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USGS1997

Level II scour analysis for Bridge 65 (NEWBTH00500065) on Town Highway 50, crossing Peach Brook, Newbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWBTH00500065 on Town Highway 50 crossing Peach Brook, Newbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 15.3-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 of the bridge and shrub and brushland downstream of the bridge. In the study area, Peach Brook has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 40 ft and an average bank height of 8 ft. The channel bed material ranges from cobble to boulder with a median grain size (D50) of 83.1 mm (0.273 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 29, 1995, indicated that the reach was stable. The Town Highway 50 crossing of the Peach Brook is a 29-ft-long, two-lane bridge consisting of one 25-foot steel-beam span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 24.9 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the computed openingskew-to-roadway is 20 degrees. A channel scour hole 0.75 ft deeper than the mean thalweg depth was observed under the bridge during the Level I assessment. Also observed was channel scour 0.75 ft deeper than the mean thalweg at the upstream face of the bridge and channel scour 0.25 ft deeper than the mean thalweg along the right bank downstream. The scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream and downstream right wingwalls and type-2 stone fill (less than 36 inches diameter) along the upstream right bank and along the downstream left wingwall and bank. In addition, there are four 3 ft square concrete blocks at the corner where the upstream right wingwall joins the right abutment. The upstream left wingwall and upstream half of the left abutment were constructed on top of a bedrock outcrop. 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 1.3 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. The right abutment scour ranged from 6.1 to 7.2 ft. The worstcase right abutment scour occurred at the incipient roadway-overtopping discharge. The left abutment scour ranged from 7.1 to 10.3 ft. The worst-case left 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 he

Vermont↗
USGS1997

Level II scour analysis for Bridge 71 (WODSTH00050071) on Town Highway 5, crossing Kedron Brook, Woodstock, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WODSTH00050071 on Town Highway 5 crossing Kedron Brook, Woodstock, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 16.1-mi 2 drainage area is in a predominantly rural and forested basin. However, the bridge site is within the Village of Woodstock. In the vicinity of the study site, the surface cover is best described as suburban downstream of the bridge and forest and brush upstream of the bridge. In the study area, Kedron Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 33 ft and an average bank height of 11 ft. The predominant channel bed material is cobble with a median grain size (D 50 ) of 112 mm (0.368 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 14, 1994, indicated that the reach was vertically degraded. Evidence of the degradation was observed at the outlet of the bridge where the stream bed is 4 ft below the downstream invert of the structure (see figure 6). The Town Highway 5 crossing of Kedron Brook is a 30-ft-long, two-lane bridge/box culvert consisting of one 25-foot concrete span (Vermont Agency of Transportation, written communication, August 3, 1994). The opening length of the structure parallel to the bridge face is 23.5 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel bed under the bridge is covered entirely by a concrete slab. The channel is skewed approximately 45 degrees to the opening and the opening-skew-to-roadway is also 45 degrees. Scour countermeasures at the site include concrete retaining walls on both the left and right downstream banks extending approximately 130 ft downstream; a drywall constructed of stone on the upstream right bank extending to the next bridge upstream; type-2 stone fill (less than 36 inches diameter) along the upstream left bank, at the upstream end of the upstream right wingwall, and along the base of the retaining wall on the downstream left bank; and type-3 stone-fill (less than 48 inches diameter) along the base of the retaining wall on the downstream right bank. In addition, the channel under the bridge is concrete. Further 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 2.5 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. The contraction scour depths do not take the concrete channel bed under the bridge into account. Abutment scour ranged from 8.7 to 18.2 ft. The worstcase abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scouredstreambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Vermont↗
USGS1997

