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airports
Evaluating the Characteristics of Spatial Variability of Soil in Vertical Direction Highly Heterogeneous Region Based on Cone Penetration Test
Fiber‐Optic Airplane Seismology on the Northeast Greenland Ice Stream
Fast and efficient void detection in carbonates by combined ERT and borehole data: A case study from Chania Airport in Greece
Study of wavelet entropy for airport pavement inspection using a multistatic ground-penetrating radar system
Performance of Nonstructural Components during the 27 February 2010 Chile Earthquake
TRIPLE POINT
Geology of Los Angeles, California, United States of America
The Effect of the December 2004 Great Sumatra Earthquake and Indian Ocean Tsunami on Transportation Systems in India's Andaman and Nicobar Islands
Performance of Lifelines in Banda Aceh, Indonesia, during the December 2004 Great Sumatra Earthquake and Tsunami
Investigations of andesitic volcanic debris terrains: Part I — Geophysical
Investigations of andesitic volcanic debris terrains: Part 2 — Geotechnical
Abstract A thick sequence (45+ m) of Cretaceous age Potomac Group sediments unconformably overlain by Quaternary Trenton Gravel and Alluvial silts and clays was investigated as part of the planning for and construction of a new 1525-m-long (5000-ft) runway (Runway 8–26) at the Philadelphia International Airport. This runway was constructed over a deleted but deed-restricted U.S. Environmental Protection Agency Superfund site, the Enterprise Avenue Landfill. This sedimentary sequence contains three discrete aquifer units, several of which are included within the recharge zone of the federally designated New Jersey Coastal Plain Sole Source Aquifer. This paper presents an overview of the geology of southwestern Philadelphia in the vicinity of Philadelphia International Airport and the former Enterprise Avenue Landfill area. The field trip through this area will include descriptions of the geology and history of the area, the Runway 8–26 project at the airport, the on-site groundwater mitigation system at the Enterprise Avenue Landfill area, and future enhancements to the airport infrastructure currently under consideration.
Performance of Transportation Systems in the 2003 Bam, Iran, Earthquake
Lifelines
Lifelines
Geoenvironmental factors in the regeneration of military airfields in Great Britain
Abstract Britain is littered with active and disused military airfields, arguably the most distinctive feature of its twentieth-century defenses. More than 850 airfields were active during World War II, covering about 162000 hectares or 0.7% of the national land area. Today, fewer than 50 remain active, the majority having been transferred to ground defense roles, civil flying, agriculture, and other land uses. There is a strong spatial association between the leading air bases and well-drained Middle Jurassic limestone, Upper Cretaceous chalk, and Quaternary fluvioglacial sands and gravels. Peacetime consolidation at a dwindling number of key bases has intensified impacts on these permeable lithologies, which are vulnerable to groundwater contamination, soil degradation, and erosion of landscapes rich in ecological and archaeological heritage. Demolition for agriculture has been uncoordinated and incomplete. Alternative uses include laboratories, prisons, and motor racing, many introduced without environmental controls. Asset stripping of valuable infrastructure has become a public issue since the ending of the Cold War. Disused airfields are now the foci of comprehensive regeneration schemes. Options include mineral extraction, afforestation, new towns, and runway conversion to airports. Decision making involves careful assessment of geological resources, geologic hazards, and available remediation technologies within the framework of a systematic environmental audit. Britain’s “airfield problem” is the unique product of a densely settled countryside, a rich aeronautical history, and an imperfect planning system. Experience gained trying to solve this problem has many international applications.
Performance of Transportation Systems after the 1999 Kocaeli Earthquake
Characteristics of some rainfall-induced landslides on natural slopes, Lantau Island, Hong Kong
British applications of military geology for ‘Operation Overlord’ and the battle in Normandy, France, 1944
Abstract British geologists participated for more than a year in the planning of “Operation Overlord,” the Allied invasion of northwest France. Following D-Day on June 6, 1944, they contributed to the subsequent 11-month operational phase in western Europe, including the initial 3-month battle for Normandy. Beachhead maps were prepared prior to the invasion at 1:5,000 scale from published topographic and geologic maps, aerial photographs, and secret ground reconnaissance. They indicated the character of the beaches and cliffs, distribution of different surface sediments, and other factors likely to affect cross-beach mobility. Airfield suitability maps were made to indicate the distribution within enemy territory of candidate areas for the rapid construction of airfields. After the invasion, between June 7 and August 13, 1944, 20 airstrips, mostly 1,100–1,500 m in length, were completed in the British occupied area of Normandy. Geological information was used to guide the systematic development of road metal. Initially, weak Jurassic limestones were quarried, as at Creully; later, stronger Paleozoic quartzites were worked, as at Mouen, southwest of Caen. Stone produced by the Royal Engineers in Normandy quickly rose to a peak monthly total of more than 140,000 tonnes in August 1944. Water supply intelligence and the control of well siting and drilling were geologist's responsibilities. In 1st Corps area, about 50 water points were established, with 12 operational at any one time. Water in Normandy was obtained largely from rivers and existing wells, supplemented by 33 new boreholes. Geologists were also used to assess the effects of aerial bombing; soil conditions affecting cross-country vehicular movement; ground conditions for river crossings; and the nature of the sea floor beneath the English Channel. Normandy thus provides a case history of British military geology “par excellence.”
Abstract Engineering geological investigations of North Greenland for the purpose of locating sites suitable for airstrips were conducted by earth scientists of the U.S. Geological Survey, Air Force Cambridge Research Laboratories, and the U.S. Army Corps of Engineers in 1956–1960. Potential sites that were approximately 5,000 ft (1,524 m) long with clear approaches, delineated through photogeologic studies and aerial reconnaissance, received on-site examination of their relief, frost features, drainage, depth to permafrost, soil composition, strength, and other engineering properties. The resulting favorable sites that required only a minimal amount of surface modification were selected for the test landings of heavy aircraft such as the C-124 and C-130. Successful landings were made at Bronlunds Fjord in 1957, at Polaris Promontory in 1959, and at Centrum Lake in 1960. Soils are strong enough to support heavy aircraft at these tested sites except during the spring thaw in June and July. Permafrost conditions at the North Greenland sites do not impose severe restrictions on minor grading and light construction if the surficial materials on and immediately adjacent to the airstrips are not extensively removed.