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Lead isotopes from the Upper Mississippi Valley district: A regional perspective

New lead isotopic data on galena from within and peripheral to the Upper Mississippi Valley lead-zinc district make it possible, by extending coverage to outlying locations, to trace the pathway traversed by the mineralizing fluids beyond the boundary of the main district. All but one of the samples exhibit elevated ratios of the radiogenic isotopes typical of the Upper Mississippi Valley ore deposits; 206PbP04Pb ranges from 19.38 to 24.46, 207PbP04Pb ranges from 15.73 to 16.24, and 208PbP04Pb ranges from 39.24 to 43.69. Galena from the Pints quarry near Waterloo, Iowa, has distinctly lower values of these ratios and may not be related paragenetically to the other samples. Otherwise, the lowest ratios are for samples in the southern part of the region in north-central Illinois, and the highest ratios are for samples to the northeast of the main district in the vicinity of Madison, Wisconsin. Thus, an isotopic pattern rather similar to that observed originally by Heyl and others (1966) prevails regionally, although the predominant fluid flow is now believed to have emanated from the Illinois Basin rather than from the Forest City Basin. Metal-bearing brines being driven northward out of the Illinois Basin probably played the key role in mineralization of the Upper Mississippi Valley district. Both the new and the previously reported lead ratios for the Upper Mississippi Valley district are plotted on 207PbP04Pb and Pb208/pb204Pb versus 206PbP04Pb diagrams, which permit their comparison and the calculation of refined slopes for the expanded data set. A two-stage model age for the time of mineralization can be determined from the 207PbP04Pb_Pb206/Pb204 slope, provided that the source age of the lead is known. With our limited know ledge of this source age, the time of mineralization cannot be tightly constrained but is permissive of a Permian or younger lateral secretion event, as suggested by other geochronological results.

Illinois, Iowa, Wisconsin

Habitat-based predictions of bridle shiner ( Notropis bifrenatus ) in the northeastern U.S.

We sought to assess bridle shiner ( Notropis bifrenatus ) habitat associations at local and regional scales across southern Maine and New Hampshire. We used local habitat data at 95 Maine sites to predict occupancy with classification and regression trees (CART). We then used ensemble species distribution models (SDMs) to model the historical (1898–2008) and current (2009–2022) ranges of the species. We used the BIOMOD platform to model the association between 35 environmental variables and bridle shiner presence during both time periods and at fine (pseudo-HUC14) and coarse (HUC12) spatial scales. We then calculated the change in predicted occupied drainages to estimate the change in the species' distribution at both scales. Within a site, bridle shiners were associated with submerged aquatic vegetation, organic substrate, and watermilfoil ( Myriophyllum spp.). SDMs revealed an association with Appalachian (Hemlock-)Northern Hardwood Forest, sand substrate, and low-elevation terrain (at both spatial scales). Ensemble fine-scale SDMs suggest a substantial loss of historical bridle shiner habitat in both Maine (36% of drainages) and New Hampshire (16%), with comparable described losses (of 21% and 14%) at a coarse scale. Our local and regional models may be used to focus surveys on areas with high predicted habitat suitability or to inform habitat restoration efforts.

Maine, New Hampshire

Rethinking foundation species in a changing world: The case for Rhododendron maximum as an emerging foundation species in shifting ecosystems of the southern Appalachians

“Foundation species” are widespread, abundant species that play critical roles in structuring ecosystem characteristics and processes. Ecosystem change in response to human activities, climate change, disease introduction, or other environmental conditions may promote the emergence of new foundation species or the decline of previously important foundation species. We present rhododendron ( Rhododendron maximum ) as an example of an emerging foundation species in riparian forest and headwater stream ecosystems of the southern Appalachian Mountains and use its example to propose a dynamic approach to recognizing foundation species. As other species have declined, rhododendron has increased in abundance, biomass, and ecosystem importance, and now dominates the riparian zones and mesic uplands of much of the region. Rhododendron structures, stabilizes, and modulates functions within both terrestrial and aquatic ecosystems. Studies of forest ecosystem response to environmental conditions indicate that rhododendron may increase the resistance and resilience of its associated ecosystems to predicted anthropogenic stress, including climate change, nitrogen enrichment, and invasive species. A more dynamic conception of foundation species as dependent on ecosystem states will help ecologists to focus on ecosystem processes and services, rather than on historically dominant species, for restoration strategies.