Level II scour analysis for Bridge 16, (NEWBTH00500016) on Town Highway 50, crossing Halls Brook, Newbury, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure NEWBTH00500016 on Town Highway 50 crossing Halls Brook, Newbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 23.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is shrub and brushland. In the study area, Halls Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 53 ft and an average bank height of 7 ft. The channel bed material ranges from silt to gravel with a median grain size (D 50 ) of 40.4 mm (0.133 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 29, 1995, indicated that the reach was laterally unstable. The channel bed and banks are composed of fine material and show signs of erosion. There is also evidence of beaver activity in the area. The Town Highway 50 crossing of Halls Brook is a 44-ft-long, two-lane bridge consisting of one 38-foot prestressed concrete slab span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 35.2 ft. The bridge is supported by vertical, stone masonry abutments. The channel is skewed approximately 40 degrees to the opening while the computed opening-skew-toroadway is 5 degrees. A channel scour hole 1.0 ft deeper than the mean thalweg depth was observed just upstream of the bridge behind the remains of a beaver dam during the Level I assessment. An additional channel scour hole 4.5 ft deeper than the mean thalweg depth was observed in the downstream reach. The scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) along the left abutment and type-2 stone fill (less than 36 inches diameter) along the right abutment and left bank upstream and downstream. Along the downstream right bank is type-3 stone fill (less than 48 inches diameter) and along the upstream right bank is type-4 stone fill (less than 60 inches diameter). 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 analyzed since it has the potential of being the 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 2.6 to 4.6 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. The left abutment scour ranged from 11.6 to 12.1 ft. The worst-case left abutment scour occurred at the incipient road-overtopping discharge. The right abutment scour ranged from 13.6 to 17.9 ft. The worst-case right 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. 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

Level II scour analysis for Bridge 63 (MTH0TH00120063) on Town Highway 12, crossing Russell Brook, Mount Holly, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MTHOTH00120063 on Town Highway 12 crossing Russell Brook, Mount Holly, 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 south-central Vermont. The 3.6-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, Russell Brook has an incised, sinuous channel with a slope of approximately 0.0263 ft/ft, an average channel top width of 29 ft and an average bank height of 3 ft. The channel bed material ranges from cobbles to boulders with a median grain size (D 50 ) of 97.1 mm (0.318 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 4, 1995, indicated that the reach was stable. The Town Highway 12 crossing of Russell Brook is a 29-ft-long, one-lane bridge consisting of a 26-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 21, 1995). The opening length of the structure parallel to the bridge face is 23.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening while the computed opening-skew-to-roadway is 35 degrees. During the Level I assessment, it was observed that the upstream left wingwall footing was exposed 0.2 ft, in reference to the mean thalweg depth, and the upstream end of the left abutment was exposed 0.1 ft. The scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream end of the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and 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 0.1 ft. The worst-case contraction scour occurred at the 100-year discharge. Left abutment scour ranged from 4.4 to 5.7 ft. Right abutment scour ranged from 11.3 to 12.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A 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

Level II scour analysis for Bridge 33 (WWINTH00300033) on Town Highway 30, crossing Mill Brook, West Windsor, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WWINTH00300033 on Town Highway 30 crossing Mill Brook, West Windsor, 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 New England Upland section of the New England physiographic province in east-central Vermont. The 24.9-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 of the bridge while the immediate banks have dense woody vegetation. Downstream of the bridge is forested. In the study area, Mill Brook has an incised, sinuous channel with a slope of approximately 0.004 ft/ft, an average channel top width of 58 ft and an average bank height of 5 ft. The channel bed material ranges from sand to boulder with a median grain size (D 50 ) of 65.7 mm (0.215 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 5, 1996, indicated that the reach was stable. The Town Highway 30 crossing of the Mill Brook is a 46-ft-long, one-lane covered bridge consisting of a 40-foot wood-beam span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 36.3 ft. The bridge is supported by vertical, concrete capped laid-up stone abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream right bank, the upstream right wingwall, the right abutment and the downstream left 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 Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was analyzed since it had the potential of being the 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 0.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.0 to 16.0 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. 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 67 (MTHOTH00120067) on Town Highway 12, crossing Freeman Brook, Mount Holly, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure MTHOTH00120067 on Town Highway 12 crossing Freeman Brook, Mount Holly, 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 south-central Vermont. The 11.4-mi 2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forested. In the study area, Freeman Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 51 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulders with a median grain size (D 50 ) of 55.7 mm (0.183 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 5, 1995, indicated that the reach was stable. The Town Highway 12 crossing of Freeman Brook is a 34-ft-long, two-lane bridge consisting of a 30-foot prestressed concrete-slab span (Vermont Agency of Transportation, written communication, March 15, 1995). The opening length of the structure parallel to the bridge face is 29.5 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 15 degrees. Along the upstream right wingwall, the right abutment and the downstream right wingwall, a scour hole approximately 1.0 to 2.0 ft deeper than the mean thalweg depth was observed during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the downstream end of the downstream right wingwall; type-2 stone fill (less than 36 inches diameter) along the upstream left wingwall, the left abutment, the downstream left wingwall and the upstream left and right banks; type- 3 stone fill (less than 48 inches diameter) along the downstream left and right banks; and type-4 stone fill (less than 60 inches diameter) along the 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 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 2.6 to 3.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 7.9 to 10.0 ft. Right abutment scour ranged from 12.7 to 15.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A 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

