Search USGS⌕ Search

SEARCH · Search USGS

Results for “New Forests”

Search indexed USGS publications on groundwater, aquifers, geologic maps, mineral resources and earthquakes. Explore source records by subject and place.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 487 records · Page 27Linked to original sources
USGS1997

Level II scour analysis for Bridge 38 (ANDOVT00110038) on State Route 11, crossing the Middle Branch Williams River, Andover, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure ANDOVT00110038 on State Route 11 crossing the Middle Branch Williams River, Andover, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in south central Vermont. The 5.65-mi 2 drainage area is in a predominantly rural and forested basin. Upstream and downstream of the study site banks and overbanks are forested. In the study area, the Middle Branch Williams River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 44 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to boulders with a median grain size (D 50 ) of 54.0 mm (0.177 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 5, 1996, indicated that the reach was stable. The State Route 11 crossing of the Middle Branch Williams River is a 33-ft-long, two-lane bridge consisting of one 31-foot concrete T-beam span (Vermont Agency of Transportation, written communication, March 29, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 55 degrees to the opening while the measured opening-skew-to-roadway is 45 degrees. There were no scour problems observed during the Level I assessment. Type-4 stone fill (less than 60 inches diameter) and type-3 stone fill (less than 48 inches diameter) was present on the left bank upstream and right bank upstream respectively. Type-2 stone fill (less than 36 inches diameter) was present in the upstream left wing wall area. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.8 to 3.4 ft. The worst-case contraction scour occurred at the 500-year flow. Abutment scour ranged from 12.0 to 14.0 ft. The worst-case abutment scour occurred at the 500-year flow at the right abutment. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 10 (WNDHTH00020010) on Town Highway 2, crossing the Middle Branch of the Williams River, Windham, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WNDHTH00020010 on Town Highway 2 crossing the Middle Branch Williams River, Windham, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in south central Vermont. The 1.44-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the predominate surface cover upstream of the bridge is pasture on the left bank and forest on the right bank. Downstream of the bridge the surface cover consists of forest on the right bank and grass on the left bank. In the study area, the Middle Branch Williams River has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 28 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 61.4 mm (0.201 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 22, 1996, indicated that the reach was stable. The Town Highway 2 crossing of the Middle Branch Williams River is a 25-ft-long, two-lane bridge consisting of one 22-foot concrete slab span (Vermont Agency of Transportation, written communication, March 31, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 60 degrees to the opening while the opening-skew-to-roadway is 50 degrees. The scour protection measures at the site included type-2 stone fill (less than 36 inches diameter) along both upstream banks. The scour protection measures downstream were type -1 stone fill (less than 12 inches diameter) on the left bank and type-3 stone fill (less than 48 inches diameter) on the right bank. Scour protection measures do not exist underneath the bridge. 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 modelled flows ranged from 0.9 to 2.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 8.5 to 8.8 ft along the right abutment and from 8.7 to 10.1 ft along the left abutment. The worst-case abutment scour at the right abutment occurred at the 100-year discharge and at the left abutment at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 37 (DUXBTH00120037) on Town Highway 12, crossing Ridley Brook, Duxbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure DUXBTH00120037 on Town Highway 12 crossing Ridley Brook, Duxbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in north central Vermont. The 10.1-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, Ridley Brook has an incised, straight channel with a slope of approximately 0.04 ft/ft, an average channel top width of 67 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to boulders with a median grain size (D 50 ) of 123 mm (0.404 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 1, 1996, indicated that the reach was stable. The Town Highway 12 crossing of Ridley Brook is a 33-ft-long, two-lane bridge consisting of five 30-ft steel rolled beams (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 30 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the measured opening-skew-to-roadway is 20 degrees. A scour hole 2 ft deeper than the mean thalweg depth was observed along the right abutment and downstream right wingwall during the Level I assessment. Scour countermeasures at the site include type-2 stone fill (less than 3 feet diameter) along the upstream and downstream left road embankments, and type-3 stone fill (less than 4 feet diameter) along the upstream right bank and upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.6 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 5.0 to 8.3 ft, with the worst-case occurring at the incipient-overtopping discharge. Right abutment scour ranged from 13.1 to 16.7 ft, with the worst-case occurring at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 26 (WSTOTH00070026) on Town Highway 7, crossing Greendale Brook, Weston, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WSTOTH00070026 on Town Highway 7 crossing Greendale Brook, Weston, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in south central Vermont. The 3.13-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, the Greendale Brook has a sinuous, non-incised, non-alluvial channel with a slope of approximately 0.015 ft/ft, an average channel top width of 38 ft and an average bank height of 3 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 64.8 mm (0.213 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 19, 1996, indicated that the reach was laterally unstable. The channel has moved to the right, however, scour countermeasures are in place along the upstream right bank. The Town Highway 7 crossing of the Greendale Brook is a 52-ft-long, two-lane bridge consisting of one 50-foot steel-beam span with a concrete deck (Vermont Agency of Transportation, written communication, April 07, 1995). The opening length of the structure parallel to the bridge face is 48.