Alabama, Georgia, North Carolina, South Carolina,

Level II scour analysis for Bridge 29 (CRAFTH00550029) on Town Highway 55, crossing the Black River, Craftsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CRAFTH00550029 on town highway 55 crossing the Black 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). 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 Craftsbury. The 24.7-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage except for the upstream left bank and the downstream right bank, which have more brush cover than trees. In the study area, the Black River has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 41 ft and an average channel depth of 5.5 ft. The predominant channel bed material is sand and gravel (D 50 is 44.7 mm or 0.147 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 7, 1995, indicated that the reach was stable. The town highway 55 crossing of the Black Riveris a 32-ft-long, one-lane bridge consisting of one 28-foot span steel stringer superstructure with a timber deck (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening while the opening-skew-to-roadway is 10 degrees. A scour hole 2 ft deeper than the mean thalweg depth was evident at mid-channel immediately downstream of the bridge during the Level I assessment. The only scour protection measure at the site was type-1 stone fill (less than 12 inches diameter) on the upstream right bank and road approach 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, 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 0.9 to 1.4 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 12.1 to 15.5 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, 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

Level II scour analysis for Bridge 4 (CRAFTH00040004) on Town Highway 4, crossing Whitney Brook, Craftsbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CRAFTH00040004 on town highway 4 crossing Whitney Brook, 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). 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 secton of the New England physiographic province of north-central Vermont in the town of Craftsbury. The 13.3-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have dense woody vegetation coverage. In the study area, Whitney Brook has an incised, sinuous channel with a slope of approximately 0.014 ft/ft, an average channel top width of 40 ft and an average channel depth of 3 ft. The observed predominant channel bed material is cobble and boulder while results from the pebble count provided a D 50 of 78.5 mm or 0.258 ft. The geomorphic assessment at the time of the Level I and Level II site visit on June 7, 1995 indicated that the reach was stable. The town highway 4 crossing of Whitney Brook is a 41-ft-long, one-lane bridge consisting of one 39-foot span steel-beam and concrete superstructure (Vermont Agency of Transportation, written commun., August 3, 1994). The bridge is supported by slightly sloping, mortared stone block abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is 20 degrees. A scour hole 2 ft deeper than the mean thalweg depth was observed along the upstream right wingwall and right abutment during the Level I assessment. There were no scour protection measures evident at the site. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and rock riprap 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 degradation; 2) contraction scour (due to accelerated flow caused by 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 computed scour results follow. Contraction scour for all modelled flows ranged from 0.7 to 1.7 feet. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 10.7 to 15.3 feet. The worst-case abutment scour also 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

Level II scour analysis for Bridge 8 (BARTTH00020008) on Town Highway 2, crossing Roaring Brook, Barton, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BARTTH00020008 on town highway 2 crossing Roaring Brook, 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 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 section of the New England physiographic province of North-central Vermont in the town of Barton. The 9.89-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have woody vegetation coverage except for the downstream left bank, which has a few trees and grass and brush coverage. In the study area, Roaring Brook has an incised, sinuous channel with a slope of approximately 0.019 ft/ft, an average channel top width of 35 ft and an average channel depth of 3 ft. The predominant channel bed material is gravel/cobble (D 50 is 49.1 mm or 0.161 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 18, 1994 indicated that the reach was laterally unstable. A cut-bank on the downstream right bank and overall channel configuration in the valley are indications of the lateral instability at this site. The town highway 2 crossing of Roaring Brook is a 30-ft-long, two-lane bridge consisting of one 26-foot span concrete T-beam type superstructure (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 2.5 ft deeper than the mean thalweg depth was observed near mid-channel downstream of the bridge during the Level I assessment. The only scour protection measure at the site was type-1 stone fill (less than 12 inches diameter) on the left upstream and downstream roadway embankments. 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 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 1.4 to 2.8 feet and the worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 8.5 to 16.5 feet and 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, 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