Level II scour analysis for Bridge 22 (BRADTH00270022) on Town Highway 27, crossing the Waits River, Bradford, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure BRADTH00270022 on Town Highway 27 crossing the Waits River, Bradford, 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, obtained from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 153-mi 2 drainage area is in a predominantly rural and forested basin. However, in the vicinity of the study site, the upstream and downstream left banks are suburban and the upstream and downstream right banks are shrub and brushland. In the study area, the Waits River has an incised, sinuous channel with a slope of approximately 0.0002 ft/ft, an average channel top width of 125 ft and an average bank height of 4 ft. The channel bed material ranges from silt and clay to bedrock with a median grain size (D 50 ) of 0.393 mm (0.00129 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 7, 1995, indicated that the reach was stable. The Town Highway 27 crossing of the Waits River is a 109-ft-long, one-lane bridge consisting of a 104-ft steel-truss span (Vermont Agency of Transportation, written communication, March 16, 1995). The opening length of the structure parallel to the bridge face is 99.2 ft. The bridge is supported by vertical, laid-up stone abutments. The channel is skewed approximately 30 degrees to the opening while the opening-skew-to-roadway is zero degrees. No evidence of scour was observed during the Level I assessment. Scour protection measures at the site included type-2 stone fill (less than 36 inches diameter) along the upstream right and downstream left banks and type-3 stone fill (less than 48 inches diameter) along the left and right abutments. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and 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 1.5 to 2.0 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 11.8 to 18.8 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

Level II scour analysis for Bridge 34 (WWINTH00370034) on Town Highway 37, crossing Mill Brook, West Windsor, Vermont

This report provides the results of a detailed Level II analysis of scour potential at structure WWINTH00370034 on Town Highway 37 crossing Mill Brook, West Windsor, 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 New England Upland section of the New England physiographic province in east-central Vermont. The 16.6-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 where there is mostly shrubs and brush. In the study area, Mill Brook has a sinuous channel with a slope of approximately 0.003 ft/ ft, an average channel top width of 52 ft and an average bank height of 5 ft. The channel bed material ranges from sand to cobbles with a median grain size (D 50 ) of 43.4 mm (0.142 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 5, 1996, indicated that the reach was laterally unstable. Point bars were observed upstream and downstream of this site. Furthermore, slip failure of the bank material was noted downstream at a cut-bank on the left side of the channel across from a point bar. The Town Highway 37 crossing of Mill Brook is a 37-ft-long, one-lane covered bridge consisting of one 32-foot wood thru-truss span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 29.6 ft. The bridge is supported by vertical, laid-up stone abutment walls with concrete facing and laid-up stone wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour protection measures at the site included type-3 (less than 48 inches diameter) and type-4 (less than 60 inches diameter) stone fill. Type-3 stone fill was observed along the upstream right bank and along the right abutments. Type-4 stone fill was observed at the upstream end of the 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 Davis, 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. There was no contraction scour predicted for any of the modeled flows. Abutment scour at the left abutment ranged from 5.7 to 7.3 ft, while that at the right abutment ranged from 11.6 to 17.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results.” Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and 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↗
USGS2010

Water Quality of the Upper Delaware Scenic and Recreational River and Tributary Streams, New York and Pennsylvania

Water-quality samples were collected from the Upper Delaware Scenic and Recreational River (UPDE) and its tributaries during the period October 1, 2005, to September 30, 2007, to document existing water quality, determine relations between land use and water quality, and identify areas of water-quality concern. A tiered water-quality monitoring framework was used, with the tiers consisting of intensively sampled sites, gradient sites representing the range of land uses present in the basin, and regional stream-survey sites. Median nitrate and total phosphorous concentrations were 1.15 and 0.01 mg/L (milligrams per liter) for three sites on the mainstem Delaware River, 1.27 and 0.009 mg/L for the East Branch Delaware River, 2.04 and 0.01 mg/L for the West Branch Delaware River, and 0.68 and 0.006 mg/L for eight tributaries that represent the range of land uses resent in the basin, respectively. The percentage of agricultural land varied by basin from 0 to 30 percent and the percentage of suburbanization varied from 0 to 17 percent. There was a positive correlation between the percentage of agricultural land use in a basin and observed concentrations of acid neutralizing capacity, calcium, potassium, nitrate, and total dissolved nitrogen, whereas no correlation between the percentage of suburbanization and water quality was detected. Results of stream surveys showed that nitrate concentrations in 55 to 65 percent of the UPDE Basin exceeded the nitrate reference condition and a suggested water-quality guideline for ecological impairment in New York State (0.98 mg/L) during the spring. Many of the affected parts of the basin were more than 90 percent forested and showed signs of episodic acidification, indicating that the long-term effects of acid deposition play a role in the high nitrate levels. Nitrate concentrations in 75 percent of samples collected from agricultural sites exceeded the suggested nitrate water-quality guideline for ecological impairment. Concentrations of nitrate and total phosphorous in samples collected from agricultural sites also were twice and 25 percent higher than those in samples from reference sites, respectively.

