Evaluating and minimizing the effects of impact pile driving on the marbled murrelet (Brachyramphus marmoratus), a threatened seabird

The purpose of this paper is to describe the methods used to evaluate the potential adverse effects of underwater sound from impact pile driving on the marbled murrelet (a seabird that is federally listed as threatened), and to introduce measures that have successfully minimized adverse effects. The U.S. Fish and Wildlife Service has evaluated the effects of pile driving on the marbled murrelet through several recent Endangered Species Act consultations. Over the past few years, there has been increased attention to the potential for impact pile driving to adversely affect fish species. When foraging, marbled murrelets dive in pursuit of prey and can be exposed to the same elevated sound pressure levels that adversely affect fish. Exposure to these sounds could result in mortality, injury, and/or modification of normal behaviors. Marbled murrelets forage in the marine waters throughout Puget Sound. Recent transportation projects that have occurred in Puget Sound include replacement of the Hood Canal Floating Bridge and multiple Washington State Ferry terminal-maintenance and preservation projects. These projects typically use 36-inch and 24-inch hollow steel piles. Impact installation of these piles can produce sound pressure levels of 210 dB peak. Physical injury, including death, may occur in aquatic organisms at sound-pressure levels above 180 dB peak. Sound-pressure levels above 153 dBrms are expected to cause temporary behavioral changes that may negatively affect foraging efficiency. These projects were evaluated by determining the area where sound pressure was expected to exceed the above levels and then estimating the potential for marbled murrelets to be exposed to those sound-pressure levels. When exposure was likely to occur, the U.S. Fish and Wildlife Service anticipated adverse effects in the form of harm (physical injury) and harassment (modification of normal behavior patterns). Minimization measures focused on reducing that potential exposure. Sound-attenuation devices (bubble curtains) were used to reduce the extent of the geographic area where adverse effects could occur. A hazing program was used to move murrelets out of the area where physical injury was expected. We present the analysis used to evaluate adverse effects to marbled murrelets from pile driving, discuss the method used to estimate the extent of effects, and introduce measures to minimize adverse effects. Finally, we recommend future research needed to better understand and to reduce further these impacts

Effects of roads on bull trout (Salvelinus confluentus), a federally threatened species

The bull trout (Salvelinus confluentus) is federally listed as threatened under the Endangered Species Act. Bull trout are apex predators requiring a large prey base and a large home range, and are known to move throughout and between basins in search of prey. However, bull trout are dependent upon very cold, clean waters for spawning (below 9 degrees Celsius) and are typically characterized as spawning in the upper-most reaches of watersheds. Bull trout have four life history forms: resident, fluvial, adfluvial, and in Puget Sound, anadromous. As a result of their varied life histories, bull trout are found in a wide range of habitats.Dunham and Rieman (1999) found a negative relationship between bull trout occurrence and road density. Direct impacts from roads that can adversely affect bull trout include: increased human access and associated exposure to poaching, angling mortality, and introductions of non-native fish; blocks to passage; erosion and sedimentation; construction disturbance; increased stormwater run-off; and stream channel instability and habitat degradation. Additionally, there are various indirect effects of roads that negatively impact bull trout. These relate to land-use changes stemming from road extension, widening, and other road improvements and upgrades.We have drawn from the literature and from in-house endangered species expertise to compile a summary and discussion of basic bull trout biology, and how roads affect their various life history forms and habitat requirements. Endangered species biologists use this information when conducting consultations under the Endangered Species Act, and when participating in planning processes for large-scale transportation projects under NEPA. It is important that both transportation specialists and endangered species biologists understand how projects can negatively impact bull trout in order to more effectively minimize the potential adverse effects of projects on the species

Balancing the needs of transportation and the environment: successes and on-going challenges for the transportation liaison program at the USFWS in Washington State