Level II scour analysis for Bridge 37 (BARTTH00080037) on Town Highway 8, crossing Willoughby River, Barton, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BARTTH00080037 on town highway 8 crossing the Willoughby 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 60.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the banks have sparse to moderate woody vegetation coverage. In the study area, the Willoughby River is probably incised, has a sinuous channel with a slope of approximately 0.009 ft/ft, an average channel top width of 108 ft and an average channel depth of 6 ft. The predominant channel bed material is cobble (D 50 is 95.1 mm or 0.312 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 20, 1994, indicated that the reach was stable. The town highway 8 crossing of the Willoughby River is a 96-ft-long, two-lane bridge consisting of one 94-foot steel-beam span (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is 10 degrees. No scour was reported in the channel or along abutments or wingwalls during the Level I assessment. Type-2 stone fill (less than 24 inches diameter) was reported at each abutment and all four wingwalls. 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. Data in appendix D (Vermont Agency of Transportation, written communication, August 4, 1994) indicate that the right abutment may be founded on or near marble bedrock which may limit scour depths. Bedrock was not detected by borings in the vicinity of the left abutment. The scour analysis results are presented in tables 1 and 2 and a graph of the scour depths is presented in figure 8. Contraction scour for all modelled flows was 0 ft. Abutment scour ranged from 7.3 to 10.7 ft and 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. 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

Level II scour analysis for Bridge 5 (IRASTH00010005) on Town Highway 1, crossing Lords Creek, Irasburg, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure IRASTH00010005 on town highway 1 crossing Lords Creek, Irasburg, 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 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 section of the New England physiographic province of north-central Vermont in the town of Irasburg. The 15.1-mi 2 drainage area is in a predominantly rural and forested basin with some pasture land mainly along the valley bottom. In the vicinity of the study site, the bank vegetation coverage is pasture grasses. In the study area, Lords Creek has a meandering channel with a slope of approximately 0.0026 ft/ft, an average channel top width of 32 ft and an average channel depth of 3 ft. The channel bed material ranged from gravel (D50 is 46.6 mm or 0.153 ft) to silt/clay material (D 50 of 1.006 mm or 0.0033 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 5 and 6, 1994, indicated that the reach was laterally unstable. The town highway 1 crossing of Lords Creek is a 65-ft-long, two-lane bridge consisting of one 61-foot, steel-beam span (Vermont Agency of Transportation, written communication, August 2, 1994). The bridge is supported by vertical, concrete abutments on wooden piles driven to bedrock with no wingwalls. Each abutment wall has a spill-through slope protected with type-2 stone fill (less than 36 inches diameter). The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway is 15 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, 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 2.4 to 4.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.2 to 9.8 ft. The worst-case abutment scour also 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.

Vermot

Level II scour analysis for Bridge 13 (POMFTH00020013) on Town Highway 2, crossing Barnard Brook, Pomfret, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure POMFTH00020013 on town highway 2 crossing Barnard Brook, Pomfret, 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 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 section of the New England physiographic province of east-central Vermont in the town of Pomfret. The 7.98-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is primarily field grasses with some brush on the immediate banks. In the study area, Barnard Brook has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 32 ft and an average channel depth of 4 ft. The predominant channel bed materials are gravel and cobbles with a median grain size (D 50 ) of 51.0 mm (0.167 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 15, 1994, indicated that the reach was stable. The town highway 2 crossing of Barnard Brook is a 23-ft-long, two-lane bridge consisting of one 20-foot concrete span (Vermont Agency of Transportation, written communication, August 22, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the opening-skew-toroadway is 0 degrees. Scour, 2.5 ft deeper than the mean thalweg depth, was observed along the 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) along the base and upstream 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, 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 1.5 ft. The worst-case contraction scour occurred at the 100-year discharge. Abutment scour ranged from 7.2 to 12.6 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, 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