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 30 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the upstream right wingwall and right abutment during the Level I assessment. Scour protection measures at the site include: type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left wingwall, along the left bank upstream, at the downstream end of the downstream left wing wall, and along the entire length of the downstream right wing wall; type 4 (less than 60 inches) and type-3 stone fill (less than 48 inches) along the right bank upstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 3.9 to 9.9 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 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). The Hire equation (abutment scour) is often used when the horizontal length blocked by flow divided by the depth of flow is greater than 25 (Richardson and others, 1995 p. 49). Although the Hire equation could be applied to the left abutment more conservative scour estimates were given by the Froehlich equation on the left abutment. Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 36 (STOWTH00430036) on Town Highway 43, crossing Miller Brook, Stowe, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure STOWTH00430036 on Town Highway 43 crossing the Miller Brook, Stowe, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in north central Vermont. The 5.5-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly forested. In the study area, the Miller Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 43 ft and an average bank height of 7 ft. The channel bed material ranges from gravel to boulder with a median grain size (D 50 ) of 70.4 mm (0.231 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 15, 1996, indicated that the reach was stable. The Town Highway 43 crossing of the Miller Brook is a 24-ft-long, two-lane bridge consisting of one 21-foot steel-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 21.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening and the computed opening-skew-to-roadway is also 10 degrees. The footing on the left abutment was exposed 2.5 ft and the footing on the right abutment was exposed 3.0 ft during the Level I assessment. Scour protection measures at the site were type-4 stone fill (less than 60 inches diameter) on the left and right bank upstream, type-3 stone fill (less than 48 inches diameter) along the entire base length of the upstream right wingwall, right abutment, and type-2 stone fill (less than 36 inches diameter) along the entire base length of the downstream right wingwall, and left and right banks downstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. 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 0.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.1 to 6.5 ft. The worst-case abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 5 (WOLCTH00150005) on Town Highway 15, crossing the Wild Branch Lamoille River, Wolcott, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WOLCTH00150005 on Town Highway 15 crossing the Wild Branch Lamoille River, Wolcott, 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. During the August 1995 and July 1997 flood events, the left roadway was overtopped. Although there was loss of stone fill along the right abutment, the structure withstood both events. The site is in the Green Mountain section of the New England physiographic province in north- central Vermont. The 38.3-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge, while the immediate banks have dense woody vegetation. In the study area, the Wild Branch Lamoille River has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 98 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D 50 ) of 89.1 mm (0.292 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 17, 1996, indicated that the reach was stable. The Town Highway 15 crossing of the Wild Branch Lamoille River is a 46-ft-long, two-lane bridge consisting of a 43-foot prestressed concrete box-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 42 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening- skew-to-roadway is zero degrees. A scour hole 2.0 ft deeper than the mean thalweg depth was observed near the bridge along the left side of the channel during the Level I assessment. Scour countermeasures at the site consists of type-1 stone fill (less than 12 inches diameter) along the upstream left bank and along the left and right downstream banks, type-2 stone fill (less than 36 inches diameter) along the downstream left and right wingwalls, type-3 stone fill (less than 48 inches diameter) along the upstream left wingwall and the right abutment, and type-4 stone fill (less than 60 inches diameter) along the upstream right wingwall and the left abutment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero ft. Left abutment scour ranged from 7.9 to 23.3 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 21.5 to 22.8 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional in formation on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross- section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1998

