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• 111. [Article] Spatial and Temporal Variability of Glacier Melt in the McMurdo Dry Valleys, Antarctica

  In the McMurdo Dry Valleys, Victoria Land, East Antarctica, melting of glacial ice is the primary source of water to streams, lakes, and associated ecosystems. To better understand meltwater production, ...

  Citation × Citation Citation Abstract Copy Title: Spatial and Temporal Variability of Glacier Melt in the McMurdo Dry Valleys, Antarctica Author: Hoffman, Matthew James Year: 2011 In the McMurdo Dry Valleys, Victoria Land, East Antarctica, melting of glacial ice is the primary source of water to streams, lakes, and associated ecosystems. To better understand meltwater production, three hypotheses are tested: 1) that small changes in the surface energy balance on these glaciers will result in large changes in melt, 2) that subsurface melt does not contribute significantly to runoff, and 3) that melt from 25-m high terminal cliffs is the dominant source of baseflow during cold periods. These hypotheses were investigated using a surface energy balance model applied to the glaciers of Taylor Valley using 14 years of meteorological data and calibrated to ablation measurements. Inclusion of transmission of solar radiation into the ice through a source term in a one-dimensional heat transfer equation was necessary to accurately model summer ablation and ice temperatures. Results showed good correspondence between calculated and measured ablation and ice temperatures over the 14 years using both daily and hourly time steps, but an hourly time step allowed resolution of short duration melt events and melt within the upper 15 cm of the ice. Resolution of short duration melt events was not important for properly resolving seasonal ablation totals. Across the smooth surfaces of the glaciers, ablation was dominated by sublimation and melting was rare. Above freezing air temperatures did not necessarily result in melt, and low wind speed was important for melt initiation. According to the model, subsurface melt between 5 and 15 cm depth was extensive and lasted for up to six weeks in some summers. The model was better able to predict ablation if some subsurface melt was assumed to drain, lowering ice density, consistent with observations of a low density weathering crust that forms over the course of the summer on Dry Valley glaciers. In extreme summers, drainage of subsurface melt may have contributed up to half of the observed surface lowering through reduction of ice density and possibly through collapse of highly weathered ice. When applied spatially, the model successfully predicted proglacial streamflow at seasonal and daily time scales. This was despite omitting a routing scheme, and instead assuming that all melt generated exits the glacier on the same day, suggesting refreezing is not substantial. Including subsurface melt as runoff improved predictions of runoff volume and timing, particularly for the recession of large flood peaks. Because overland flow was rarely observed over much of these glaciers, these model results suggest that runoff may be predominantly transported beneath the surface in a partially melted permeable layer of weathered ice. According to the model, topographic basins, particularly the low albedo basin floors, played a prominent role in runoff production. Smooth glacier surfaces exhibited low melt rates, but were important during high melt conditions due to their large surface area. Estimated runoff contributions from cliffs and cryoconite holes was somewhat smaller than suggested in previous studies. Spatial and temporal variability in albedo due to snow and debris played a dominant role in flow variations between streams and seasons. In general, the model supported the existing assumption that snowmelt is insignificant, but in extreme melt years snowmelt in the accumulation area may contribute significantly to runoff in some locations. Title: Spatial and Temporal Variability of Glacier Melt in the McMurdo Dry Valleys, Antarctica Author: Hoffman, Matthew James Year: 2011 In the McMurdo Dry Valleys, Victoria Land, East Antarctica, melting of glacial ice is the primary source of water to streams, lakes, and associated ecosystems. To better understand meltwater production, three hypotheses are tested: 1) that small changes in the surface energy balance on these glaciers will result in large changes in melt, 2) that subsurface melt does not contribute significantly to runoff, and 3) that melt from 25-m high terminal cliffs is the dominant source of baseflow during cold periods. These hypotheses were investigated using a surface energy balance model applied to the glaciers of Taylor Valley using 14 years of meteorological data and calibrated to ablation measurements. Inclusion of transmission of solar radiation into the ice through a source term in a one-dimensional heat transfer equation was necessary to accurately model summer ablation and ice temperatures. Results showed good correspondence between calculated and measured ablation and ice temperatures over the 14 years using both daily and hourly time steps, but an hourly time step allowed resolution of short duration melt events and melt within the upper 15 cm of the ice. Resolution of short duration melt events was not important for properly resolving seasonal ablation totals. Across the smooth surfaces of the glaciers, ablation was dominated by sublimation and melting was rare. Above freezing air temperatures did not necessarily result in melt, and low wind speed was important for melt initiation. According to the model, subsurface melt between 5 and 15 cm depth was extensive and lasted for up to six weeks in some summers. The model was better able to predict ablation if some subsurface melt was assumed to drain, lowering ice density, consistent with observations of a low density weathering crust that forms over the course of the summer on Dry Valley glaciers. In extreme summers, drainage of subsurface melt may have contributed up to half of the observed surface lowering through reduction of ice density and possibly through collapse of highly weathered ice. When applied spatially, the model successfully predicted proglacial streamflow at seasonal and daily time scales. This was despite omitting a routing scheme, and instead assuming that all melt generated exits the glacier on the same day, suggesting refreezing is not substantial. Including subsurface melt as runoff improved predictions of runoff volume and timing, particularly for the recession of large flood peaks. Because overland flow was rarely observed over much of these glaciers, these model results suggest that runoff may be predominantly transported beneath the surface in a partially melted permeable layer of weathered ice. According to the model, topographic basins, particularly the low albedo basin floors, played a prominent role in runoff production. Smooth glacier surfaces exhibited low melt rates, but were important during high melt conditions due to their large surface area. Estimated runoff contributions from cliffs and cryoconite holes was somewhat smaller than suggested in previous studies. Spatial and temporal variability in albedo due to snow and debris played a dominant role in flow variations between streams and seasons. In general, the model supported the existing assumption that snowmelt is insignificant, but in extreme melt years snowmelt in the accumulation area may contribute significantly to runoff in some locations. Close

• 112. [Article] Particle Trapping in Stratified Estuaries - Definition of a Parameter Space

  Estuarine turbidity maxima (ETM) retain suspended particulate matter (SPM) through advection, settling, aggregation and non-linearities in bed processes. This contribution defines for the first time a ...

