THE ROLE OF ADVISORY BOARDS IN A WATER MANAGEMENT AGENCY1

ABSTRACT: Since Saskatchewan assumed the responsibility for managing the Province's water resources in 1930, the importance of the Province's water resources has been recognized by assigning the responsibility for managing the resource to higher levels in the government structure. With such recognition, there tended to be an overlapping of responsibilities that resulted in undefined areas of jurisdiction and duplication of services. Also, there was no opportunity for direct public participation in the management structure. These deficiencies were recognized, and following a series of public hearings a “Cabinet Committee on Water Concerns” in 1983 concluded that the most appropriate government structure for managing the water resources of Saskatchewan would be a Crown corporation. As a result, in 1984 the Saskatchewan Water Corporation was formed and given the responsibility to manage, administer, develop, control, and protect the water and related land resources in Saskatchewan. An important aspect of this responsibility was that the corporation should initiate a process of public involvement. Thus, six “Regional Watershed Advisory Boards” were established. The Advisory Boards provide the Corporation with a linkage to the general public by providing advice, participating in policy revision and development, and assisting Corporation staff in other related water management activities.     

High resolution proton NMR spectroscopy of human amniotic fluid

Human amniotic fluid (HAF) is a dynamic system whose characteristics depend on continuous interchanges between fetal and maternal circulations. HAF reflects not only the environment of the fetus but may also provide information about fetal development or pathology. The concentration of HAF constituents varies with gestational age and pathological states. The number of the compounds currently implicated in fetal developmental pathology are relatively few. Currently used assay methods are not adequate to totally explain or predict the complex biochemistry of the fetus. The purpose of this work was to investigate HAF with NMR spectroscopy. In the present study HAF was obtained from 47 women undergoing routine amniocentesis. Cells were separated for karyological analysis and the supernatant was acid-extracted, lyophilized and re-suspended in D₂0 resulting in a concentration increase over native fluid. ¹H NMR spectra were obtained at 360 MHz and 60 MHz. Eighteen compounds including several amino acids, were identified using parallel reference and standard addition protocols. NMR spectroscopy detected compounds of known clinical importance including glucose, leucine, isoleucine, lactate and creatinine. In conclusion, we have demonstrated that a number of physiologically relevant compounds are readily observable in HAF using ¹H NMR spectroscopy. This technique can currently provide valuable information regarding HAF composition and has the potential of being used in vivo in the future.     

Motor Vehicle Contributions to Ambient PM10 and PM2.5 at Selected Urban Areas in the USA

A source apportionment study was carried out to estimate the contribution of motor vehicles to ambient particulate matter (PM) in selected urban areas in the USA. Measurements were performed at seven locations during the period September 7, 2000 through March 9, 2001. Measurements included integrated PM_2.5 and PM₁₀ concentrations and polycyclic aromatic hydrocarbons (PAHs). Ambient PM_2.5 and PM₁₀ were apportioned to their local sources using the chemical mass balance (CMB) receptor model and compared with results obtained using scanning electron microscopy (SEM). Results indicate that PM_2.5 components were mainly from combustion sources, including motor vehicles, and secondary species (nitrates and sulfates). PM₁₀ consisted mainly of geological material, in addition to emissions from combustion sources. The fractional contributions of motor vehicles to ambient PM were estimated to be in the range from 20 to 76% and from 35 to 92% for PM_2.5 and PM₁₀, respectively.     

Constructed Wetland Treatment of Nitrates: Removal Effectiveness and Cost Efficiency

A constructed wetland (CW) was strategically placed to treat nitrates in groundwater as part of a watershed‐based farmer engagement process. Using stream water quality data collected before and after installation, this CW was found to reduce stream concentrations of nitrogen from nitrate (NO₃‐N) during the growing season by about 0.14 mg/l at mean streamflow, a 17% reduction. Based upon realistic ecological and economic assumptions, about 80 kg of NO₃‐N were removed annually by the CW at a cost of around US$30/kg. This per unit cost is at the low range of small wastewater treatment plant costs for nitrates, but higher than the costs of reduced fertilizer application.     