Scientific Investigations Report↗
USGS2010

Hydrology of Eagle Creek Basin and effects of groundwater pumping on streamflow, 1969-2009

Urban and resort development and drought conditions have placed increasing demands on the surface-water and groundwater resources of the Eagle Creek Basin, in southcentral New Mexico. The Village of Ruidoso, New Mexico, obtains 60-70 percent of its water from the Eagle Creek Basin. The village drilled four production wells on Forest Service land along North Fork Eagle Creek; three of the four wells were put into service in 1988 and remain in use. Local citizens have raised questions as to the effects of North Fork well pumping on flow in Eagle Creek. In response to these concerns, the U.S. Geological Survey, in cooperation with the Village of Ruidoso, conducted a hydrologic investigation from 2007 through 2009 of the potential effect of the North Fork well field on streamflow in North Fork Eagle Creek. Mean annual precipitation for the period of record (1942-2008) at the Ruidoso climate station is 22.21 inches per year with a range from 12.27 inches in 1970 to 34.81 inches in 1965. Base-flow analysis indicates that the 1970-80 mean annual discharge, direct runoff, and base flow were 2,260, 1,440, and 819 acre-ft/yr, respectively, and for 1989-2008 were 1,290, 871, and 417 acre-ft/yr, respectively. These results indicate that mean annual discharge, direct runoff, and base flow were less during the 1989-2008 period than during the 1970-80 period. Mean annual precipitation volume for the study area was estimated to be 12,200 acre-feet. Estimated annual evapotranspiration for the study area ranged from 8,730 to 8,890 acre-feet. Estimated annual basin yield for the study area was 3,390 acre-ft or about 28 percent of precipitation. On the basis of basin-yield computations, annual recharge was estimated to be 1,950 acre-ft, about 16 percent of precipitation. Using a chloride mass-balance method, groundwater recharge over the study area was estimated to average 490 acre-ft, about 4.0 percent of precipitation. Because the North Fork wells began pumping in 1988, 1969-80 represents the pre-groundwater-pumping period, and 1988-2009 represents the groundwater-pumping period. The 5-year moving average for precipitation at the Ruidoso climate station shows years of below-average precipitation during both time periods, but no days of zero flow were recorded for the 11-year period 1970-80 and no-flow days were recorded in 11 of 20 years for the 1988-2009 period. View report for unabridged abstract.

Scientific Investigations Report↗
USGS2022

Chew-cards can accurately index invasive rat densities in Mariana Island forests

Rats ( Rattus spp.) are likely established on 80–90% of the world’s islands and represent one of the most damaging and expensive biological invaders. Effective rat control tools exist but require accurate population density estimates or indices to inform treatment timing and effort and to assess treatment efficacy. Capture-mark-recapture data are frequently used to produce robust density estimates, but collecting these data can be expensive, time-consuming, and labor-intensive. We tested a potentially cheaper and easier alternative, chew-cards, as a count-based (quantitative) index of invasive rat densities in tropical forests in the Mariana Islands, an archipelago in the western North Pacific Ocean. We trialed chew-cards in nine forest grids on two Mariana Islands by comparing the proportion of cards chewed to capture-mark-recapture density estimates and manipulated rat densities to test whether the relationship was retained. Chew-card counts were positively correlated with rat capture-mark-recapture density estimates across a range of rat densities found in the region. Additionally, the correlation between the two sampling methods increased with the number of days chew-cards were deployed. Specifically, when chew-cards were deployed for five nights, a 10% increase in the proportion of cards chewed equated to an estimated increase in rat density of approximately 2.4 individuals per ha (R 2 = 0.74). Chew-cards can provide a valid index of rat densities in Mariana Island forests and are a cheaper alternative to capture-mark-recapture sampling when relative differences in density are of primary interest. New cost-effective monitoring tools can enhance our understanding and management of invaded islands while stretching limited resources further than some conventional approaches, thus improving invasive species management on islands.