  Citation × Citation Citation Abstract Copy Title: Particle Trapping in Stratified Estuaries - Definition of a Parameter Space Author: Jay, David A., Orton, Philip M., Chisholm, Thomas A., Wilson, Douglas J., Fain, Annika M., McGinity, John Year: 2003 Estuarine turbidity maxima (ETM) retain suspended particulate matter (SPM) through advection, settling, aggregation and non-linearities in bed processes. This contribution defines for the first time a parameter space descriptive of ETM water-column particle trapping processes through a scaling analysis of the local and integral SPM balances. In the absence of long-term deposition, there are five primary parameters for the large particles or aggregates that are typically trapped. Rouse number P, the ratio of settling velocity WS of the SPM relative to the shear velocity U*, describes the material trapped in the ETM in terms of the local vertical balance between vertical mixing and aggregate settling. Advection number A= P ΔU/UT scales the landward transport of SPM by tidal and mean flow processes in terms of flood-ebb velocity difference (ΔU) and maximum tidal current (UT). Supply number SR = P UR/UT defines SPM supply and removal (UR is river flow). Changes in the estuarine inventory of SPM are described in terms of a Trapping Efficiency E, a ratio of peak ETM concentration to fluvial or marine supply concentration. The effects of aggregation in the integral dynamic balance are quantified by a Floc number F that describes the tendency of aggregates to form through shear-driven collisions. This study uses observations from two strongly advective systems (the Columbia and Fraser Rivers) plus literature values from 13 other estuaries to illustrate the applicability of the above scaling. The primary question investigated is the relationship of trapping efficiency E and Floc number F to other parameters, especially river flow (expressed in terms of supply number SR). The strongest SPM trapping (high E) occurs in mid-ETM, where A ~0. The extreme high flows observed in the Fraser River estuary show how ETM trapping becomes ineffective as the estuary length contracts to one tidal excursion or less (limit of high SR). Use of data from all 15 estuaries shows that there is a strong trend toward more efficient trapping for low SR. E and F are positively correlated, so that aggregation becomes more prominent in systems with weak to moderate river flow. Examination of tidal monthly and seasonal particle properties at four closely-spaced moorings in the Columbia emphasize the importance of strong ETM gradients – particle properties are diverse even when the hydrodynamic regime is apparently similar. Finally, scaling variables and data are combined to express ETM properties in terms of U*, UR and UT.. Title: Particle Trapping in Stratified Estuaries - Definition of a Parameter Space Author: Jay, David A., Orton, Philip M., Chisholm, Thomas A., Wilson, Douglas J., Fain, Annika M., McGinity, John Year: 2003 Estuarine turbidity maxima (ETM) retain suspended particulate matter (SPM) through advection, settling, aggregation and non-linearities in bed processes. This contribution defines for the first time a parameter space descriptive of ETM water-column particle trapping processes through a scaling analysis of the local and integral SPM balances. In the absence of long-term deposition, there are five primary parameters for the large particles or aggregates that are typically trapped. Rouse number P, the ratio of settling velocity WS of the SPM relative to the shear velocity U*, describes the material trapped in the ETM in terms of the local vertical balance between vertical mixing and aggregate settling. Advection number A= P ΔU/UT scales the landward transport of SPM by tidal and mean flow processes in terms of flood-ebb velocity difference (ΔU) and maximum tidal current (UT). Supply number SR = P UR/UT defines SPM supply and removal (UR is river flow). Changes in the estuarine inventory of SPM are described in terms of a Trapping Efficiency E, a ratio of peak ETM concentration to fluvial or marine supply concentration. The effects of aggregation in the integral dynamic balance are quantified by a Floc number F that describes the tendency of aggregates to form through shear-driven collisions. This study uses observations from two strongly advective systems (the Columbia and Fraser Rivers) plus literature values from 13 other estuaries to illustrate the applicability of the above scaling. The primary question investigated is the relationship of trapping efficiency E and Floc number F to other parameters, especially river flow (expressed in terms of supply number SR). The strongest SPM trapping (high E) occurs in mid-ETM, where A ~0. The extreme high flows observed in the Fraser River estuary show how ETM trapping becomes ineffective as the estuary length contracts to one tidal excursion or less (limit of high SR). Use of data from all 15 estuaries shows that there is a strong trend toward more efficient trapping for low SR. E and F are positively correlated, so that aggregation becomes more prominent in systems with weak to moderate river flow. Examination of tidal monthly and seasonal particle properties at four closely-spaced moorings in the Columbia emphasize the importance of strong ETM gradients – particle properties are diverse even when the hydrodynamic regime is apparently similar. Finally, scaling variables and data are combined to express ETM properties in terms of U*, UR and UT.. Close

• 113. [Article] Field Geology and Petrologic Investigation of the Strawberry Volcanics, Northeast Oregon

  The Strawberry Volcanics of Northeast Oregon are a group of geochemically related lavas with a diverse chemical range (basalt to rhyolite) that erupted between 16.2 and 12.5 Ma and co-erupted with the ...