Scattering cross-section emission factors for visibility and radiative transfer applications: military vehicles traveling on unpaved roads

Emission factors for particulate matter (PM) are generally reported as mass emission factors (PM mass emitted per time or activity) as appropriate for air quality standards based on mass concentration. However, for visibility and radiative transfer applications, scattering, absorption, and extinction coefficients are the parameters of interest, with visibility standards based on extinction coefficients. These coefficients (dimension of inverse distance) equal cross-section concentrations, and, therefore, cross-section emission factors are appropriate. Scattering cross-section emission factors were determined for dust entrainment by nine vehicles, ranging from light passenger vehicles to heavy military vehicles, traveling on an unpaved road. Each vehicle made multiple passes at multiple speeds while scattering and absorption coefficients, wind velocity and dust plume profiles, and additional parameters were measured downwind of the road. Light absorption of the entrained PM was negligible, and the light extinction was primarily caused by scattering. The resulting scattering cross-section emission factors per vehicle kilometer traveled (vkt) range from 12.5 m2/vkt for a slow (16 km/ hr), light (1176 kg) vehicle to 3724 m2/vkt for a fast (64 km/hr), heavy (17,727 kg) vehicle and generally increase with vehicle speed and mass. The increase is approximately linear with speed, yielding emission factors per vkt and speed ranging from 4.2 m2/(vkt km/hr) to 53 m2/(vkt km/hr). These emission factors depend approximately linearly on vehicle mass within the groups of light (vehicle mass < or =3100 kg) and heavy (vehicle mass >8000 kg) vehicles yielding emission factors per vkt, speed, and mass of 0.0056 m2/(vkt km/hr kg) and 0.0024 m2/(vkt km/hr kg), respectively. Comparison of the scattering cross-section and PM mass emission factors yields average mass scattering efficiencies of 1.5 m2/g for the light vehicles and of 0.8 m2/g for the heavy vehicles indicating that the heavy vehicles entrain larger particles than the light vehicles.     

Dust emissions created by low-level rotary-winged aircraft flight over desert surfaces

There is a dearth of information on dust emissions from sources that are unique to U.S. Department of Defense testing and training activities. Dust emissions of PM₁₀ and PM_2.5 from low-level rotary-winged aircraft travelling (rotor-blade ≈7 m above ground level) over two types of desert surfaces (i.e., relatively undisturbed desert pavement and disturbed desert soil surface) were characterized at the Yuma Proving Ground (Yuma, AZ) in May 2007. Fugitive emissions are created by the shear stress of the outflow of high speed air created by the rotor-blade. The strength of the emissions was observed to scale primarily as a function of forward travel speed of the aircraft. Speed affects dust emissions in two ways: 1) as speed increases, peak shear stress at the soil surface was observed to decline proportionally, and 2) as the helicopter's forward speed increases its residence time over any location on the surface diminishes, so the time the downward rotor-generated flow is acting upon that surface must also decrease. The state of the surface over which the travel occurs also affects the scale of the emissions. The disturbed desert test surface produced approximately an order of magnitude greater emission than the undisturbed surface. Based on the measured emission rates for the test aircraft and the established scaling relationships, a rotary-winged aircraft similar to the test aircraft traveling 30 km h^?1 over the disturbed surface would need to travel 4 km to produce emissions equivalent to one kilometer of travel by a light wheeled military vehicle also traveling at 30 km h^?1 on an unpaved road. As rotary-winged aircraft activity is substantially less than that of off-road vehicle military testing and training activities it is likely that this source is small compared to emissions created by ground-based vehicle movements.     

Particulate Emission Rates for Unpaved Shoulders along a Paved Road

ABSTRACT

This paper reports the first empirical estimate of particle emissions from unpaved shoulders along paved roads.¹ Its objectives are to develop and demonstrate an emission rate measurement methodology that can be applied in different areas; identify the mechanisms that suspend dust from unpaved shoulders and the observables related to this suspension process; and quantify PM₁₀ mass emissions in the form of an emission rate. To achieve these objectives, fast-response observations from nephelometers and a sonic anemometer were used to characterize shortlived dust plumes generated by passing vehicles. In addition, detailed soil surface measurements determined the mechanical properties of the shoulder surfaces.