Level II scour analysis for Bridge 13 (LINCTH00010013) on Town Highway 1, crossing Cota Brook, Lincoln, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00010013 on Town Highway 1 crossing Cota Brook, Lincoln, 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. The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 3.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest along the upstream right bank and brushland along the upstream left bank. Downstream of the bridge, the surface cover is pasture along the left and right banks. In the study area, Cota Brook has an sinuous channel with a slope of approximately 0.01 ft/ ft, an average channel top width of 30 ft and an average bank height of 2 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 34.7 mm (0.114 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 10, 1996, indicated that the reach was laterally unstable due to cut-banks and wide, vegetated point bars upstream and downstream of the bridge. The Town Highway 1 crossing of Cota Brook is a 38-ft-long, two-lane bridge consisting of a 36-foot steel-stringer span (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 34.4 ft. 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 2.0 ft deeper than the mean thalweg depth was observed along the upstream right bank during the Level I assessment. Along the right abutment, it is 0.25 ft deeper than the mean thalweg depth. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right bank and type-2 stone fill (less than 36 inches diameter) along the left and right abutments and along 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 recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.1 to 11.3 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 Davis, 1995, p. 46). 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↗
USGS1998

A ponderosa pine natural area reveals its secrets

Monument Canyon Research Natural Area preserves an unlogged 259-hectare stand of old-growth ponderosa pine in the Jemez Mountains of New Mexico. This preserve, established in 1932, is the oldest research natural area in the state. This two-tiered forest displays an old-growth density of 100 stems per hectare (Muldavin et al. 1995), with an understory thicket of stagnant saplings and poles that raises the total stand density to an average of 5,954 stems per hectare, with concentrations as high as 21,617 stems per hectare (Fig. 1).

New Mexico↗
USGS1993

Updating our thinking on the role of human activity in wolf recovery

It is common for land managers and administrators involved in wolf ( Canis lupus ) management to assume that human development within wolf habitat is a hindrance to wolf recovery. Thus, researchers are often asked questions like We are planning to build a new dock and parking area on Wolf Lake; how will that affect wolf recovery? This kind of question pervades national forest and national park plans and has been pondered with regularity by both federal and state resource managers. Meanwhile, wolves have been extending their ranges into regions of much greater human development. The apparent contradiction has created both confusion and misdirected effort.

Research Information Bulletin↗
USGS2022

Mechanisms of forest resilience

Ecosystems are dynamic systems with complex responses to environmental variation. In response to pervasive stressors of changing climate and disturbance regimes, many ecosystems are realigning rapidly across spatial scales, in many cases moving outside of their observed historical range of variation into alternative ecological states. In some cases, these new states are transitory and represent successional stages that may ultimately revert to the pre-disturbance condition; in other cases, alternative states are persistent and potentially self-reinforcing, especially under conditions of altered climate, disturbance regimes, and influences of non-native species. These reorganized states may appear novel, but reorganization is a characteristic ecosystem response to environmental variation that has been expressed and documented throughout the paleoecological record. Resilience, the ability of an ecosystem to recover or adapt following disturbance, is an emergent property that results from the expression of multiple mechanisms operating across levels of organism, population, and community. We outline a unifying framework of ecological resilience based on ecological mechanisms that lead to outcomes of persistence, recovery, and reorganization. Persistence is the ability of individuals to tolerate exposure to environmental stress, disturbance, or competitive interactions. As a direct expression of life history evolution and adaptation to environmental variation and stress, persistence is manifested most directly in survivorship and continued growth and reproduction of established individuals. When persistence has been overcome (e.g., following mortality from stress, disturbance, or both), populations must recover by reproduction. Recovery requires the establishment of new individuals from seed or other propagules following dispersal from the parent plant. When recovery fails to re-establish the pre-disturbance community, the ecosystem will assemble into a new state. Reorganization occurs along a gradient of magnitude, from changes in the relative dominance of species present in a community, to individual species replacements within an essentially intact community, to complete species turnover and shift to dominance by plants of different functional types, e.g. transition from forest to shrub or grass dominance. When this latter outcome is persistent and involves reinforcing mechanisms, the resulting state represents a vegetation type conversion (VTC), which in this framework represents an end member of reorganization processes. We explore reorganization in greater detail as this phase is increasingly observed but the least understood of the resilience responses. This resilience framework provides a direct and actionable basis for ecosystem management in a rapidly changing world, by targeting specific components of ecological response and managing for sustainable change.