  Citation × Citation Citation Abstract Copy Title: Field Geology and Petrologic Investigation of the Strawberry Volcanics, Northeast Oregon Author: Steiner, Arron Richard Year: 2016 The Strawberry Volcanics of Northeast Oregon are a group of geochemically related lavas with a diverse chemical range (basalt to rhyolite) that erupted between 16.2 and 12.5 Ma and co-erupted with the large, (~200,000 km3) Middle Miocene tholeiitic lavas of the Columbia River Basalt Group (CRBG), which erupted near and geographically surround the Strawberry Volcanics. The rhyolitic lavas of the Strawberry Volcanics produced the oldest 40Ar/39Ar ages measured in this study with ages ranging from 16.2 Ma to 14.6 Ma, and have an estimated total erupted volume of 100 km3. The mafic and intermediate lavas of the Strawberry Volcanics include both tholeiitic and calc-alkaline compositions; calc-alkaline andesite is the dominant type by volume. 40Ar/39Ar ages of the mafic and intermediate lava flows range from 15.6 Ma to 12.5 Ma, and volume estimates of the intermediate lavas are approximately 1,100 km3. The magmas that gave rise to the Strawberry Volcanics traveled to the surface through numerous dikes, some of which have been exposed at the surface and supplied lava to fissure – style eruptions and/or shield volcanoes. Herein, we show that the Strawberry Volcanics are related to the CRBG in both time and space and share a chemical affinity, specifically to the Steens Basalt. Chemical similarities are observed in normalized trace element patterns, selected trace element ratios, and radiogenic isotopes. Comparison of the Strawberry Volcanic rhyolites to the other Middle Miocene rhyolites of eastern Oregon associated with the initiation of the Yellowstone – Snake River mantle plume reveals similar eruption ages, trace element compositions, including the rare earth elements (REEs), and "A-type" rhyolite characteristics. These data suggest that the Strawberry Volcanics are part of the regional volcanism (basalt to rhyolite) of the Columbia River Basalt Province. The petrogenesis of the Strawberry Volcanics can be explained as follows: 1) The tholeiitic, intermediate magmas were produced by fractional crystallization of mafic magmas, which have a commonality with the surrounding Columbia River Basalt Group; 2) The calc-alkaline magmas are a result of mixing between tholeiitic basalt, rhyolite, and crust. The arc-like signature of the calc-alkaline lavas (elevated large ion lithophiles) is a result of both the melting source region and the end-members with which the mafic magmas mixed/contaminated. Other authors have produced similar findings from within the Basin and Range/Oregon-Idaho graben and CRB province. The difference at the Strawberry Volcanics is that there is no need for a primitive calc-alkaline magma or extensive fractional crystallization to generate the calc-alkaline andesites. Alternatively, the calc-alkaline magmas of the Strawberry Volcanics were generated by a more primitive tholeiitic magma than erupted at the surface, which interacted with crustal melts and assimilated crustal lithologies from the complex zone of assimilated terranes that make up the basement of eastern Oregon. Title: Field Geology and Petrologic Investigation of the Strawberry Volcanics, Northeast Oregon Author: Steiner, Arron Richard Year: 2016 The Strawberry Volcanics of Northeast Oregon are a group of geochemically related lavas with a diverse chemical range (basalt to rhyolite) that erupted between 16.2 and 12.5 Ma and co-erupted with the large, (~200,000 km3) Middle Miocene tholeiitic lavas of the Columbia River Basalt Group (CRBG), which erupted near and geographically surround the Strawberry Volcanics. The rhyolitic lavas of the Strawberry Volcanics produced the oldest 40Ar/39Ar ages measured in this study with ages ranging from 16.2 Ma to 14.6 Ma, and have an estimated total erupted volume of 100 km3. The mafic and intermediate lavas of the Strawberry Volcanics include both tholeiitic and calc-alkaline compositions; calc-alkaline andesite is the dominant type by volume. 40Ar/39Ar ages of the mafic and intermediate lava flows range from 15.6 Ma to 12.5 Ma, and volume estimates of the intermediate lavas are approximately 1,100 km3. The magmas that gave rise to the Strawberry Volcanics traveled to the surface through numerous dikes, some of which have been exposed at the surface and supplied lava to fissure – style eruptions and/or shield volcanoes. Herein, we show that the Strawberry Volcanics are related to the CRBG in both time and space and share a chemical affinity, specifically to the Steens Basalt. Chemical similarities are observed in normalized trace element patterns, selected trace element ratios, and radiogenic isotopes. Comparison of the Strawberry Volcanic rhyolites to the other Middle Miocene rhyolites of eastern Oregon associated with the initiation of the Yellowstone – Snake River mantle plume reveals similar eruption ages, trace element compositions, including the rare earth elements (REEs), and "A-type" rhyolite characteristics. These data suggest that the Strawberry Volcanics are part of the regional volcanism (basalt to rhyolite) of the Columbia River Basalt Province. The petrogenesis of the Strawberry Volcanics can be explained as follows: 1) The tholeiitic, intermediate magmas were produced by fractional crystallization of mafic magmas, which have a commonality with the surrounding Columbia River Basalt Group; 2) The calc-alkaline magmas are a result of mixing between tholeiitic basalt, rhyolite, and crust. The arc-like signature of the calc-alkaline lavas (elevated large ion lithophiles) is a result of both the melting source region and the end-members with which the mafic magmas mixed/contaminated. Other authors have produced similar findings from within the Basin and Range/Oregon-Idaho graben and CRB province. The difference at the Strawberry Volcanics is that there is no need for a primitive calc-alkaline magma or extensive fractional crystallization to generate the calc-alkaline andesites. Alternatively, the calc-alkaline magmas of the Strawberry Volcanics were generated by a more primitive tholeiitic magma than erupted at the surface, which interacted with crustal melts and assimilated crustal lithologies from the complex zone of assimilated terranes that make up the basement of eastern Oregon. Close

• 114. [Article] Large-Scale Fluidization Features from Late Holocene Coseismic Paleoliquefaction in the Willamette River Forearc Valley, Central Cascadia Subduction Zone, Oregon, USA

  A search of Willamette River cutbanks was conducted for the presence of late Holocene paleoli-quefaction records in the Willamette forearc valley, located 175 ± 25 km landward from the buried trench in ...

