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At least 433 records · Page 24Linked to original sources
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↗
USGS2016

Identify potential lock treatment options to prevent movement of aquatic invasive species through the Chicago Area Waterways System (CAWS)

Introduction The Illinois River is a primary tributary of the Mississippi River, connecting with the Mississippi at Grafton, Illinois. The headwaters of the river are at the confluence of the Des Plaines and Kankakee Rivers in eastern Grundy County, Illinois. Approximately 273 miles long, it runs through the heart of Illinois and is the connection between the Mississippi River and Lake Michigan in the Great Lakes basin. Because of this connection, there is concern about the potential for introduced aquatic species in one basin to migrate through this connection into the other basin. A prime example of this are the Asian carps, which were introduced into commercial fishing ponds in Arkansas in the 1970s and, following escape, are now making their way up the Mississippi, Illinois, and Missouri Rivers. Options are being investigated to minimize or prevent non-native aquatic species from invading either basin through the Illinois River connection and eventually having detrimental impacts on the basin into which they migrate. The Illinois River has a series of locks and dams that are used to facilitate the navigation of commercial and recreational shipping from Chicago to Beardstown, Illinois. One option under consideration is to develop a lock treatment process that stops aquatic invasive species from entering (and moving through) the Chicago Area Waterway System (CAWS), while at the same time not unduly impeding the movement of barges and other boat traffic between Lake Michigan and the Mississippi River. The purpose this report was to evaluate the feasibility of using chemical and (or) physical treatments to determine if a sufficiently efficacious option could be used to prevent aquatic invasive species from being transported through the locks. Approximately 30 chemical and physical control options were evaluated on the basis of nine factors ranging from viability for use on a large scale, rapid lethality, human health effects, and potential damage to lock structures and vessel hulls. Compatibility of the various options was also evaluated to assess the possibility that options could be combined to enhance efficacy. Engineering requirements were not considered as part of this evaluation. The available information suggests that hot water at 43 °C and ozone are the most feasible options.

Chicago Area Waterway System↗
USGS1982

Subsurface information from eight wells drilled at the Idaho National Engineering Laboratory, southeastern Idaho

The Idaho National Engineering Laboratory (INEL) covers about 890 square miles of the eastern Snake River Plain, in southeastern Idaho. The eastern Snake River Plain is a structural basin which has been filled with thin basaltic lava flows, rhyolitic deposits, and interbedded sediments. These rocks form an extensive ground-water reservoir known as the Snake River Plain aquifer. Six wells were drilled and two existing wells were deepened at the INEL from 1969 through 1974. Interpretation of data from the drilling program confirms that the subsurface is dominated by basalt flows interbedded with layers of sediment, cinders, and silicic volcanic rocks. Water levels in the wells show cyclic seasonal fluctuations of maximum water levels in winter and minimum water levels in mid-summer. Water levels in three wells near the Big Lost River respond to changes in recharge to the Snake River Plain aquifer from the Big Lost River. Measured water levels in multiple piezometers in one well indicate increasing pressure heads with depth. A marked decline in water levels in the wells since 1977 is attributed to a lack of recharge to the Snake River Plain aquifer.

Open-File Report↗
USGS1996

Level II scour analysis for Bridge 34 (BRIDTH00050034) on Town Highway 005, crossing North Branch Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050034 on town highway 5 crossing the North Branch Ottauquechee River, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge available from VTAOT files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic division of central Vermont in the town of Bridgewater. The 5.45-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, left and right banks are forested. Upstream of bridge 34, Town Highway 5 runs parallel to the right bank and DS of the bridge, parallel to the left bank. In the study area, the North Branch Ottauquechee River has an incised channel with a slope of approximately 0.015 ft/ft, an average channel top width of 32 ft and an average channel depth of 7 ft. The predominant channel bed material is sand and gravel (D 50 is 105 mm or 0.345 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 3, 1994, indicated that the reach was stable. The town highway 31 crossing of Lilliesville Brook is a 41-ft-long, one-lane bridge consisting of one 39-foot steel-beam span with a timber deck (Vermont Agency of Transportation, written commun., August 24, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening while the opening-skew-to-roadway is 0 degrees. Scour protection measures in place at the site were type-1 stone fill (less than 12 inches diameter) at the downstream left wingwall, left abutment, and upstream and downstream sides of the left road embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8.