NeoBiota↗
USGS2017

Novel, continuous monitoring of fine‐scale movement using fixed‐position radiotelemetry arrays and random forest location fingerprinting

Radio‐tag signals from fixed‐position antennas are most often used to indicate presence or absence of individuals, or to estimate individual activity levels from signal strength variation within an antenna's detection zone. The potential of such systems to provide more precise information on tag location and movement has not been explored in great detail in an ecological setting. By reversing the roles that transmitters and receivers play in localization methods common to the telecommunications industry, we present a new telemetric tool for accurately estimating the location of tagged individuals from received signal strength values. The methods used to characterize the study area in terms of received signal strength are described, as is the random forest model used for localization. The resulting method is then validated using test data before being applied to true data collected from tagged individuals in the study site. Application of the localization method to test data withheld from the learning dataset indicated a low average error over the entire study area (<1 m), whereas application of the localization method to real data produced highly probable results consistent with field observations. This telemetric approach provided detailed movement data for tagged fish along a single axis (a migratory path) and is particularly useful for monitoring passage along migratory routes. The new methods applied in this study can also be expanded to include multiple axes ( x , y , z ) and multiple environments (aquatic and terrestrial) for remotely monitoring wildlife movement.

New York↗
USGS1997

Tracing hydrologic pathways at the Panola Mountain Research Watershed, Georgia, USA

An analysis of Cl- concentrations and fluxes at the Panola Mountain Research Watershed indicates that Cl- may be effectively used to differentiate "new" and "old" water flow through the hillslope and their respective contributions to streamwater. Rainfall and throughfall, the "new" water inputs, are marked by low Cl- concentrations (<15 ??eq l-1). Stormwater moves rapidly to depth along preferred pathways in a deciduous forest hillslope, as evidenced by low concentrations (<20 ??eq l-1) in mobile soil water from zero-tension stainless-steel pan lysimeters. "Old" waters, matrix soil waters and groundwater, typically have high concentrations (>20 ??eq l-1). Timing of soil water transport is not sufficiently rapid to suggest that soil water from the hillslope contributes to streamwater for an individual rainstorm. The source of streamflow, therefore, must be a combination of channel interception, runoff from near-channel areas, and runoff from a 3-ha bedrock outcrop in the headwaters. Groundwater contribution to streamflow was estimated using Cl- concentrations of throughfall and groundwater as the two end members for a two-component hydrograph separation. For the study period, groundwater contributed 79% of the runoff and from 1985 to 1995, contributed 75% of the runoff. Rainfall was the source of 45% of the Cl- flux from the watershed in the long term; the remaining Cl- is hypothesized to be derived from dry deposition, consistent with the enrichment noted for throughfall. At peak flow during individual rainstorms, "new" water can contribute 95% of the runoff.

IAHS-AISH Publication↗
USGS1997

Tracing hydrologic pathways at the Panola Mountain research watershed, Georgia, USA

An analysis of Cl- concentrations and fluxes at the Panola Mountain Research Watershed indicates that Cl- may be effectively used to differentiate 'new' and 'old' water flow through the hillslope and their respective contributions to streamwater. Rainfall and throughfall, the 'new' water inputs, are marked by low Cl- concentrations (15 ??eq 1-1). Stormwater moves rapidly to depth along preferred pathways in a deciduous forest hillslope, as evidenced by low concentrations (20 ??eq 1-1) in mobile soil water from zero-tension stainless-steel pan lysimeters. 'Old' waters, matrix soil waters and groundwater, typically have high concentrations (20 ??eq 1-1). Timing of soil water transport is not sufficiently rapid to suggest that soil water from the hillslope contributes to streamwater for an individual rainstorm. The source of streamflow, therefore, must be a combination of channel interception, runoff from near-channel areas, and runoff from a 3-ha bedrock outcrop in the headwaters. Groundwater contribution to streamflow was estimated using Cl- concentrations of throughfall and groundwater as the two end members for a two-component hydrograph separation. For the study period, groundwater contributed 79% of the runoff and from 1985 to 1995, contributed 75% of the runoff. Rainfall was the source of 45% of the Cl- flux from the watershed in the long term; the remaining Cl- is hypothesized to be derived from dry deposition, consistent with the enrichment noted for throughfall. At peak flow during individual rainstorms, 'new' water can contribute 95% of the runoff.