  Citation × Citation Citation Abstract Copy Title: Large-Scale Fluidization Features from Late Holocene Coseismic Paleoliquefaction in the Willamette River Forearc Valley, Central Cascadia Subduction Zone, Oregon, USA Author: Peterson, Curt D., Kristensen, Kurt, Minor, Rick Year: 2014 A search of Willamette River cutbanks was conducted for the presence of late Holocene paleoli-quefaction records in the Willamette forearc valley, located 175 ± 25 km landward from the buried trench in the central Cascadia subduction zone. A search of Willamette River cutbanks was conducted for the presence of late Holocene paleoli-quefaction records in the Willamette forearc valley, located 175 ± 25 km landward from the buried trench in the central Cascadia subduction zone. Eight cutbank sites are reported that show evidence of large-scale fluidization features (≥10 cm width) including clastic sand dikes and intruded sand sills in Holocene overbank mud deposits. The targeted alluvial sequences, and hosted paleoliquefaction records, are of late Holocene age, as based on radiocarbon dating, flood silt thickness (≤4 m thickness), and minimal consolidation of dike sand (~1.5 ± 0.5 kg·cm-2 unconfined compressive strength). Two of the paleoliquefaction sites, which are separated by 150 km distance, overlap in age (175 - 500 yr BP) with the last great megathrust rupture (Mw 8.5 - 9.0) in the Cascadia margin, dated at AD 1700. The scarcity of exposed late Holocene paleoliquefaction sites in the Willamette River cutbanks motivated subsurface searches for thick basal sand deposits and overlying fluidization features, using floodplain geomorphological analyses, ground penetrating radar, and remote pole-camera scans of deep trench walls (3 - 4 m depth). The onset of large-scale fluidization features occurred in overbank mud deposits (2 - 3 m thickness) above unconsolidated sand bodies (≥2 m thickness) with unconfined compressive strengths of ~1.5 ± 0.5 kg·cm-2. We recommend geomorphically-targeted subsurface explorations rather than traditional cutbank searches for evidence of coseismic paleoliquefaction in high-gradient river valley systems. Title: Large-Scale Fluidization Features from Late Holocene Coseismic Paleoliquefaction in the Willamette River Forearc Valley, Central Cascadia Subduction Zone, Oregon, USA Author: Peterson, Curt D., Kristensen, Kurt, Minor, Rick Year: 2014 A search of Willamette River cutbanks was conducted for the presence of late Holocene paleoli-quefaction records in the Willamette forearc valley, located 175 ± 25 km landward from the buried trench in the central Cascadia subduction zone. A search of Willamette River cutbanks was conducted for the presence of late Holocene paleoli-quefaction records in the Willamette forearc valley, located 175 ± 25 km landward from the buried trench in the central Cascadia subduction zone. Eight cutbank sites are reported that show evidence of large-scale fluidization features (≥10 cm width) including clastic sand dikes and intruded sand sills in Holocene overbank mud deposits. The targeted alluvial sequences, and hosted paleoliquefaction records, are of late Holocene age, as based on radiocarbon dating, flood silt thickness (≤4 m thickness), and minimal consolidation of dike sand (~1.5 ± 0.5 kg·cm-2 unconfined compressive strength). Two of the paleoliquefaction sites, which are separated by 150 km distance, overlap in age (175 - 500 yr BP) with the last great megathrust rupture (Mw 8.5 - 9.0) in the Cascadia margin, dated at AD 1700. The scarcity of exposed late Holocene paleoliquefaction sites in the Willamette River cutbanks motivated subsurface searches for thick basal sand deposits and overlying fluidization features, using floodplain geomorphological analyses, ground penetrating radar, and remote pole-camera scans of deep trench walls (3 - 4 m depth). The onset of large-scale fluidization features occurred in overbank mud deposits (2 - 3 m thickness) above unconsolidated sand bodies (≥2 m thickness) with unconfined compressive strengths of ~1.5 ± 0.5 kg·cm-2. We recommend geomorphically-targeted subsurface explorations rather than traditional cutbank searches for evidence of coseismic paleoliquefaction in high-gradient river valley systems. Close

• 115. [Article] Integrating Ecosystem Services, River Restoration and Community: A Case Study at Fisher's Bend

  Natural areas and ecosystem services at the edge of urban areas are threatened by increasing development. This paper examines how community based restoration partnerships can work to identify, protect ...

  Citation × Citation Citation Abstract Copy Title: Integrating Ecosystem Services, River Restoration and Community: A Case Study at Fisher's Bend Author: Carlson, Michael Year: 2011 Natural areas and ecosystem services at the edge of urban areas are threatened by increasing development. This paper examines how community based restoration partnerships can work to identify, protect and restore ecosystem services provided by salmon and our local rivers. Floodplains provide a wide range of ecosystem services to urban and rural communities and we should work collaboratively to protect and restore them. Floodplains are especially valuable and important for salmon recovery. By using a case study, we explore the process and feasibility of restoring off-channel salmon habitat at Fisher's Bend in the lower Clackamas river. A feasibility study was conducted to identify costs, benefits and risks of different design alternatives for the side channel. Hydrology of the river and hydraulics of the site were determined by estimating peak and low flow hydrology then running a HEC-RAS hydraulic model. Results indicate that the river overflows into the side channel near the 2 year recurrence interval. On average there is currently about a 50 % chance each year that the river will enter the side channel. These current flows do not provide much opportunity for juvenile salmon to access the side channel where they can grow and thrive in a protected habitat before their journey to the ocean. Further investigation produced results that indicate 95% of the time from 1959-2009 the river discharge was above 726 cfs from October to June. These results highlight that we will need to excavate about 9 feet from current elevations at the side-channel outlet to gain reasonable assurance of a one foot water depth for good salmon access. This depth will provide access from the river during critical periods when adult and juvenile salmon are seeking refuge from predators and high flood flows in the main channel. Although more design is needed for the inlet and outlet it appears the project is feasible and will meet the objective of providing salmonid access to critical habitat. In closing, I recommend investment in natural area protection and restoration at the edges of the urban growth boundary to maintain valuable ecosystem services provided by river floodplains and salmon. Title: Integrating Ecosystem Services, River Restoration and Community: A Case Study at Fisher's Bend Author: Carlson, Michael Year: 2011 Natural areas and ecosystem services at the edge of urban areas are threatened by increasing development. This paper examines how community based restoration partnerships can work to identify, protect and restore ecosystem services provided by salmon and our local rivers. Floodplains provide a wide range of ecosystem services to urban and rural communities and we should work collaboratively to protect and restore them. Floodplains are especially valuable and important for salmon recovery. By using a case study, we explore the process and feasibility of restoring off-channel salmon habitat at Fisher's Bend in the lower Clackamas river. A feasibility study was conducted to identify costs, benefits and risks of different design alternatives for the side channel. Hydrology of the river and hydraulics of the site were determined by estimating peak and low flow hydrology then running a HEC-RAS hydraulic model. Results indicate that the river overflows into the side channel near the 2 year recurrence interval. On average there is currently about a 50 % chance each year that the river will enter the side channel. These current flows do not provide much opportunity for juvenile salmon to access the side channel where they can grow and thrive in a protected habitat before their journey to the ocean. Further investigation produced results that indicate 95% of the time from 1959-2009 the river discharge was above 726 cfs from October to June. These results highlight that we will need to excavate about 9 feet from current elevations at the side-channel outlet to gain reasonable assurance of a one foot water depth for good salmon access. This depth will provide access from the river during critical periods when adult and juvenile salmon are seeking refuge from predators and high flood flows in the main channel. Although more design is needed for the inlet and outlet it appears the project is feasible and will meet the objective of providing salmonid access to critical habitat. In closing, I recommend investment in natural area protection and restoration at the edges of the urban growth boundary to maintain valuable ecosystem services provided by river floodplains and salmon. Close