Forest Ecology and Management↗
USGS1994

Harpy eagle (Harpia harpyja) nesting in manipulated forests

Continental records point to shooting, removal of young and destruction of nests as the primary conservation problems for harpy eagles (Harpia harpyja); bird-observer visits are a new source of concern. Nesting events are roughly 3 yr apart. Nests are used during and after intensive manipulation of the surrounding habitat, and minimum distance between active sites was 3-5 km. In nine nesting sites along a 100-km stretch of the Imalaca Mountains in Venezuela, we fitted five fledglings with satellite-tracked tags from NASA. One of these birds was hacked with the help of the loggers who destroyed its nest. All these nests were active while logging ensued. Out of three renesting attempts, one failed when the nest collapsed. We salvaged two additional fledglings found in captivity. We are monitoring five nests in the buffer area of the Darien National Park in Panama, all within 3 km of human settlements where trees are regularly felled for firewood, lumber, and to clear more cropland. Eagles have been killed at two sites, a third site remains inactive since 1991, and the other two nests currently have fledglings.

Journal of Raptor Research↗
USGS2009

Acid rain effects on Adirondack streams— Results from the 2003–05 Western Adirondack Stream Survey (the WASS Project)

Traditionally lakes have been the focus of acid rain assessments in the Adirondack region of New York. However, there is a growing recognition of the importance of streams as environmental indicators. Streams, like lakes, also provide important aquatic habitat, but streams more closely reflect acid rain effects on soils and forests and are more prone to acidification than lakes. Therefore, a large-scale assessment of streams was undertaken in the drainage basins of the Oswegatchie and Black Rivers; an area of 4,585 km2 in the western Adirondack region where acid rain levels tend to be highest in New York State.

New York↗
USGS2016

Management decision making for fisher populations informed by occupancy modeling

Harvest data are often used by wildlife managers when setting harvest regulations for species because the data are regularly collected and do not require implementation of logistically and financially challenging studies to obtain the data. However, when harvest data are not available because an area had not previously supported a harvest season, alternative approaches are required to help inform management decision making. When distribution or density data are required across large areas, occupancy modeling is a useful approach, and under certain conditions, can be used as a surrogate for density. We collaborated with the New York State Department of Environmental Conservation (NYSDEC) to conduct a camera trapping study across a 70,096-km 2 region of southern New York in areas that were currently open to fisher ( Pekania [ Martes ] pennanti ) harvest and those that had been closed to harvest for approximately 65 years. We used detection&ndash;nondetection data at 826 sites to model occupancy as a function of site-level landscape characteristics while accounting for sampling variation. Fisher occupancy was influenced positively by the proportion of conifer and mixed-wood forest within a 15-km 2 grid cell and negatively associated with road density and the proportion of agriculture. Model-averaged predictions indicated high occupancy probabilities (>0.90) when road densities were low (<1&thinsp;km/km 2 ) and coniferous and mixed forest proportions were high (>0.50). Predicted occupancy ranged 0.41&ndash;0.67 in wildlife management units (WMUs) currently open to trapping, which could be used to guide a minimum occupancy threshold for opening new areas to trapping seasons. There were 5 WMUs that had been closed to trapping but had an average predicted occupancy of 0.52 (0.07 SE), and above the threshold of 0.41. These areas are currently under consideration by NYSDEC for opening a conservative harvest season. We demonstrate the use of occupancy modeling as an aid to management decision making when harvest-related data are unavailable and when budgetary constraints do not allow for capture&ndash;recapture studies to directly estimate density.

Journal of Wildlife Management↗
USGS2005

Groundwater control of mangrove surface elevation: shrink and swell varies with soil depth

We measured monthly soil surface elevation change and determined its relationship to groundwater changes at a mangrove forest site along Shark River, Everglades National Park, Florida. We combined the use of an original design, surface elevation table with new rod-surface elevation tables to separately track changes in the mid zone (0?4 m), the shallow root zone (0?0.35 m), and the full sediment profile (0?6 m) in response to site hydrology (daily river stage and groundwater piezometric pressure). We calculated expansion and contraction for each of the four constituent soil zones (surface [accretion and erosion; above 0 m], shallow zone [0?0.35 m], middle zone [0.35?4 m], and bottom zone [4?6 m]) that comprise the entire soil column. Changes in groundwater pressure correlated strongly with changes in soil elevation for the entire profile (Adjusted R2 5 0.90); this relationship was not proportional to the depth of the soil profile sampled. The change in thickness of the bottom soil zone accounted for the majority (R2 5 0.63) of the entire soil profile expansion and contraction. The influence of hydrology on specific soil zones and absolute elevation change must be considered when evaluating the effect of disturbances, sea level rise, and water management decisions on coastal wetland systems.