In Washington State, the U.S. Fish and Wildlife Service (USFWS) is one of several state and federal agencies participating in the Washington State Department of Transportation (WSDOT) Liaison Program. Through this program, WSDOT provides funding to support staff that are dedicated to working on transportation projects. In Washington, the USFWS currently has three liaison positions. These positions are staffed by fish and wildlife biologists who represent the interests of the USFWS and work to meet the both environmental and transportation needs

Roads, bull trout, and urban environments: challenges for ESA consultations on transportation projects in Washington state

The U. S. Fish and Wildlife Service (USFWS) listed the Coastal/Puget Sound Distinct Population Segment (DPS) of bull trout (Salvelinus confluentus) as threatened on November 1, 1999, under Endangered Species Act of 1973, as amended (ESA). The bull trout population in the Washington State region is unique in that it contains the only known anadromous life history form of bull trout. This anadromous life form migrates through, and forages in urbanized river and estuarine shorelines of the Puget Sound.Since more transportation projects occur in urban versus rural areas, and because seemingly minor activities like routine maintenance can adversely affect bull trout, the number of Section 7 ESA Consultations has significantly increased. Stormwater run-off, increased impervious surface, urban growth and the related increases in capacity demands, overlapping regulatory jurisdictions, the lack of opportunity for minimizing impacts, and difficulty in assessing impacts to a degraded baseline are just a few of the issues that both USFWS and the transportation industry currently struggle with during consultation.Case-by-case review of these projects under the ESA must mesh the regulatory requirements (time-lines and political pressures) with the biological needs of the endangered species. Current efforts are underway to streamline the regulatory process in Washington State. These efforts include the development of tools such as programmatic biological assessments, providing agencies with liaison personnel, and refining guidance on assessing indirect effects. Tracking the overall impacts to threatened and endangered species (as mandated by ESA) resulting from transportation projects is overwhelming, as adequate tools are still lacking.While perceived conflicts over the needs of people versus ESA species are not new issues, they are amplified in the urban setting. Incorporation of existing tools—such as transportation demand management, high capacity transit, removal of impervious surface and restoration of hydraulic functions—into transportation planning is likely needed to recover listed species in the urban environment, yet remain to be embraced.We will draw from our experience conducting Section 7 ESA consultations, participating in long-term transportation planning processes under NEPA, and close coordination with Federal, state, and local transportation agencies to provide a discussion of these challenges and suggestions for overcoming them as we move toward recovery planning efforts for bull trout

WSDOT liaison program at the U.S. Fish and Wildlife service: benefits to transportation and endangered species

Funding Source: TEA-21; FHWA; WSDOT with In-Kind Contributions from the USFWS Project Period: Ongoing The Western Washington Office (WWO)of the U.S. Fish and Wildlife Service (USFWS) is one of several state and federal agencies participating in the Washington Department of Transportation (WSDOT) Liaison Program. Through this program, WSDOT provides funding to support staff that is dedicated to working on transportation projects. The WWO currently has two liaisons positions. These positions are filled with Fish and Wildlife Biologists. The liaisons work on transportation projects directly or support other staff so that they can work on transportation projects. USFWS liaisons participate in a wide variety of transportation-related tasks and projects including: • Representation on steering and technical committees for transportation planning projects undergoing NEPA review; • Conduct consultations under Section 7 of the Endangered Species Act; • Review Environmental Impact Statements; • Assist with the development of Programmatic Biological Assessments; • Review wetland mitigation banking instruments and agreements; • Assist with the development and refinement of policy and guidance related to identifying and evaluating transportation impacts (stormwater treatment and assessing indirect effects); • Develop training curriculum and materials for WSDOT biologists; county and city transportation agencies, and consultants on endangered species, consultations, and minimizing adverse effects; • Fulfill additional USFWS responsibilities under the Fish and Wildlife Coordination Act; the Clean Water Act; and the Migratory Bird Treaty Act; • Provide for rapid response to emergency situations and violations. Liaisons receive specialized training on transportation-related topics such as: • Road maintenance activities; • Erosion control measures; • NEPA streamlining; and • Construction methods Benefits to WSDOT include: • Early involvement of agency personnel; • Dedicated staff time for project review; • Staff within the agency that are familiar with their methods (speak their language), needs, and constraints; • Known points-of-contact and communication conduits for sharing the latest policy updates and best available science; • Contacts available during emergency situations (i.e. earthquakes; floods) that may impair road systems • Enhancement of opportunities for streamlining Benefits to the USFWS include: • Minimization of impacts to endangered species • Staff availability in an environment of decreased funds and increased workload; ICOET 2001 Proceedings 651 A Time for Action • Biologists with transportation expertise; • Avenue for early involvement in transportation planning; • Improved project tracking and monitoring; • Better understanding of transportation impacts to endangered species and baseline conditions; • Enhanced awareness of streamlining opportunities The Liaison Program creates a framework for streamlining the regulatory process with people dedicated to the both the needs of the transportation industry and the needs of the environment