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

Level II scour analysis for Bridge 59 (NWPCVT01050059) on State Route 105 crossing an unnamed Mud Creek Tributary, Newport, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NWPCVT01050059 on state route 105 crossing an unnamed Mud Creek tributary, Newport, 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 Newport. The 9.18-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture while the immediate banks are brush covered with some trees. In the study area, this unnamed Mud Creek tributary has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 42 ft and an average channel depth of 5 ft. The predominant channel bed materials are gravel and cobbles with a median grain size (D 50 ) of 54.1 mm (0.178 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 21, 1994, indicated that the reach was stable. The state route 105 crossing of an unnamed Mud Creek tributary is a 33-ft-long, two-lane bridge consisting of one 29-foot concrete-slab span (Vermont Agency of Transportation, written communication, August 5, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening and the opening-skew-to-roadway is 15 degrees. Scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) on each bank upstream and both upstream wingwalls. The downstream wingwalls are protected by remnant abutment walls from a previous structure. 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 0.2 to 0.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.2 to 16.6 ft. The worst-case abutment scour also 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

Level II scour analysis for Bridge 7 (CHARTH00010007) on Town Highway 1, crossing Mad Brook, Charleston, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure CHARTH00010007 on town highway 1 crossing Mad Brook, Charleston, 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 White Mountain section of the New England physiographic province in north-central Vermont in the town of Charleston. The 6.59-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture except for the upstream left bank, which is forest. The stream banks are tree covered upstream and on the downstream left bank side. In the study area, Mad Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 41 ft and an average channel depth of 5 ft. The predominant channel bed materials range from gravel to boulders with a median grain size (D 50 ) of 105 mm (0.344 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 28, 1994, indicated that the reach was stable. The town highway 1 crossing of Mad Brook is a 27-ft-long, two-lane bridge consisting of one 25-foot concrete T-beam span (Vermont Agency of Transportation, written communication, August 4, 1994). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening. The opening-skew-to-roadway computed from surveyed data is 5 degrees, but historical bridge records indicate this angle is closer to 10 degrees. There was scour evident during the Level I assessment due to the presence of two subfootings at the base of each abutment wall. Although the subfootings may have been constructed at the same time as the abutment walls, the subfootings may have been constructed at a later time in response to streambed degradation under the bridge. The right abutment was noted as undermined during the Level I assessment. Scour protection measures at the site were type-1 stone fill (less than 12 inches diameter) on the upstream right and downstream road embankments and type-2 stone fill on each 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 0.3 ft. The worst-case contraction scour occurred at the incipient overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 6.2 to 9.4 ft. The worst-case abutment scour for the right abutment was 9.4 feet at the 100-year discharge. The worst-case abutment scour for the left abutment was 8.6 feet 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). 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

Simulated increases in fire activity reinforce shrub conversion in a southwestern US forest

Fire exclusion in historically frequent-fire forests of the southwestern United States has altered forest structure and increased the probability of high-severity fire. Warmer and drier conditions, coupled with dispersal distance limitations, are impeding tree seedling establishment and survival following high-severity fire. High-severity patches are commonly dominated by non-forest vegetation, a state that can be reinforced by subsequent fire events. We sought to determine the influence of fire probability on post-fire vegetation development in a severely burned landscape in New Mexico, USA. We used LANDIS-II to simulate three fire probability scenarios—historical fire probability, contemporary fire probability, and the mean of the two—with contemporary climate. As fire probability increased, the mean size of the largest fires and the mean landscape fire severity increased. These changes in fire characteristics resulted in decreased total aboveground biomass and photosynthetic capacity on the landscape after 50 years. Additionally, the distribution of individual species biomass shifted, with early successional species, especially those that resprout after fire, increasing as a fraction of total biomass with increasing fire occurrence. Counter to empirical data, our simulations did not show a conifer establishment limitation, suggesting a source of uncertainty that will need to be addressed to improve projections of forest dynamics under future climate. Even without limited conifer regeneration, continued increases in fire frequency are likely to favor resprouting species and result in a loss of forest biomass and ecosystem productivity in this southwestern forest landscape.