• 116. [Article] The Effectiveness of Vertebrate Passage and Prevention Structures: A Study of Boeckman Road in Wilsonville

  One of the most obvious impacts roads have on the natural world is direct mortality to individual animals that attempt to cross roads. A less obvious but likely more important impact of roads on many species ...

  Citation × Citation Citation Abstract Copy Title: The Effectiveness of Vertebrate Passage and Prevention Structures: A Study of Boeckman Road in Wilsonville Author: de Rivera, Catherine E., Bliss-Ketchum, Leslie L. Year: 2010 One of the most obvious impacts roads have on the natural world is direct mortality to individual animals that attempt to cross roads. A less obvious but likely more important impact of roads on many species is habitat fragmentation. The ability for individuals to travel between subpopulations is the key to genetic diversity as well as ultimately the survival of the species. Considering these impacts and management goals to increase habitat connectivity, increased attention has been given to creating road design that reduces wildlife collisions. Most studies, however, have been in other countries or regions and most focus on connectivity for just one or a few species and rarely in urban settings. This study examines the effectiveness of a variety of under-road passage structures for a community of animals in an urban wetland. Wildlife passage was taken into great consideration in the construction of the Boeckman Road Extension, the new road (2006) in Wilsonville, Oregon, examined in this study. As a result it includes a bridge, two box culverts and eleven round concrete culverts to facilitate wildlife passage as well as a mammal fence atop an amphibian/reptile wall. In order to monitor passage use we used a combination of sand-track monitoring and motion-detect cameras. We compared passage structure use to movement in the habitats surrounding the road by monitoring four habitat transects in addition to the passage structures (Road transect). We also conducted tag and release studies targeted to small mammals. Finally, camera data collected in passage structures were compared to camera monitoring at the end of the exclusionary fencing. A total of 26 species were detected in this study, 73% (19) of which were found to be using passage structures. 15% (4) of the identified species were detected on transects but not in passages and 11.5% (3) were detected in locations other than transects or passage structures. The bridge structure provided passage to the highest number of species (16), followed by the 24” and 18” culverts, which had a combined total of 11 species, and lastly the 9x4 culverts, which were flooded, with 2 species detected. Our results indicate that large and medium mammals overall did not use passages less than would be expected based on their local movement in habitats. In pit and Sherman traps sixteen of the 48 small mammals that were captured and tagged were re-caught, but only four of these moved from one transect to another, with two moving away from the road and the other two moving toward and under the road. Of the species detected with cameras at the passage structures and circumventing fencing, excluding small mammals, reptiles and amphibians (139), 19% (33) were found potentially crossing on the road surface. The proportion of deer detected using over-road crossings (23%) is of particular concern for driver safety. The bridge structure provided the greatest passage, in not only frequency of crossings but also species present. When maintenance factors, driver safety and species of greatest concern are included, the higher cost of the bridge structure would likely be even further balanced by the benefits. This study highlights the effectiveness and potential problems (and possible fixes) of some of the passage and prevention structures. Including passage and prevention structures such as these in road design is imperative for habitat connectivity and the need for this becomes even more apparent as Oregon’s native wildlife face an ever increasing urban landscape as well as the potential impacts of climate change. Title: The Effectiveness of Vertebrate Passage and Prevention Structures: A Study of Boeckman Road in Wilsonville Author: de Rivera, Catherine E., Bliss-Ketchum, Leslie L. Year: 2010 One of the most obvious impacts roads have on the natural world is direct mortality to individual animals that attempt to cross roads. A less obvious but likely more important impact of roads on many species is habitat fragmentation. The ability for individuals to travel between subpopulations is the key to genetic diversity as well as ultimately the survival of the species. Considering these impacts and management goals to increase habitat connectivity, increased attention has been given to creating road design that reduces wildlife collisions. Most studies, however, have been in other countries or regions and most focus on connectivity for just one or a few species and rarely in urban settings. This study examines the effectiveness of a variety of under-road passage structures for a community of animals in an urban wetland. Wildlife passage was taken into great consideration in the construction of the Boeckman Road Extension, the new road (2006) in Wilsonville, Oregon, examined in this study. As a result it includes a bridge, two box culverts and eleven round concrete culverts to facilitate wildlife passage as well as a mammal fence atop an amphibian/reptile wall. In order to monitor passage use we used a combination of sand-track monitoring and motion-detect cameras. We compared passage structure use to movement in the habitats surrounding the road by monitoring four habitat transects in addition to the passage structures (Road transect). We also conducted tag and release studies targeted to small mammals. Finally, camera data collected in passage structures were compared to camera monitoring at the end of the exclusionary fencing. A total of 26 species were detected in this study, 73% (19) of which were found to be using passage structures. 15% (4) of the identified species were detected on transects but not in passages and 11.5% (3) were detected in locations other than transects or passage structures. The bridge structure provided passage to the highest number of species (16), followed by the 24” and 18” culverts, which had a combined total of 11 species, and lastly the 9x4 culverts, which were flooded, with 2 species detected. Our results indicate that large and medium mammals overall did not use passages less than would be expected based on their local movement in habitats. In pit and Sherman traps sixteen of the 48 small mammals that were captured and tagged were re-caught, but only four of these moved from one transect to another, with two moving away from the road and the other two moving toward and under the road. Of the species detected with cameras at the passage structures and circumventing fencing, excluding small mammals, reptiles and amphibians (139), 19% (33) were found potentially crossing on the road surface. The proportion of deer detected using over-road crossings (23%) is of particular concern for driver safety. The bridge structure provided the greatest passage, in not only frequency of crossings but also species present. When maintenance factors, driver safety and species of greatest concern are included, the higher cost of the bridge structure would likely be even further balanced by the benefits. This study highlights the effectiveness and potential problems (and possible fixes) of some of the passage and prevention structures. Including passage and prevention structures such as these in road design is imperative for habitat connectivity and the need for this becomes even more apparent as Oregon’s native wildlife face an ever increasing urban landscape as well as the potential impacts of climate change. Close

