The interactions of physical processes between estuaries and upstream river floodplains are of great importance to the fish habitats and ecosystems in coastal regions. Traditionally, a hydraulic analysis of floodplains has used one-or two-dimensional models. While this approach may be sufficient for planning the engineering design for flood protection, it is inadequate when floodwaters inundate the floodplain in a complex manner. Similarly, typical estuarine and coastal modeling studies do not consider the effect of upstream river floodplains because of the technical challenge of modeling wetting and drying processes in floodplains and higher bottom elevations in the upstream river domain. While various multiscale model frameworks have been proposed for modeling the coastal oceans, estuaries, and rivers with a combination of different models, this paper presents a modeling approach for simulating the hydrodynamics in the estuary and river floodplains, which provides a smooth transition between the two regimes using an unstructured-grid, coastal ocean model. This approach was applied to the Skagit River estuary and its upstream river floodplain of Puget Sound along the northwest coast of North America. The model was calibrated with observed data for water levels and velocities under low-flow and high-flood conditions. This study successfully demonstrated that a three-dimensional estuarine and coastal ocean model with an unstructured-grid framework and wetting-drying capability can be extended much further upstream to simulate the inundation processes and the dynamic interactions between the estuarine and river floodplain regimes.
The transport of terrestrial plant matter into coastal waters is important to regional and global biogeochemical cycles, and methods for assessing and predicting fluxes in such dynamic environments are needed. We investigated the hypothesis that upon reconnection of a floodplain wetland to its mainstem river, organic matter produced in the wetland would reach other parts of the ecosystem. If so, we can infer that the organic matter would ultimately become a source for the food web in the mainstem river and estuary. To accomplish this, we adapted numerical hydrodynamic and transport modeling methods to estimate the mass of particulate organic matter (POM) derived from the annually senescent aboveground parts of herbaceous marsh plants (H-POM). The Finite-Volume Community Ocean Model (FVCOM), parameterized with flow, tide, and aboveground biomass data, simulated H-POM mobilization from fluid shear stress during tidal exchange, flooding, and variable river flow; entrainment into the water column; transport via channel and overland flow; and entrapment when wetted surfaces dry. We examined export from a recently reconnected, restoring tidal emergent marsh on the Grays River, a tributary to the Columbia River estuary. Modeling indicated that hydrologically reconnecting 65 ha at the site resulted in export of about 96 × 10 kg of H-POM, primarily during pulsed storm flooding events in autumn and early winter. This exported mass amounted to about 19% of the summer peak aboveground biomass measured at the site. Of that 19%, about 48% (47 × 10 kg) was deposited downstream in the Grays River and floodplain wetlands, and the remaining 52% (50 × 10 kg) passed the confluence of the Grays River and the mainstem estuary located about 7 km from the study site. The colonization of the restoring study site largely by nonnative Phalaris arundinacea (reed canarygrass) may have resulted in 18-28% lower H-POM mobilization than typical marsh plant communities on this floodplain, based on estimates from regional studies of marshes dominated by less recalcitrant species. We concluded that restored floodplain wetlands can contribute significant amounts of organic matter to the estuarine ecosystem and thereby contribute to the restoration of historical trophic structure.
This study examines maritime routes between ports along the Atlantic coast of the US, utilising Automated Identification System (AIS) data for the years 2010 through 2012. The delineation of vessel routes conducted in this study was motivated by development planned for offshore Wind Energy Areas (WEAs) along the Atlantic coast of the US and the need to evaluate the effect of these development areas on commercial shipping. To this end, available AIS data were processed to generate commercial vessel tracks for individual vessels, though cargo vessels are the focus in this study. The individual vessel tracks were sampled at transects placed along the Atlantic coast. The transect samples were analysed and partitioned by voyages between Atlantic ports to facilitate computation of vessel routes between ports. The route boundary analysis utilised a definition from UK guidance in which routes' boundaries encompassed 95% of the vessel traffic between ports. In addition to delineating route boundaries, we found multi-modal transverse distributions of vessels for well-travelled routes, which indicated preference for lanes of travel within the delineated routes.
Offshore wind energy development is planned for areas off the Atlantic coast. Many of the planned wind development areas fall within traditional commercial vessel routes. In order to mitigate possible hazards to ships and to wind turbines, it is important to understand the potential for increased risk to commercial shipping from the presence of wind farms. Risk is identified as the likelihood that an occurrence will happen, and the consequences of that occurrence, should it occur. This paper deals with the likelihood of commercial vessel accidents, because of the development of offshore wind energy along the US Atlantic coast. Using Automatic Identification System (AIS) data, historical shipping routes between ports in the Atlantic were identified, from Maine to the Florida Straits. The AIS data were also used as inputs to a numerical model that can simulate cargo, tanker and tug/towing vessel movement along typical routes. The model was used to recreate present day vessel movement, as well as to simulate future routing that may be required to avoid wind farms. By comparing the present and future routing of vessels, an analysis of potential maritime accidents was used to determine the increased marginal risk of vessel collisions, groundings and allisions with stationary objects, because of the presence of wind farms. The outcome of the analysis showed little increase in vessel collisions or allisions, and a decrease in groundings as more vessels were forced seaward by the wind farms.
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