New Mexico

Final integrated trip report: site visits to Area 50, Andersen Air Force Base, Guam National Wildlife Refuge, War in the Pacific National Historical Park, Guam, Rota and Saipan, CNMI, 2004-2005

Limestone forests are the most diverse natural plant communities of Guam. Like other natural vegetation types, these forests have a long history of anthropogenic disturbances, being altered and shaped by humans for more than 4,000 years. Although this occupation represents a relatively long human influence in comparison to other Pacific islands, animals associated with humans, such as commensal rodents, arrived in these islands beginning only 1,000 years ago, and larger mammals, such as pigs (Sus scrofa), may not have arrived until European contact. Limestone forests, which also occur on several other Mariana Islands, developed in the presence of frequent tropical storms and are therefore well adapted to this type of natural disturbance regime. However, recent human activities including large scale clearing and conversion combined with the presence of high levels of alien herbivores and seed predators, and the loss of ecological services provided by the former native avifauna may be causing the decline of Guam's forests. Limestone forests on northern Guam, much like those of other Mariana Islands, were heavily cleared for the construction of military installations during World War II. The accidental introduction of the Brown Tree Snake (Boiga irregularis; BTS) around this same period subsequently accelerated the disappearance of Guam's native avifauna and other endemic terrestrial vertebrates, and with them, seed dispersal, pollination, and the predatory regulation of herbivorous insects. Guam and the Mariana Islands contained a high proportion (32 pecent) of endemic bird species, with 4 forms endemic to Guam alone: the now extinct Guam Flycatcher (Myiagra freycineti), and Guam Bridled White-eye (Zosterops conspicillatpicillata), one of three island endemic subspecies from the Marianas; Guam rail (Rallus owstonii); and Guam Kingfisher (Todiramphus cinnamominus cinnamominus), an island endemic subspecies of the regionally endemic Micronesian Kingfisher. Guam once supported the Mariana Gallinule (Gallinula chloropus guami), the Mariana Mallard (Anas platyrhynchos oustaleti), Mariana Fruit-Dove (Ptilinopus roseicapilla), White-throated Ground Dove (Gallicolumba xanthonura xanthonura), Mariana Crow (Corvus kubaryi), and the Nightingale Reed-warbler (Acrocephalus luscinia), all endemic to the Mariana Islands. Other regionally endemic endangered species include the Micronesian Megapode (Megapodius laperouse), and the Mariana Swiftlet (Aerodramus bartschi), now reduced to a small population on Guam. Likewise, the flora of Guam is unique, with 21percent of its native vascular plants endemic to the Mariana Islands. In limestone forests of Northern Guam, a number of tall forest tree species such as joga, Elaeocarpus joga (Elaeocarpaceae); pengua or Macaranga thompsonii (Euphorbiaceae); ifit or Intsia bijuga (Fabaceae); seeded breadfruit or Artocarpus marianensis (Moraceae); and umumu or Pisonia grandis (Nyctaginaceae) may be in decline as a result of herbivory by mammals. All show reduced regeneration and age distributions highly skewed towards older individuals. These species provided important habitat for some of Guam's endangered forest birds that remain in captivity such as the Mariana Crow, Guam Kingfisher, and Guam Rail. The recent high frequency of intense tropical storms and herbivory caused by large populations of feral pigs and Philippine sambar deer (Cervus mariannus), as well as invasive alien vines that may suppress tree regeneration, could be permanently altering the structure of regenerating forests and composition of important canopy species on secondary limestone substrates that were cleared and compacted during airfield construction from 1944 through the 1970s. Guam National Wildlife Refuge (GNWR) was established at Ritidian Point, after it was determined to be excess property by the U.S. Navy. Most of the refuge, about 9,087 hectares, is an 'overlay refuge' on lands administered by the U.S. Air Force and U.S. Navy. Although the military mission comes first on these lands, the U.S. Fish and Wildlife Service assists in protecting native species and habitats. The recovery of limestone forest on Guam for forest bird habitat may require intensive management, including reduction of feral herbivores, propagation, out-planting, weed control, and periodic suppression of herbivorous insects. Research to support these techniques may be best accomplished in small areas where potential limiting factors can easily be experimentally manipulated. Area 50, a 24 ha enclosure, contains a relictual patch of relatively undisturbed limestone forest surrounded by tarmac allowing easy access and management opportunities to control alien mammals and snakes. These species have been periodically managed in the past, but recent typhoons have damaged snake-proofing on the enclosure fence. A new concrete barrier is planned to provide more permanent control opportunities within this enclosed area or another similar area, thereby allowing experimental research for various management regimes. Eradication and control of alien vertebrate and plant pests will provide habitat where native communities can be restored in a small, intensively managed area. The stated aim of this project is to "affect ecosystem restoration through the removal and exclusion of introduced species and the reestablishment and propagation of native species, with focus on the reintroduction of native forest bird species." This will be achieved by constructing a multispecies barrier surrounding the area, coordinated eradication of selected alien species within the area, and possible reintroduction of Mariana Crow, Guam Kingfisher, and Guam Rail. This barrier also allows experimental research questions to be addressed within the small enclosure around Area 50 that may be applied to manage and restore the larger areas of limestone forest on northern Guam and also similar forests on other islands of the Marianas.