• 117. [Article] Watershed Response to Climate Change and Fire-Burns in the Upper Umatilla River Basin, USA

  This study analyzed watershed response to climate change and forest fire impacts in the upper Umatilla River Basin (URB), Oregon, using the precipitation runoff modeling system. Ten global climate models ...

  Citation × Citation Citation Abstract Copy Title: Watershed Response to Climate Change and Fire-Burns in the Upper Umatilla River Basin, USA Author: Yazzie, Kimberly Crystal, Chang, Heejun Year: 2017 This study analyzed watershed response to climate change and forest fire impacts in the upper Umatilla River Basin (URB), Oregon, using the precipitation runoff modeling system. Ten global climate models using Coupled Intercomparison Project Phase 5 experiments with Representative Concentration Pathways (RCP) 4.5 and 8.5 were used to simulate the effects of climate and fire-burns on runoff behavior throughout the 21st century. We observed the center timing (CT) of flow, seasonal flows, snow water equivalent (SWE) and basin recharge. In the upper URB, hydrologic regime shifts from a snow-rain-dominated to rain-dominated basin. Ensemble mean CT occurs 27 days earlier in RCP 4.5 and 33 days earlier in RCP 8.5, in comparison to historic conditions (1980s) by the end of the 21st century. After forest cover reduction in the 2080s, CT occurs 35 days earlier in RCP 4.5 and 29 days earlier in RCP 8.5. The difference in mean CT after fire-burns may be due to projected changes in the individual climate model. Winter flow is projected to decline after forest cover reduction in the 2080s by 85% and 72% in RCP 4.5 and RCP 8.5, in comparison to 98% change in ensemble mean winter flows in the 2080s before forest cover reduction. The ratio of ensemble mean snow water equivalent to precipitation substantially decreases by 81% and 91% in the 2050s and 2080s before forest cover reduction and a decrease of 90% in RCP 4.5 and 99% in RCP 8.5 in the 2080s after fire-burns. Mean basin recharge is 10% and 14% lower in the 2080s before fire-burns and after fire-burns, and it decreases by 13% in RCP 4.5 and decreases 22% in RCP 8.5 in the 2080s in comparison to historical conditions. Mixed results for recharge after forest cover reduction suggest that an increase may be due to the size of burned areas, decreased canopy interception and less evaporation occurring at the watershed surface, increasing the potential for infiltration. The effects of fire on the watershed system are strongly indicated by a significant increase in winter seasonal flows and a slight reduction in summer flows. Findings from this study may improve adaptive management of water resources, flood control and the effects of fire on a watershed system. Title: Watershed Response to Climate Change and Fire-Burns in the Upper Umatilla River Basin, USA Author: Yazzie, Kimberly Crystal, Chang, Heejun Year: 2017 This study analyzed watershed response to climate change and forest fire impacts in the upper Umatilla River Basin (URB), Oregon, using the precipitation runoff modeling system. Ten global climate models using Coupled Intercomparison Project Phase 5 experiments with Representative Concentration Pathways (RCP) 4.5 and 8.5 were used to simulate the effects of climate and fire-burns on runoff behavior throughout the 21st century. We observed the center timing (CT) of flow, seasonal flows, snow water equivalent (SWE) and basin recharge. In the upper URB, hydrologic regime shifts from a snow-rain-dominated to rain-dominated basin. Ensemble mean CT occurs 27 days earlier in RCP 4.5 and 33 days earlier in RCP 8.5, in comparison to historic conditions (1980s) by the end of the 21st century. After forest cover reduction in the 2080s, CT occurs 35 days earlier in RCP 4.5 and 29 days earlier in RCP 8.5. The difference in mean CT after fire-burns may be due to projected changes in the individual climate model. Winter flow is projected to decline after forest cover reduction in the 2080s by 85% and 72% in RCP 4.5 and RCP 8.5, in comparison to 98% change in ensemble mean winter flows in the 2080s before forest cover reduction. The ratio of ensemble mean snow water equivalent to precipitation substantially decreases by 81% and 91% in the 2050s and 2080s before forest cover reduction and a decrease of 90% in RCP 4.5 and 99% in RCP 8.5 in the 2080s after fire-burns. Mean basin recharge is 10% and 14% lower in the 2080s before fire-burns and after fire-burns, and it decreases by 13% in RCP 4.5 and decreases 22% in RCP 8.5 in the 2080s in comparison to historical conditions. Mixed results for recharge after forest cover reduction suggest that an increase may be due to the size of burned areas, decreased canopy interception and less evaporation occurring at the watershed surface, increasing the potential for infiltration. The effects of fire on the watershed system are strongly indicated by a significant increase in winter seasonal flows and a slight reduction in summer flows. Findings from this study may improve adaptive management of water resources, flood control and the effects of fire on a watershed system. Close

• 118. [Article] Albina Murals

  The murals, created by local artists, depict scenes from African American history, with special attention to the Northwest and Portland. The project represents an important example of the power of the ...