Estuaries↗
USGS2026

The use of fluorite geochemistry and machine learning to identify critical mineral systems

Fluorite (CaF 2 ) is a potential pathfinder to critical mineral and rare earth element (REE) deposits but its application has been limited to a narrow range of mineralization types. I show that fluorite is a robust recorder of mineralization fertility by applying statistical and machine-learning methods to a new global fluorite geochemical database. Distinct median rare earth and trace element patterns are observed among deposit types and genetic environments. Fluorite associated with carbonatites and REE deposits are relatively enriched in Sr and have minimal Eu anomalies. These characteristics define new bivariate discrimination diagrams that correctly identify 78% of carbonatite-related fluorite and 88% of fluorite from REE deposits. Random forest classifiers were developed for a wide range of mineralization types and genetic settings. Trained solely on rare earth element patterns, these models achieve accuracies of 77–79%. Higher classification accuracies (up to 88–96%) are obtained when including elements such as Sr, highlighting the significance of trace elements for optimal fluorite classification. The recognition of diagnostic fluorite compositional fingerprints, particularly in REE-fertile systems, underscores its potential as a pathfinder and indicator for critical mineral exploration in F-bearing environments.

Mineralium Deposita↗
USGS2013

Land use and management change under climate change adaptation and mitigation strategies: a U.S. case study

We examine the effects of crop management adaptation and climate mitigation strategies on land use and land management, plus on related environmental and economic outcomes. We find that crop management adaptation (e.g. crop mix, new species) increases Greenhouse gas (GHG) emissions by 1.7 % under a more severe climate projection while a carbon price reduces total forest and agriculture GHG annual flux by 15 % and 9 %, respectively. This shows that trade-offs are likely between mitigation and adaptation. Climate change coupled with crop management adaptation has small and mostly negative effects on welfare; mitigation, which is implemented as a carbon price starting at $15 per metric ton carbon dioxide (CO 2 ) equivalent with a 5 % annual increase rate, bolsters welfare carbon payments. When both crop management adaptation and carbon price are implemented the effects of the latter dominates.

Mitigation and Adaptation Strategies for Global Ch↗
USGS2000

Nitrogen solutes in an Adirondack forested watershed: Importance of dissolved organic nitrogen

Nitrogen (N) dynamics were evaluated from 1 June 1995 through 31 May 1996 within the Arbutus Lake watershed in the Adirondack Mountains of New York State, U.S.A. At the Arbutus Lake outlet dissolved organic nitrogen (DON), NO3/- and NH4/+ contributed 61%, 33%, and 6% respectively, to the total dissolved nitrogen (TDN) flux (259 mol ha-1 yr-1). At the lake inlet DON, NO3/-, and NH4/+ constituted 36%, 61%, and 3% respectively, of TDN flux (349 mol ha-1 yr-1). Differences between the factors that control DON, NO3/-, and NH4+ stream water concentrations were evaluated using two methods for estimating annual N flux at the lake inlet. Using biweekly sampling NO3/- and NH4/+ flux was 10 and 4 mol ha-1 yr-1 respectively, less than flux estimates using biweekly plus storm and snowmelt sampling. DON flux was 18 mol ha-1 yr-1 greater using only biweekly sampling. These differences are probably not of ecological significance relative to the total flux of N from the watershed (349 mol ha-1 yr-1). Dissolved organic N concentrations were positively related to discharge during both the dormant (R2 = 0.31; P<0.01) and growing season (R2= 0.09; P<0.01). There was no significant relationship between NO3/- concentration and discharge during the dormant season, but a significant negative relationship was found during the growing season (R2 = 0.29; P<0.01). Biotic controls in the growing season appeared to have had a larger impact on stream water NO3- concentrations than on DON concentrations. Arbutus Lake had a major impact on stream water N concentrations of the four landscape positions sampled, suggesting the need to quantify within lake processes to interpret N solute losses and patterns in watershed-lake systems.

Biogeochemistry↗