Vermont↗
USGS1996

Level II scour analysis for Bridge 8 (HANCTH00020008) on Town Highway 2, crossing Hancock Branch White River, Hancock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure HANCTH00020008 on town highway 2 crossing the Hancock Branch White River, Hancock, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from VTAOT files, was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Hancock. The 8.4-mi 2 drainage area is predominantly rural and forested. In the vicinity of this site, the banks have dense woody vegetation coverage. In the study area, the Hancock Branch White River is an incised, sinuous channel with a slope of approximately 0.038 ft/ft, an average channel top width of 47.0 ft and an average channel depth of 3.0 ft. The predominant channel bed material is cobble (D 50 is 102 mm or 0.336 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 16, 1994, indicated that the reach was stable. The town highway 2 crossing of the Hancock Branch White Riveris a 33-ft-long, two-lane bridge consisting of one 30-foot steel-beam span with a concrete deck (Vermont Agency of Transportation, written commun., August 26, 1994). The bridge is supported by steep sloping, cement-grouted, cobble-stone abutments with wingwalls. The channel is skewed approximately ten degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the upstream left wingwall and left abutment during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and 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 aggradation or degradation; 2) contraction scour (due to reduction in flow area caused by 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 scour depths for contraction and local scour and a summary of the results follows. Contraction scour for all modelled flows ranged from 0.6 ft to 1.3 ft and the worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.4 ft to 15.2 ft and the worst-case abutment scour occurred at the 500-year discharge. Scour depths and depths to armoring are summarized on p. 14 in the section titled “Scour Results”. Scour elevations, based on the calculated depths are presented in tables 1 and 2; a graph of the scour elevations is presented in figure 8 Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. For all scour presented in this report, “the scour depths adopted [by VTAOT] may differ from the equation values based on engineering judgement” (Richardson and others, 1993, p. 21, 27). It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results.

Vermont↗
USGS1996

Level II scour analysis for Bridge 34 (RANDTH00660034) on Town Highway 66, crossing Second Branch White River, Randolph, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure RANDTH00660034 on town highway 66 crossing the Second Branch White River, Randolph, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge available from VTAOT files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic division of central Vermont in the town of Randolph. The 51.3-mi 2 drainage area is in a predominantly rural basin. In the vicinity of the study site, the left and right banks are covered by fields with some brush on the upstream left and downstream right banks and with row crops on the downstream left overbank. In the study area, the Second Branch White River has a sinuous channel with a slope of approximately 0.002 ft/ft, an average channel top width of 60 ft and an average channel depth of 7 ft. The predominant channel bed material is sand (D 50 is 1.34 mm or 0.0044 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 11, 1994, indicated that the reach was laterally unstable. Channel scour is evident along the left half of the channel from about 30 feet upstream to about 20 feet downstream of the bridge. There is a cut bank with block failures along the left bank upstream of the bridge further indicating instability of the stream reach. The town highway 66 crossing of the Second Branch White Riveris a 57-ft-long, one-lane covered bridge consisting of one 45-foot span (Vermont Agency of Transportation, written communication, July 29, 1994). The bridge is supported by vertical, concrete abutments with one wingwall on the upstream left side. The base of the left abutment was protected by type-1 stone fill (less than 12 inches diameter). The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 45 degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term aggradation or degradation; 2) contraction scour (due to reduction in flow area caused by 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 scour depths for contraction and local scour and a summary of the results follows. Contraction scour for all modelled flows ranged from 6.3 ft to 7.8 ft and the worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 7.9 ft to 20.3 ft and the worst-case abutment scour occurred at the 500-year discharge. Scour depths and depths to armoring are summarized on p. 14 in the section titled “Scour Results”. Scour elevations, based on the calculated depths are presented in tables 1 and 2; a graph of the scour elevations is presented in figure 8 Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. For all scour presented in this report, “the scour depths adopted [by VTAOT] may differ from the equation values based on engineering judgement” (Richardson and others, 1993, p. 21, 27). It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results.

Vermont↗
USGS1996

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

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050037 on town highway 5 crossing the North Branch Ottauquechee River, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge available from VTAOT files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Bridgewater. The 10.5-mi 2 drainage area is a predominantly rural basin. In the vicinity of the study site, the left and right banks are forested. Town highway 5 runs parallel to the upstream left and downstream right banks. In the study area, the North Branch Ottauquechee River has a sinuous channel with a slope of approximately 0.013 ft/ft, an average channel top width of 50 ft and an average channel depth of 5 ft. The predominant channel bed materials are gravel and cobble (D 50 is 79.3 mm or 0.260 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 2, 1994, indicated that the reach was stable. The town highway 5 crossing of the North Branch Ottauquechee Riveris a 38-ft-long, onelane bridge consisting of one 35-foot steel beam span (Vermont Agency of Transportation, written commun., August 25, 1994). The bridge is supported by vertical, stone abutments with wingwalls. The right abutment has settled due to scour. Type-3 stone fill (less than 36 inches diameter) provides protection to the upstream end of the upstream left wingwall and the base of the downstream right wingwall. The channel is skewed approximately 35 degrees; the opening-skew-to-roadway is 20 degrees. Additional details describing conditions at the site are included in the Level II Summary and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.4 to 1.5 ft. The worst-case contraction scour occurred at the incipient overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 11.0 to 14.9 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 48). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection measures, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