  Citation × Citation Citation Abstract Copy Title: Albina Murals Author: Portland State University Year: 1978 The murals, created by local artists, depict scenes from African American history, with special attention to the Northwest and Portland. The project represents an important example of the power of the intersection of community, public art and public history. This is the only know film documentation of the mural panels which were removed in 1983. On February 10th, 1978, the panels of the Albina Murals were dedicated to the public in Portland, Oregon, the result of a yearlong collaboration among 7 artists of color working to craft a community monument to African American history. The murals, which were funded by CETA (the Comprehensive Employment and Training Act of 1973), hung from 1978 till 1983 on the exterior walls of the Albina Human Resource Center in the heart of North Portland’s Albina neighborhood. The artists, Isaac (now Isaka) Shamsud-Din (project director and mural painter), Charles Tatum (sculptor and project assistant director), Henry Frison (mural painter)), Chonita Henderson Smith (mural painter), Jenny Harada Allen (mural painter), Larry Scott (assistant mural painter), and Darryl Clegg (project documentarian), focused on capturing climactic moments important for the community. Five mural panels depicted different points in African American history, with special attention to the Northwest and Portland. The panels showed the African slave trade, the migration of Black settlers to the Northwest at the end of the 19th century, the movement of African American workers and their families to Portland in the 1940s to work in the war effort, the disastrous Vanport flood of 1948, and the African American civil rights movement of the 1960s. The project also included one bas-relief wood sculpture, more abstract than the murals, that focused on Black shipbuilders in the 1940s, drawing the themes of African American history and labor history together. Unfortunately, in the early 1980s, the murals began to deteriorate from their exposure to Portland’s rainy climate, and the damaged panels were removed from the building by the artists in 1983. As a result, the murals survive for public viewing only in photographic form and in this documentary film, preserved and digitally transferred with a grant from the National Film Preservation Foundation. Title: Albina Murals Author: Portland State University Year: 1978 The murals, created by local artists, depict scenes from African American history, with special attention to the Northwest and Portland. The project represents an important example of the power of the intersection of community, public art and public history. This is the only know film documentation of the mural panels which were removed in 1983. On February 10th, 1978, the panels of the Albina Murals were dedicated to the public in Portland, Oregon, the result of a yearlong collaboration among 7 artists of color working to craft a community monument to African American history. The murals, which were funded by CETA (the Comprehensive Employment and Training Act of 1973), hung from 1978 till 1983 on the exterior walls of the Albina Human Resource Center in the heart of North Portland’s Albina neighborhood. The artists, Isaac (now Isaka) Shamsud-Din (project director and mural painter), Charles Tatum (sculptor and project assistant director), Henry Frison (mural painter)), Chonita Henderson Smith (mural painter), Jenny Harada Allen (mural painter), Larry Scott (assistant mural painter), and Darryl Clegg (project documentarian), focused on capturing climactic moments important for the community. Five mural panels depicted different points in African American history, with special attention to the Northwest and Portland. The panels showed the African slave trade, the migration of Black settlers to the Northwest at the end of the 19th century, the movement of African American workers and their families to Portland in the 1940s to work in the war effort, the disastrous Vanport flood of 1948, and the African American civil rights movement of the 1960s. The project also included one bas-relief wood sculpture, more abstract than the murals, that focused on Black shipbuilders in the 1940s, drawing the themes of African American history and labor history together. Unfortunately, in the early 1980s, the murals began to deteriorate from their exposure to Portland’s rainy climate, and the damaged panels were removed from the building by the artists in 1983. As a result, the murals survive for public viewing only in photographic form and in this documentary film, preserved and digitally transferred with a grant from the National Film Preservation Foundation. Close

• 119. [Article] Climate Change Impact Assessment for Surface Transportation in the Pacific Northwest and Alaska

  The states in the Pacific Northwest and Alaska region share interconnected transportation networks for people, goods, and services that support the regional economy, mobility, and human safety. Regional ...