Hydrochemistry. Proc. international symposium, Rab↗
USGS2006

LANDFIRE: Collaboration for National Fire Fuel Assessment

The implementation of national fire management policies, such as the National Fire Plan and the Healthy Forest Restoration Act, requires geospatial data of vegetation types and structure, wildland fuels, fire risks, and ecosystem fire regime conditions. Presently, no such data sets are available that can meet these requirements. As a result, the U.S. Department of Agriculture (USDA) Forest Service and the Department of the Interior's land management bureaus (Bureau of Indian Affairs (BIA), Bureau of Land Management (BLM), Fish and Wildlife Service (FWS), and National Park Service (NPS)) have jointly sponsored LANDFIRE, a new research and development project. The primary objective of the project is to develop an integrated and repeatable methodology and produce vegetation, fire, and ecosystem information and predictive models for cost-effective national land management applications. The project is conducted collaboratively by the U.S. Geological Survey (USGS), the USDA Forest Service, and The Nature Conservancy.

Fact Sheet↗
USGS1998

Tracing hydrologic pathways using chloride at the Panola mountain research watershed, Georgia, USA

An analysis of chloride (Cl-) concentrations and fluxes at the 41 ha Panola Mountain Research Watershed indicates that Cl- may be used effectively to differentiate 'new' and 'old' water flow through the hillslope and their respective contributions to streamwater. Rainfall and throughfall, the 'new' water inputs, are marked by low Cl- concentrations (<15 ??eq L-1). Stormwater moves rapidly to depth along preferred pathways in a deciduous forest hillslope, as evidenced by low Cl- concentrations (<20 ??eq L-1) in mobile soil water from zero-tension stainless-steel pan lysimeters. 'Old' waters, matrix soil waters and groundwater, typically have high Cl- concentrations (>30 ??eq L-1). Timing of soil water transport is not sufficiently rapid to suggest that soil water from this hillslope site (20 m from the stream) contributes to streamwater during individual rainstorms. The source of streamflow, therefore, must be a combination of channel interception, overland flow and soil water from nearchannel areas, and run off from a 3 ha bedrock outcrop in the headwaters Groundwater contribution to streamflow was estimated using Cl- concentrations of throughfall and groundwater as the two end members for a two-component hydrograph separation. For the study period, groundwater contributed 79% of the streamflow and from 1985 to 1995, contributed 75% of the streamflow. Rainfall was the source of 45% of the Cl- flux from the watershed in the long term; the remaining Cl- is hypothesized to be derived from dry deposition, consistent with the enrichment noted for throughfall. At peak flow during individual rainstorms, 'new' water can contribute 95% of the runoff.

Water, Air, & Soil Pollution↗
USGS2022

Distribution and demography of Southwestern Willow Flycatchers in San Diego County, 2015–19