AN OPPORTUNITY FOR TRANSPORTATION STREAMLINING: REGIONAL PLANNING AND HABITAT CONSERVATION PLANS (HCPS) IN PUGET SOUND, WASHINGTON

Over the past decade, western Washington has experienced rapid growth in population and development. Recently, the listing of a variety of salmonid fish species under the Endangered Species Act (ESA) has heightened the need to integrate the needs of listed species and people, as continued growth is predicted for the area. Currently, transportation infrastructure projects are reviewed for compliance with the ESA and National Environmental Policy Act (NEPA) on a project-by-project basis. Considering the complexity and speed of which urbanization is occurring in western Washington, this approach presents multiple problems, including: missed opportunities for minimizing impacts, inadequately analyzed indirect and cumulative effects/impacts, significant permitting delays, and uncoordinated review and conservation. The traditional project review/permit acquisition processes is not well suited for dealing with ESA-listed species in quickly urbanizing environments. Without an adequate mechanism for integrating land-use planning and ESA concerns, future actions could contribute to the continued degradation of ecosystems upon which listed species depend, and may encounter permitting delays. Our paper presents a recommended approach to better integrate land-use planning and ESA concerns. Our recommendation is that those local jurisdictions with the greatest juxtaposition of transportation infrastructure projects and occurrence of listed species develop regional planning processes for ESA compliance. These processes would combine the state’s Growth Management Act and ESA requirements, culminating in the implementation of multi-species Habitat Conservation Plans (HCPs) on a city/county basis. This would provide increased certainty to transportation planners and developers in understanding the constraints, opportunities, and conservation measures necessary to adequately conserve listed species. We discuss the expected outcomes, benefits, disadvantages and assumptions behind such an approach. We provide examples of similar efforts that have involved planning for transportation infrastructure and address the cost and level of effort needed to implement multi-species regional HCPs. We also describe how delivery of transportation projects may be streamlined with this approach

Effectiveness evaluation of a hypertension management program in a Federally Qualified Health Center (FQHC)

The objective of this study was to examine effectiveness of a Hypertension Management Program (HMP) in a Federally Qualified Health Center (FQHC). From September 2018 through December 2019, we implemented HMP in seven clinics of an FQHC in rural South Carolina. A pre/post evaluation design estimated the association of HMP with hypertension control rates and systolic blood pressure using electronic health record data among 3,941 patients. A chi-square test estimated change in mean control rates in pre- and intervention periods. A multilevel multivariable logistic regression model estimated the incremental impact of HMP on odds of hypertension control. Results showed that 53.4% of patients had controlled hypertension pre-intervention (September 2016-September 2018); 57.3% had controlled hypertension at the end of the observed implementation period (September 2018-December 2019) (p < 0.01). Statistically significant increases in hypertension control rates were observed in six of seven clinics (p < 0.05). Odds of controlled hypertension were 1.21 times higher during the intervention period compared to pre-intervention (p < 0.0001). Findings can inform the replication of HMP in FQHCs and similar health care settings, which play a pivotal role in caring for patients with health and socioeconomic disparities