Electric fishing survey of the gravel addition sites on the River Wyre, Grizedale Beck and Joshua's Beck.

Although geographically the River Wyre lies between two rivers containing major migrations of adult salmon and sea trout, its rod & line fisheries have for a number of years produced exceptionally low catches. In order to determine the causes of this the Wyre Salmon and Sea trout Restoration Group (WSSRG) was conceived in 1994 as a partnership between the then National Rivers Authority (now Environment Agency), local landowners, angling clubs and interested parties. Two studies of 1994 and 1995 stated that there is a shortage of useable spawning gravels on the river. This is compounded by Abbeystead Reservoir acting as a gravel trap, the siltation of gravels on several side becks and problems with access to available gravels by returning adults. There was also perceived to be a need for accurate fishery data from the river encompassing redd counts, catch data and surveys of fry populations. The 1995 report suggested a number of management proposals which might be adopted in order to improve and create available spawning habitat for migratory salmonids. Funding was made available to create three spawning gravels on each of two side becks (Grizedale Beck and Joshua's Beck) and the addition of gravels to a site oh the main river below Abbeystead Reservoir. Modifications were also made to the fish pass at Abbeystead to allow easier passage of fish. These improvements were made in the autumn of 1995. Salmonid spawning redd counting was undertaken on the whole Wyre catchment in 1995/1996 and specific surveys by electric fishing on the gravel enhancement sites in the summer of 1996. This report details the current state of the improvement works that were undertaken and presents the results of electric fishing surveys in September 1996. A number of lessons have been learnt which will be of great benefit to the Fisheries Function in other parts of the Wyre catchment and the Central Area in general.

River Wyre salmon and sea trout spawning habitat restoration / creation project. Gravel enhancement schemes.

As part of an overall desire to maintain and improve the migratory salmonid population in the River Wyre, a project was commissioned to investigate remedial action which may improve and enhance spawning success and lead to an eventual improvement in the status of adult stocks. The report, titled "River Wyre Salmon and Sea Trout Spawning Habitat Restoration/Creation Project", concluded that usable spawning gravels appeared to be in short supply in the River Wyre catchment and may be the limiting factor influencing the returning adult stock, as juvenile nursery habitat was not found to be limiting. This report looks at gravel enhancement schemes to improve River Wyre salmon and sea trout spawning habitat restoration. It examines methods for gravel enhancement schemes: mechanical cleaning and construction of gravel addition structures. Includes sites figures of sites identified for enhancement.

Report of 1996 survey of Trout Beck with particular reference to spawning gravel quality and invertebrates as a food source for salmonids

This is the Report of 1996 survey of Trout Beck with particular reference to spawning gravel quality and invertebrates as a food source for salmonids produced by the Environment Agency North West. Whilst the main River Derwent is quite a high profile salmon fishery, Trout Beck is not a significant fishery in its own right, but serves to maintain the genetic integrity of the wild populations of trout and salmon in the catchment by providing a unique habitat. This survey addressed the invertebrate food availability, and additionally looked at the substrate to try to determine whether the bed type might actually be unsuitable for spawning, especially in view of the previously mentioned silt inputs.

Interaction between heavy vehicles and roads

This paper discusses road damage caused by heavy commercial vehicles. Chapter 1 presents some important terminology and a brief historical review of road construction and vehicle-road interaction, from ancient times to the present day. The main types of vehicle-generated road damage, and the methods that are used by pavement engineers to analyze them are discussed in Chapter 2. Attention is also given to the main features of the response of road surfaces to vehicle loads and mathematical models that have been developed to predict road response. Chapter 3 reviews the effects on road damage of vehicle features which can be studied without consideration of vehicle dynamics. These include gross vehicle weight, axle and tire configurations, tire contact conditions and static load sharing in axle group suspensions. The dynamic tire forces generated by heavy vehicles are examined in Chapter 4. The discussion includes their simulation and measurement, their principal characteristics, the effects of tires and suspension design on dynamic forces, and the potential benefits of using advanced suspensions for minimizing dynamic tire forces. Chapter 5 discusses methods for estimating the effects of dynamic tire forces on road damage. The two main approaches are either to examine the statistics of the forces themselves; or to calculate the response of a pavement model to the forces, and to calculate the resulting wear using a material damage model. The issues involved in assessing vehicles for 'road friendliness' are discussed in Chapter 6. Possible assessment methods include measuring strains in an instrumented pavement traversed by the vehicle, measuring dynamic tire forces, or measuring vehicle parameters such as the 'natural frequency' and 'damping ratio'. Each of these measurements involves different assumptions and analysis methods for converting the results into some measure of road damage. Chapter 7 includes a summary of the main conclusions of the paper and recommendations for tire and suspension design, road design and construction, and for vehicle regulations.