  Citation × Citation Citation Abstract Copy Title: Climate Change Impact Assessment for Surface Transportation in the Pacific Northwest and Alaska Author: MacArthur, John, Mote, Philip, Figliozzi, Miguel A., Ideker, Jason, Lee, Ming Year: 2012 The states in the Pacific Northwest and Alaska region share interconnected transportation networks for people, goods, and services that support the regional economy, mobility, and human safety. Regional weather has and will continue to affect the physical condition and serviceability of these networks, yet the nature of climate changes and their potential impacts on the regional transportation system and its use are very poorly understood. The world’s leading climate scientists, such as the Intergovernmental Panel for Climate Change, have reached consensus that global climate changes are being observed and will continue into the future, particularly increasing temperatures. Given this fact, the widely diverse topography, climate regimes, and localized variability of impacts within the region complicate efforts to understand and plan for adapting to the potential impacts of climate change on the regional transportation system. The rising costs of building and maintaining reliable transportation infrastructure place tremendous pressure on transportation planners, engineers, researchers and policy makers to deliver resilient transportation systems and maximize return on investment. As such, there is an urgent need to synthesize information to characterize the regional impacts of climate change to support the development of economical and resilient adaptation strategies. Climate impacts are posing continued challenges for state departments of transportation (DOT). Changing weather patterns and their associated physical, financial, and social impacts are affecting or will affect the way transportation professionals finance, plan, design construct, operate, and maintain multimodal transportation infrastructure. Many state transportation agency procedures and practices were developed without full consideration of the likely impacts of climate change. For example, more frequent, high intensity precipitation events and associated floods may lead to expensive and unpredictable catastrophic failures of roads and bridges designed with outdated hydrologic data. DOTs could experience hundreds of millions of dollars in infrastructure damage that potentially could be avoided with more robust data collection, planning, and design tools/methods for managing risks. Likewise, climate-related socioeconomic changes may also be occurring, but transportation planners are currently ill-equipped to analyze them and may be delivering transportation projects that do not address future needs. Decisions made today on the planning and design of the regional transportation system will affect resiliency of the system as region tries to adapt to climate change. Making well informed and thoughtful decisions now will help avoid costly modifications and disruptions to operations in the future. This report is built on several significant reports and projects that have been recently published. In 2008, the Transportation Research Board released the Special Report 290: Potential Impacts of Climate Change on U.S. Transportation, which primarily focused on the consequences of climate change for U.S. transportation infrastructure and operations. The report also offers recommendations for both research and actions that can be taken to prepare for climate change. A similar study released by U.S. Department of Transportation, Impacts of Climate Change and Variability on Transportation Systems and Infrastructure: Gulf Coast Study, Phase I, explores the vulnerabilities of transportation systems in the Gulf Coast region to potential changes in weather patterns and related impacts, as well as the effect of natural land subsidence and other environmental factors in the region. The area examined by the study includes 48 contiguous counties in four states, running from Galveston, Texas, to Mobile, Alabama. In addition to these national reports, there are a variety studies that look at the scenarios of future climate for the Pacific Northwest. Most notably are the Climate Impacts Group’s Washington Climate Change Impacts Assessment and the Oregon Climate Change Research Institute’s Oregon Climate Assessment Report, which developed climate change scenarios for Oregon and Washington State. The objective of this research project was to conduct a preliminary vulnerability assessment of the risks and vulnerabilities climate change poses to the surface transportation infrastructure system in the Pacific Northwest and Alaska region. The report: synthesizes data to characterize the region’s climate, identifies potential impacts on the regional transportation system, identifies critical infrastructure vulnerable to climate change impacts, and provides recommendations for more detailed analysis and research needs as appropriate to support managing risks and opportunities to adapt multimodal surface transportation infrastructure to climate change impacts. Transportation professionals and policy makers can use the results of this report to build a breadth of knowledge and information on regional climate change impacts, understanding vulnerabilities of the transportation system and begin creating more quantitative risk assessment models. Title: Climate Change Impact Assessment for Surface Transportation in the Pacific Northwest and Alaska Author: MacArthur, John, Mote, Philip, Figliozzi, Miguel A., Ideker, Jason, Lee, Ming Year: 2012 The states in the Pacific Northwest and Alaska region share interconnected transportation networks for people, goods, and services that support the regional economy, mobility, and human safety. Regional weather has and will continue to affect the physical condition and serviceability of these networks, yet the nature of climate changes and their potential impacts on the regional transportation system and its use are very poorly understood. The world’s leading climate scientists, such as the Intergovernmental Panel for Climate Change, have reached consensus that global climate changes are being observed and will continue into the future, particularly increasing temperatures. Given this fact, the widely diverse topography, climate regimes, and localized variability of impacts within the region complicate efforts to understand and plan for adapting to the potential impacts of climate change on the regional transportation system. The rising costs of building and maintaining reliable transportation infrastructure place tremendous pressure on transportation planners, engineers, researchers and policy makers to deliver resilient transportation systems and maximize return on investment. As such, there is an urgent need to synthesize information to characterize the regional impacts of climate change to support the development of economical and resilient adaptation strategies. Climate impacts are posing continued challenges for state departments of transportation (DOT). Changing weather patterns and their associated physical, financial, and social impacts are affecting or will affect the way transportation professionals finance, plan, design construct, operate, and maintain multimodal transportation infrastructure. Many state transportation agency procedures and practices were developed without full consideration of the likely impacts of climate change. For example, more frequent, high intensity precipitation events and associated floods may lead to expensive and unpredictable catastrophic failures of roads and bridges designed with outdated hydrologic data. DOTs could experience hundreds of millions of dollars in infrastructure damage that potentially could be avoided with more robust data collection, planning, and design tools/methods for managing risks. Likewise, climate-related socioeconomic changes may also be occurring, but transportation planners are currently ill-equipped to analyze them and may be delivering transportation projects that do not address future needs. Decisions made today on the planning and design of the regional transportation system will affect resiliency of the system as region tries to adapt to climate change. Making well informed and thoughtful decisions now will help avoid costly modifications and disruptions to operations in the future. This report is built on several significant reports and projects that have been recently published. In 2008, the Transportation Research Board released the Special Report 290: Potential Impacts of Climate Change on U.S. Transportation, which primarily focused on the consequences of climate change for U.S. transportation infrastructure and operations. The report also offers recommendations for both research and actions that can be taken to prepare for climate change. A similar study released by U.S. Department of Transportation, Impacts of Climate Change and Variability on Transportation Systems and Infrastructure: Gulf Coast Study, Phase I, explores the vulnerabilities of transportation systems in the Gulf Coast region to potential changes in weather patterns and related impacts, as well as the effect of natural land subsidence and other environmental factors in the region. The area examined by the study includes 48 contiguous counties in four states, running from Galveston, Texas, to Mobile, Alabama. In addition to these national reports, there are a variety studies that look at the scenarios of future climate for the Pacific Northwest. Most notably are the Climate Impacts Group’s Washington Climate Change Impacts Assessment and the Oregon Climate Change Research Institute’s Oregon Climate Assessment Report, which developed climate change scenarios for Oregon and Washington State. The objective of this research project was to conduct a preliminary vulnerability assessment of the risks and vulnerabilities climate change poses to the surface transportation infrastructure system in the Pacific Northwest and Alaska region. The report: synthesizes data to characterize the region’s climate, identifies potential impacts on the regional transportation system, identifies critical infrastructure vulnerable to climate change impacts, and provides recommendations for more detailed analysis and research needs as appropriate to support managing risks and opportunities to adapt multimodal surface transportation infrastructure to climate change impacts. Transportation professionals and policy makers can use the results of this report to build a breadth of knowledge and information on regional climate change impacts, understanding vulnerabilities of the transportation system and begin creating more quantitative risk assessment models. Close