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

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050046 on town highway 5 crossing the North Branch Ottauquechee River, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the Green Mountain physiographic province of central Vermont in the town of Bridgewater. The 5.61-mi 2 drainage area is a predominantly rural and forested basin. In the vicinity of the study site, the banks are forested. Town highway 5 parallels the upstream left bank. In the study area, the North Branch Ottauquechee River has a sinuous channel with a slope of approximately 0.015 ft/ft, an average channel top width of 48 ft and an average channel depth of 6 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 66.2 mm (0.217 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 2 and 3, 1994, indicated that the reach was stable. The town highway 5 crossing of North Branch Ottauquechee Riveris a 40-ft-long, one-lane bridge consisting of a 34-ft steel-beam span, supported by vertical abutments with no wingwalls (Vermont Agency of Transportation, written communication, August 25, 1994). The left abutment is stone; the right abutment is log cribwork with type-2 stone fill (less than 36 inches diameter) along its base. Type-2 stone fill has also been placed on the upstream and downstream sides of the road embankments, except the upstream left which has type-3 (less than 48 inches diameter). The channel is skewed approximately 60 degrees; the opening-skew-to-roadway is 30 degrees. Additional details describing conditions at the site are included in the Level II Summary, Appendix D, and Appendix E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of these computed results follow. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 5.7 ft to 7.7 ft. with the worst-case abutment scour occurring at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated depths, are presented in tables 1 and 2. A cross-section of the computed scour at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1993, p. 22). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

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

This report provides the results of a detailed Level II analysis of scour potential at structure CRAFTH00220025 on town highway 22 crossing the Wild Branch Lamoille River, Craftsbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). A Level I study is included in Appendix E of this report. A Level I study provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and can be found in Appendix D. The site is in the New England Upland physiographic province of north-central Vermont in the town of Bridgewater. The 9.52-mi 2 drainage area is in a predominantly rural basin with some pasture on the valley bottom. In the vicinity of the study site, the banks have less than 25% woody vegetation coverage. In the study area, the Wild Branch Lamoille River has a meandering channel in a low relief valley setting with wide flood plains and a slope of approximately 0.0044 ft/ft, an average channel top width of 35 ft and an average channel depth of 4 ft. The predominant channel bed material is gravel (D 50 is 38.6 mm or 0.127 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 9, 1994, indicated that the reach was laterally unstable. The town highway 22 crossing of the Wild Branch Lamoille Riveris a 31-ft-long, two-lane bridge consisting of one 29-foot span concrete slab superstructure (Vermont Agency of Transportation, written commun., August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening and the opening-skew-to-roadway is 20 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left bank side of the channel upstream during the Level I assessment. There are tall, steep stone fill embankments (artificial levees) that make up both banks between 50 feet upstream and the upstream face of the bridge, which straighten and constrict the channel. Type-2 stone fill (less than 36 inches diameter) is reported on the banks upstream, the upstream wingwalls, the abutments, the downstream left wingwall, and the downstream left bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 2.5 ft. The worst-case contraction scour occurred at the incipient overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 4.7 to 8.6 ft. The worst-case abutment scour also occurred at the incipient overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Many factors, including historical performance during flood events, the geomorphic assessment, scour protection, and the results of the hydraulic analyses, must be considered to properly assess the validity of abutment scour results. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein, based on the consideration of additional contributing factors and experienced engineering judgement.

Vermont↗
USGS1996

Level II scour analysis for Bridge 33 (BRIDTH00050033) on Town Highway 5, crossing the North Branch Ottauquechee River, Bridgewater, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRIDTH00050033 on town highway 5 crossing the North Branch Ottauquechee River, Bridgewater, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). 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 of central Vermont in the town of Bridgewater. The 5.01-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the downstream banks are forested and the upstream banks have dense woody brush; the upstream right overbank is an open field. In the study area, the North Branch Ottauquechee River has an incised, sinuous channel with a slope of approximately 0.017 ft/ft, an average channel top width of 30 ft and an average channel depth of 3 ft. The predominant channel bed materials are gravel and cobble with a median grain size (D 50 ) of 83.2 mm (0.273 ft). The geomorphic assessment at the time of the Level I and Level II site visit on November 3, 1994, indicated that the reach was stable. Also at the time of the site visit, there was considerable backwater at the bridge site due to a three foot tall beaver dam 40 feet downstream. The beaver dam was assumed destroyed by flood flow and was ignored in the analyses. The town highway 5 crossing of the North Branch Ottauquechee Riveris a 25-ft-long, onelane bridge consisting of one 23-foot steel-beam span with a timber deck (Vermont Agency of Transportation, written communication, August 25, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 10 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment and upstream right wingwall during the Level I assessment. Scour protection measures at the site include type-2 stone fill (less than 36 inches diameter) at the ends of all the wingwalls except the upstream left which has type-3 stone fill (less than 48 inches diameter). Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1993). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.7 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 5.3 to 7.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 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↗