Lake, the U.S. Geological Survey acquired a series of seismic imaging profiles across the SAF at San Andreas Lake in 2008, 2009, and 2011, when the lake level was near historical lows and the surface traces of the SAF were exposed for the first time in decades. We used multiple seismic methods to locate the main 1906 rupture zone and fault splays within about 100 meters northeast of the main rupture zone. Our seismic observations are internally consistent, and our seismic indicators of faulting generally correlate with fault locations inferred from surface mapping. We also tested the accuracy of our seismic methods by comparing our seismically located faults with surface ruptures mapped by Schussler (1906) immediately after the April 18, 1906 San Francisco earthquake of approximate magnitude 7.9; our seismically determined fault locations were highly accurate. Near the reservoir intake facility at San Andreas Lake, our seismic data indicate the main 1906 surface rupture zone consists of at least three near-surface fault traces. Movement on multiple fault traces can have appreciable engineering significance because, unlike movement on a single strike-slip fault trace, differential movement on multiple fault traces may exert compressive and extensional stresses on built structures within the fault zone. Such differential movement and resulting distortion of built structures appear to have occurred between fault traces at the gatewell near the southern end of San Andreas Lake during the 1906 San Francisco earthquake (Schussler, 1906). In addition to the three fault traces within the main 1906 surface rupture zone, our data indicate at least one additional fault trace (or zone) about 80 meters northeast of the main 1906 surface rupture zone. Because ground shaking also can damage structures, we used fault-zone guided waves to investigate ground shaking within the fault zones relative to ground shaking outside the fault zones. Peak ground velocity (PGV) measurements from our guided-wave study indicate that ground shaking is greater at each of the surface fault traces, varying with the frequency of the seismic data and the wave type (P versus S). S-wave PGV increases by as much as 5–6 times at the fault traces relative to areas outside the fault zone, and P-wave PGV increases by as much as 3–10 times. Assuming shaking increases linearly with increasing earthquake magnitude, these data suggest strong shaking may pose a significant hazard to built structures that extend across the fault traces. Similarly complex fault structures likely underlie other strike-slip faults (such as the Hayward, Calaveras, and Silver Creek Faults) that intersect structures of the water delivery system, and these fault structures similarly should be investigated.

California↗
USGS1979

U.S. Geological Survey core drilling on the Atlantic shelf

The first broad program of scientific shallow drilling on the U.S. Atlantic continental shelf has delineated rocks of Pleistocene to Late Cretaceous age, including phosphoritic Miocene strata, widespread Eocene carbonate deposits that serve as reflective seismic markers, and several regional unconformities. Two sites, off Maryland and New Jersey, showed light hydrocarbon gases having affinity to mature petroleum. Pore fluid studies showed that relatively fresh to brackish water occurs beneath much of the Atlantic continental shelf, whereas increases in salinity off Georgia and beneath the Florida-Hatteras slope suggest buried evaporitic strata. The sediment cores showed engineering properties that range from good foundation strength to a potential for severe loss of strength through interaction between sediments and man-made structures.

Science↗
USGS2002

Field guide to geologic excursions in southwestern Utah and adjacent areas of Arizona and Nevada

This field guide contains road logs for field trips planned in conjunction with the 2002 Rocky Mountain Section meeting of the Geological Society of America held at Southern Utah University in Cedar City, Utah. There are a total of eight field trips, covering various locations and topics in southwestern Utah and adjacent areas of Arizona and Nevada. In addition, the field guide contains a road log for a set of Geological Engineering Field Camp Exercises run annually by the University of Missouri at Rolla in and around Cedar City. Two of the field trips address structural aspects of the geology in southwestern Utah and northwestern Arizona; two trips deal with ground water in the region; and along with the Field Camp Exercises, one trip, to the Grand Staircase, is designed specifically for educators. The remaining trips examine the volcanology and mineral resources of a large area in and around the Tusher Mountains in Utah; marine and brackish water strata in the Grand Staircase-Escalante National Monument; and the Pine Valley Mountains, which are cored by what may be the largest known laccolith in the world. The "Three Corners" area of Utah, Arizona, and Nevada is home to truly world-class geology, and I am confident that all of the 2002 Rocky Mountain Section meeting attendees will find a field trip suited to their interests.

Arizona, Nevada, Utah↗
USGS1998

Level II scour analysis for bridge 35 (BURKTH00310035) on Town Highway 31, crossing the West Branch Passumpsic River, Burke, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BURKTH00310035 on Town Highway 31 crossing the West Branch Passumpsic River, Burke, Vermont (figures 1-8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D.

Vermont↗
USGS2011

The shallow stratigraphy and sand resources offshore of the Mississippi Barrier Islands

Coastal Mississippi is protected by a series of barrier islands ranging in length from 10-25 kilometers that are less than 2 kilometers wide. The majority of these islands comprise the Gulf Islands National Seashore (GUIS), an ecologically diverse shoreline that provides habitat for wildlife including migratory birds and endangered animals. The majority of GUIS is submerged, and aquatic environments include dynamic tidal inlets, ebb-tide deltas, and seagrass beds. The islands are in a state of decline, with land areas severely reduced during the past century by storms, sea-level rise, and human alteration. Morton (2008) estimates that since the mid-1800s up to 64 percent of island surface area has been lost. Heavy damage was inflicted in 2005 by Hurricane Katrina, which passed by as a Category 3 storm and battered the islands with winds of more than 160 kilometers per hour and a storm surge up to 9 meters. Since 2007, the U.S. Geological Survey (USGS), in collaboration with the National Park Service, has been mapping the seafloor and substrate around the islands as part of the USGS Northern Gulf of Mexico Ecosystem Change and Hazard Susceptibility project. The purpose of these investigations is to characterize the near-surface stratigraphy and identify the influence it may have on island evolution and fate. In 2009, this effort provided the basis for a collaborative effort with the U.S. Army Corps of Engineers (USACE) to expand the investigation outside of GUIS boundaries as part of the Mississippi Coastal Improvement Project (MsCIP). The MsCIP program consists of structural, nonstructural, and environmental project elements to restore portions of coastal Mississippi and GUIS affected by storm impact. The project includes the placement of sand along the islands, both on the present beaches and within the littoral zone, to mitigate shoreline erosion and breaching. This action requires the location and assessment of offshore sand or sediment deposits that can provide suitable material for shoreline renourishment. The geophysical and sample information collected by the USGS during geologic investigations provides this information. As part of the MsCIP program, in March 2010 the USGS mapped approximately 300 square kilometers of seafloor around GUIS. Interferometric swath bathymetry, sidescan sonar, and Chirp sub-bottom profiling were used to characterize seafloor elevations, texture, and the underlying stratigraphy. On the basis of this information, potential sediment resources were identified. The most promising offshore deposits for beach restoration include shoals, lowstand valley fill, tidal delta deposits, abandoned barrier deposits, and dredge spoil. Of these, lowstand valley fill deposits and dredge spoil are less desirable; lowstand deposits are buried under a 2- to 4-meter blanket of mud, and dredge spoil volume is small. A relict tidal delta and submerged shoals are the most desirable deposits; the tidal delta contains a large volume of material still exposed on the seafloor, and parts of submerged shoals have modest volume and thin mud cover.

Mississippi↗