We surveyed for Southwestern Willow Flycatchers ( Empidonax traillii extimus ; flycatcher) at 33 locations along multiple drainages in San Diego County, including portions of Agua Hedionda Creek, Cottonwood Creek, Escondido Creek, Los Penasquitos Creek, Otay River, San Diego River, San Dieguito River, San Luis Rey River, Sweetwater River, and Tijuana River. Resident flycatchers were only found on two drainages in San Diego County, at San Dieguito and San Luis Rey Rivers, with 99 percent occurring on the San Luis Rey River. Resident flycatchers were detected at 18 percent of survey locations (Bonsall, Cleveland National Forest, Rey River Ranch, San Dieguito, and Vista Irrigation District [VID], and VID Lake Henshaw). Resident flycatchers were documented for the first time at Lake Henshaw, the only new location surveyed that supported flycatchers. We detected a minimum of 80 resident flycatchers from 2015 to 2019, most of these were upstream and downstream from Lake Henshaw. Transient flycatchers were found at 42 percent of survey locations; 38 transient individuals were detected at Agua Hedionda Creek, Otay River, San Diego River, San Dieguito River, and the San Luis Rey River. Over the course of this study, 11 locations historically occupied by resident flycatchers were resurveyed; only 5 were found to have resident flycatchers: (1) Bonsall, (2) Cleveland National Forest, (3) Rey River Ranch, (4) San Dieguito, and (5) Vista Irrigation District. The number of resident flycatchers declined from previous high counts at all five locations. Collectively, the number of resident flycatcher territories within the historically occupied area of the upper San Luis Rey River downstream from Lake Henshaw (Cleveland National Forest, Rey River Ranch, and Vista Irrigation District) declined 71 percent between 1999 (48) and 2019 (14); 42 percent of the decline occurred between 1999 and 2016, with an additional decline (50 percent) occurring between 2016 and 2019. In 2016, the distribution of flycatcher territories at the historically occupied area of the upper San Luis Rey River changed relative to the distribution in 1999: the proportion of territories at Cleveland National Forest and Rey River Ranch decreased to 36 percent each, while Vista Irrigation District increased to 29 percent, creating a more equal distribution of territories across the historically occupied area. By 2019, the distribution changed relative to 2016, with most of the territories spread equally between Cleveland National Forest and Rey River Ranch (43 percent each), while the proportion of territories at Vista Irrigation District declined to 14 percent. During countywide surveys, we documented the dispersal of two natal banded flycatchers; both were females that were originally banded as nestlings at Marine Corps Base Camp Pendleton and were seen for the first time as breeding adults. One of the females dispersed to San Dieguito, a distance of 41 kilometers, and a second female dispersed to Cleveland National Forest, a distance of 55 kilometers. We also documented the within-season movement of a uniquely banded male that was seen at the beginning of the 2017 breeding season at Bonsall and was later documented at San Dieguito, a movement distance of 31 kilometers. We completed nest monitoring activities along the upper San Luis Rey River near Lake Henshaw in Santa Ysabel, California from 2016 to 2019. Monitoring occurred at three locations: (1) Cleveland National Forest, (2) Rey River Ranch, and (3) Vista Irrigation District, collectively the upper San Luis Rey River monitoring area. The number of flycatcher territories monitored each year ranged from 14 to 27. We observed polygynous pairings (one male paired with multiple females) in all years, with the lowest rate of polygyny (number of polygynous pairs/total number of pairs) observed in 2016 (10 percent) and the highest in 2017 (70 percent). The proportion of paired males that were polygynous ranged from 5 to 54 percent between 2016 and 2019. We monitored the nesting activity of 14–27 pairs annually during the course of the study. Most of the first nesting attempts were initiated during late May and early June. We monitored 18–41 Southwestern Willow Flycatcher nests per year from 2016 to 2019. Apparent nest success ranged from 11 to 37 percent and differed significantly by year, with higher success in 2016 and 2017 compared to 2018 and 2019. Predation was the presumed to be the primary source of nest failure, with 63–84 percent of failures annually attributed to predation. Although none of the failures were attributed to Brown-headed cowbird ( Molothrus ater ) parasitism, 4–27 percent of nests were parasitized annually from 2016 to 2019, with increased parasitism rates observed in 2018 and 2019 compared to 2016 and 2017. We “rescued” 11 parasitized nests between 2016 and 2019 by removing cowbird eggs; if those nests had been allowed to fail, apparent nest success would have been up to 45 percent lower annually. Flycatcher egg clutch size ranged from 2.8±0.8 to 3.1±0.8 annually and did not vary significantly between years. The number of fledglings per pair ranged from 0.5±1.0 to 1.6±1.5 annually from 2016 to 2019. There was a significant difference in the number of young fledged per pair between years, with pairs in 2016 producing more than three times the number of fledglings compared to 2019. The percent of pairs fledging at least one young ranged from 18 to 62 percent annually but did not vary significantly by year. Analysis of flycatcher daily nest survival rates suggested that both early and late winter precipitation influenced nest survival, with increases in early winter precipitation positively influencing nest survival and later winter precipitation negatively influencing nest survival. The second-best supported model included year, with the lowest daily nest survival occurring in 2018 and 2019. A total of 119 flycatchers were newly banded over the course of this study; 36 adult flycatchers were banded with a unique color combination, and 83 nestlings (57 of which survived to fledging) were banded with a single band on the left or right leg. In addition, two adults that were banded before 2015 were observed in the monitoring area. Between 2015 and 2019, we accumulated 94 resights of 49 individual color-banded adult flycatchers that ranged in age from 1 to 8 years old. Banding allowed us to examine differences in annual survivorship among flycatchers of different ages and sexes. We estimated annual survivorship of adult males to be 69±7 percent, which is higher than estimates of female survivorship (45±10 percent). Annual survivorship of first-year flycatchers ranged from 24 to 41 percent, which is roughly half the estimates calculated for adult flycatchers (52–75 percent). We found no evidence that precipitation in the previous breeding year had an effect on flycatcher survival. We were also able to observe dispersal and movement among adults and first-year flycatchers. Average first-year dispersal distance was 3.1±2.6 kilometers, with the longest dispersal (8.5 kilometers) by a natal female dispersing from the monitoring area to Lake Henshaw. Of the first-year flycatchers, 65 percent returned to the monitoring area to establish an adult breeding territory, while the remaining 35 percent dispersed to Lake Henshaw. Territory fidelity among adult flycatchers was high with 69±13 percent of returning adults occupying the same territory (or within 100 meters) from the previous year. There was no significant difference in territory fidelity between males and females, or across years. Nesting success in the previous year appeared to be a strong driver of territory fidelity, with adults more likely to return to the same territory following years when they successfully fledged young. The average between-year movement for returning adult flycatchers was 0.5±0.8 km. We documented the movement of two adult males from the monitoring area to Lake Henshaw. Between-year movement distances did not differ by sex or year. Resident flycatchers in the upper San Luis Rey River monitoring area used five habitat types from 2016 to 2019: (1) willow-oak, (2) willow-ash, (3) oak-sycamore, (4) mixed willow riparian, and (5) willow-sycamore, with willow-oak the most commonly used habitat type. The most commonly recorded dominant species at flycatcher territories included coast live oak ( Quercus agrifolia ), red or arroyo willow ( Salix laevigata or Salix lasiolepis ), California sycamore ( Platanus racemosa ), and velvet ash ( Fraxinus velutina ). In 2018, we anecdotally began to observe dead and dying oaks in the monitoring area, which we believe to be the result of goldspotted oak borer ( Agrilus auroguttatus ) infestation. At the conclusion of this study, we investigated the overall change in normalized difference vegetation index (NDVI) in flycatcher territories within the monitoring area. The greatest negative change in NDVI occurred in territories closest to Lake Henshaw, and many of the affected territories were no longer occupied in the later years of the study. Flycatchers used 13 plant species for nesting at the monitoring area from 2016 to 2019; 70 percent of all nests were placed in coast live oak. None of the nest characteristics including host height, nest height, distance to the edge of the host, or distance to the edge of the vegetation clump where the nest was placed differed between years. In 2016, successful nests were placed higher than unsuccessful nests; no other within-year differences were observed.