Open-File Report

Remote measurement of canopy water content in giant sequoias (Sequoiadendron giganteum) during drought

California experienced severe drought from 2012 to 2016, and there were visible changes in the forest canopy throughout the State. In 2014, unprecedented foliage dieback was recorded in giant sequoia ( Sequoiadendron giganteum ) trees in Sequoia National Park, in the southern California Sierra Nevada mountains. Although visible changes in sequoia canopies can be recorded, biochemical and physiological responses to drought stress in giant sequoia canopies are not well understood. Ground-based measurements provide insight into the mechanisms of drought responses in trees, but are often limited to few individuals, especially in trees of tall stature such as giant sequoia. Recent studies demonstrate that remotely measured forest canopy water content (CWC) is a general indicator of canopy response to drought, but the underpinning leaf- to canopy-level causes of observed variation in CWC remain poorly understood. We combined field and airborne remote sensing measurements taken in 2015 and 2016 to assess the biophysical responses of giant sequoias to drought. In 49 study trees, CWC was related to leaf water potential, but not to the other foliar traits, suggesting that changes in CWC were made at whole-canopy rather than leaf scales. We found a non-random, spatially varying pattern in mapped CWC, with lower CWC values at lower elevation and along the outer edges of the groves. This pattern was also observed in empirical measurements of foliage dieback from the ground, and in mapped CWC across multiple sequoia groves in this region, supporting the hypothesis that drought stress is expressed in canopy-level changes in giant sequoias. The fact that we can clearly detect a relationship between CWC and foliage dieback, even without taking into account prior variability or new leaf growth, strongly suggests that remotely sensed CWC, and changes in CWC, are a useful measure of water stress in giant sequoia, and valuable for assessing and managing these iconic forests in drought.