Large traffic-induced turbulence events that led to significant dust entrainment were almost exclusively caused by “large” vehicles such as trucks, semis, and vehicles pulling trailers, all traveling 50-65 mph. PM₁₀ emission rates for these large, fast-traveling vehicles were determined to be 8 ± 4 grams per vehicle kilometer traveled under dry conditions. Emissions due to smaller vehicles such as cars, vans, and sport utility vehicles were negligible for normal on-road driving. These results indicate that the majority of PM₁₀ emissions from unpaved shoulders is caused by relatively few vehicles.     

Entrainment of radio frequency chaff by wind as a function of surface aerodynamic roughness

Radio frequency (RF) chaff (approximately 2-cm x 25-microm diameter aluminum-coated glass silicate cylinders) released by military aircraft during testing and training activities has the potential to become entrained by wind upon settling to the Earth's surface. Once entrained from the surface there is the potential for RF chaff to be abraded and produce PM10 and PM2.5, which are regulated pollutants and pose health concerns. A series of portable wind tunnel tests were carried out to examine the propensity of RF chaff to become entrained by wind by defining the relationship between the threshold friction velocity of RF chaff (u(*t RF chaff)) and aerodynamic roughness (z(o)) of surfaces onto which it may deposit. The test surfaces were of varying roughness including types near the Naval Air Station (NAS), Fallon, NV, where RF chaff is released. The u(*t) of this fibrous material ranged from 0.14 m/sec for a smooth playa to 0.82 m/sec for a rough crusted playa surface with larger cobble-sized (approximately 6-26-cm diameter) rocks rising above the surface. The u(*t RF chaff) is dependent on the z(o) of the surface onto which it falls as well as the physical characteristics of the roughness. The wind regime of Fallon would allow for chaff suspension events to occur should it settle on typical surfaces in the area. However, the wind climatology of this area makes the probability of such events relatively low.     

ARTIFICIAL RECHARGE IN SASKATCHEWAN: CURRENT DEVELOPMENTS1

ABSTRACT: The use of artificial recharge in Saskatchewan and the rest of Canada to improve rural community and farmstead domestic water supply has great potential. Approximately 75 percent of the people in rural Saskatchewan and 26 percent of all the people in Canada are dependent on ground water for their domestic water supply. Typically, this water is highly mineralized and is often unpalatable due to odor and taste. A source of readily available, high quality water to eliminate expensive chemical treatment of available water and long distance hauling would be of significant value to rural residents. Storage of high quality water in aquifers by injection through wells has been documented and has been shown to depend on the use of a surface water catchment system to provide the high quality water. Since air entrainment or formation clogging can occur in poorly operated recharge schemes, development of proper design and operation of recharging procedure is required. This can be accomplished by using an injection response computer model and a properly designed injection system. Small scale artificial recharge projects will provide a valuable commodity to rural water users and will promote sustainable and conjunctive use of surface and ground water resources.     

Particulate emissions from U.S. Department of Defense artillery backblast testing

There is a dearth of information on dust emissions from sources that are unique to the U.S. Department of Defense testing and training activities. However, accurate emissions factors are needed for these sources so that military installations can prepare accurate particulate matter (PM) emission inventories. One such source, coarse and fine PM (PM10 and PM2.5) emissions from artillery backblast testing on improved gun positions, was characterized at the Yuma Proving Ground near Yuma, AZ, in October 2005. Fugitive emissions are created by the shockwave from artillery pieces, which ejects dust from the surface on which the artillery is resting. Other contributions of PM can be attributed to the combustion of the propellants. For a 155-mm howitzer firing a range of propellant charges or zones, amounts of emitted PM10 ranged from -19 g of PM10 per firing event for a zone 1 charge to 92 g of PM10 per firing event for a zone 5. The corresponding rates for PM2.5 were approximately 9 g of PM2.5 and 49 g of PM2.5 per firing. The average measured emission rates for PM1o and PM2.5 appear to scale with the zone charge value. The measurements show that the estimated annual contributions of PM10 (52.2 t) and PM2.5 (28.5 t) from artillery backblast are insignificant in the context of the 2002 U.S. Environment Protection Agency (EPA) PM emission inventory. Using national-level activity data for artillery fire, the most conservative estimate is that backblast would contribute the equivalent of 5 x 10(-4) % and 1.6 x 10(-3)% of the annual total PM10 and PM2.5 fugitive dust contributions, respectively, based on 2002 EPA inventory data.