California↗
USGS2026

New methods provide a 300–year perspective on modern area burned in two wilderness areas of the southwest United States

Climate change, expanding human ignitions, and increased fuels from fire exclusion are driving increases in area burned and fire severity in dry conifer forests of the western United States. Increasing area burned is occurring against the backdrop of a large fire deficit caused by over a century of fire exclusion. A key land management question is whether historically frequent fire regimes can be restored. Accurate estimates of historical annual area burned (prior to circa 1900) are necessary to evaluate modern area burned (after circa 1900), but are difficult to derive, and have rarely been calibrated or validated against modern fires, leaving their accuracy uncertain. We developed new methods to use tree-ring fire scars to reconstruct historical annual area burned and compare it to modern annual area burned. We focused on two southwestern US wilderness areas—Saguaro National Park (SAGU) and the Gila Wilderness (GILA)—that have a long history of using prescribed and managed fires. The abundant modern low- and moderate-severity fires allowed us to (1) calibrate and validate the fire-scar models against mapped fires to derive the first uncertainty estimates of reconstructed annual area burned and (2) test whether active fire management can help restore annual area burned to historical levels. A multi-model ensemble consisting of 10 individual member models accurately estimated area burned of mapped modern fires with no consistent biases. Each member model had distinct strengths and assumptions that made them suitable for specific applications (e.g., the synchrony model is easily applied, and Thiessen polygons provide spatially explicit area burned estimates). The accurate reconstruction of modern area burned from relatively sparse fire-scar data at GILA suggests that dense grids may not be necessary for accurate reconstructions. Our findings reveal that despite the near absence of fire in the early 20th century, both annual and 20-year sums of area burned in recent decades are back within historical levels at GILA, and trending toward historical levels at SAGU. These results demonstrate that fire management can help restore the historically prevalent, ecologically important process of widespread, frequent, low-to-moderate-severity fire in dry conifer forests.

Arizona, New Mexico↗