California

Biomes of western North America at 18,000, 6000 and 0 14C yr BP reconstructed from pollen and packrat midden data

A new compilation of pollen and packrat midden data from western North America provides a refined reconstruction of the composition and distribution of biomes in western North America for today and for 6000 and 18,000 radiocarbon years before present (14C yr BP). Modern biomes in western North America are adequately portrayed by pollen assemblages from lakes and bogs. Forest biomes in western North America share many taxa in their pollen spectra and it can be difficult to discriminate among these biomes. Plant macrofossils from packrat middens provide reliable identification of modern biomes from arid and semiarid regions, and this may also be true in similar environments in other parts of the world. However, a weighting factor for trees and shrubs must be used to reliably reconstruct modern biomes from plant macrofossils. A new biome, open conifer woodland, which includes eurythermic conifers and steppe plants, was defined to categorize much of the current and past vegetation of the semiarid interior of western North America. At 6000 14C yr BP, the forest biomes of the coastal Pacific North-west and the desert biomes of the South-west were in near-modern positions. Biomes in the interior Pacific North-west differed from those of today in that taiga prevailed in modern cool/cold mixed forests. Steppe was present in areas occupied today by open conifer woodland in the northern Great Basin, while in the central and southern Rocky Mountains forests grew where steppe grows today. During the mid-Holocene, cool conifer forests were expanded in the Rocky Mountains (relative to today) but contracted in the Sierra Nevada. These differences from the forests of today imply different climatic histories in these two regions between 6000 14C yr BP and today. At 18,000 14C yr BP, deserts were absent from the South-west and the coverage of open conifer woodland was greatly expanded relative to today. Steppe and tundra were present in much of the region now covered by forests in the Pacific North-west.

Journal of Biogeography

The genus Platychara from the Western Hemisphere

The systematics of four species belonging to the genus Platychara (Charophyta) from the Western Hemisphere is discussed. Three of the species, as defined herein, occur in Cretaceous and Paleocene rocks from Mexico through South America. The type species, P. compressa (Peck and Reker) Grambast, also of Cretaceous and Paleocene age, is herein restricted to deposits north of Mexico. These latter restrictions geographically separate P. compressa and P. perlata as presently defined but the relationship between these two species is still uncertain. A new species, P. grambastii, is proposed for specimens from Maestrichtian sediments in Jamaica. ?? 1979.

Review of Palaeobotany and Palynology

Tracking mangrove condition changes using dense Landsat time series

Mangroves in tropical and subtropical coasts are subject to episodic disturbances, notably from severe storms, leading to potential widespread vegetation mortality. The ability of vegetation to recover varies, and with disturbances becoming more frequent and severe, it is vital to track and project vegetation responses to support management and policy decisions. Prior studies have largely focused on binary mangrove mapping (i.e., presence or absence), while tracking conditions and condition change have not received sufficient attention. In this paper, we demonstrate a method based on dense time series Landsat images for continuous monitoring of mangrove conditions, where we track three kinds of post-disturbance mangrove conditions, including disturbed (disturbed, with rebound to the previous state within one growing season), recovering (undergoing natural recovery in longer than one growing season), and declining (showing long-term decline after disturbance). The method starts with disturbance detection using the DEtection and Characterization Of the tiDal wEtland change (DECODE) algorithm, an existing dense time series model designed to detect disturbances in tidal wetlands with adaptation to tidal fluctuations. This algorithm is well suited for the detection of tidal wetland disturbances but does not provide satisfactory post-disturbance monitoring results, due to the substantial variability in post-disturbance Landsat observations. To better monitor post-disturbance conditions, a new time series fitting approach, DECODER (DECODE and Recovery), is proposed for the recovery stage. Additionally, for temporal segments divided by disturbance events, we built a random forest classifier with temporal-spectral variables derived from the time series model to characterize mangrove conditions. Employing this approach in Florida's mangroves, we generated condition maps, such as dieback and recovery, with an overall accuracy of approximately 97.96 ± 0.86- [95 % confidence intervals]. Comparing post-hurricane conditions in Florida revealed that the increased frequency and severity of disturbances are challenging mangrove resilience, potentially diminishing their ability to recover and sustain ecosystem functions.

Florida