Variability of particulate matter concentrations along roads and motorways determined by a moving measurement unit

The spatial variability of aerosol number and mass along roads was determined in different regions (urban, rural and coastal-marine) of the Netherlands. A condensation particle counter (CPC) and an optical aerosol spectrometer (LAS-X) were installed in a van along with a global positioning system (GPS). Concentrations were measured with high-time resolutions while driving allowing investigations not possible with stationary equipment. In particular, this approach proves to be useful to identify those locations where numbers and mass attain high levels ('hot spots'). In general, concentrations of number and mass of particulate matter increase along with the degree of urbanisation, with number concentration being the more sensitive indicator. The lowest particle numbers and PM1-concentrations are encountered in a coastal and rural area: <5000cm-3 and 6μgm-3, respectively. The presence of sea-salt material along the North-Sea coast enhances PM>1-concentrations compared to inland levels. High-particle numbers are encountered on motorways correlating with traffic intensity; the largest average number concentration is measured on the ring motorway around Amsterdam: about 160000cm-3 (traffic intensity 100000vehday-1). Peak values occur in tunnels where numbers exceed 106cm-3. Enhanced PM1 levels (i.e. larger than 9μgm-3) exist on motorways, major traffic roads and in tunnels. The concentrations of PM>1 appear rather uniformly distributed (below 6μgm-3 for most observations). On the urban scale, (large) spatial variations in concentration can be explained by varying intensities of traffic and driving patterns. The highest particle numbers are measured while being in traffic congestions or when behind a heavy diesel-driven vehicle (up to 600×103cm-3). Relatively high numbers are observed during the passages of crossings and, at a decreasing rate, on main roads with much traffic, quiet streets and residential areas with limited traffic. The number concentration exhibits a larger variability than mass: the mass concentration on city roads with much traffic is 12% higher than in a residential area at the edge of the same city while the number of particles changes by a factor of two (due to the presence of the ultrafine particles (aerodynamic diameter <100nm). It is further indicated that people residing at some 100m downwind a major traffic source are exposed to (still) 40% more particles than those living in the urban background areas. © 2004 Elsevier Ltd. All rights reserved.

Organisational controls, typologies and time scales of paraglacial gravel-dominated coastal systems

The fundamental controls on the initiation and development of gravel-dominated deposits (beaches and barriers) on paraglacial coasts are particle size and shape, sediment supply, storm wave activity (primarily runup), relative sea-level (RSL) change, and terrestrial basement structure (primarily as it affects accommodation space). This paper examines the stochastic basis for barrier organisation as shown by variation in gravel barrier architecture. We recognise punctuated self-organisation of barrier development that is disrupted by short phases of barrier instability. The latter results from positive feedback causing barrier breakdown when sediment supply is exhausted. We examine published typologies for gravel barriers and advocate a consolidated perspective using rate of RSL change and sediment supply. We also consider the temporal variation in controls on barrier development. These are examined in terms of a simple behavioural model (BARCH) for prograding gravel barrier architecture and its sensitivity to such controls. The nature of macroscale (102–103 years) gravel barrier development, including inherited characteristics that influence barrier genesis, as well as forcing from changing RSL, sediment supply, headland control and barrier inertia, is examined in the context of long-surviving barriers along the southern England coastline.