Establishment of a constructed wetland in extreme dryland

Background, aim, and scope

The project was set to construct an extensive wetland in the southernmost region of Israel at Kibbutz Neot Smadar (30°02′45″ N and 35°01′19″ E). The results of the first period of monitoring, summary, and perspectives are presented. The constructed wetland (CW) was built and the subsequent monitoring performed in the framework of the Southern Arava Sustainable Waste Management Plan, funded by the EU LIFE Fund. The specific aims were: (1) To end current sewage disposal and pollution of the ground, the aquifer, and the dry river bed (wadi) paths by biologically treating the sewage as part of the creation of a sustainable wetland ecosystem. (2) Serve as an example of CW in the Negev highlands and the Arava Valley climates for neighboring communities and as a test ground for plants and building methods appropriate to hyper arid climate. (3) Serve as an educational resource and tourist attraction for groups to learn about water reuse, recycling, local wildlife and migrating birds, including serving the heart of a planned Ecological–Educational Bird Park. This report is intended to allow others who are planning similar systems in hyper arid climates to learn from our experience.

Materials and methods

The project is located in an extreme arid desert with less than 40 mm of rain annually and temperature ranges of ?5°C to +42°C. The site receives 165–185 m³ of municipal and agricultural wastes daily, including cowshed and goat wastes and winery outflow.

Results

The CW establishment at Neot Smadar was completed in October 2006. For 8 months, clean water flowed through the system while the plants were taking root. In June 2007, the wetland was connected to the oxidation pond and full operation began. Because of seepage and evaporation, during the first several months, the water level was not high enough to allow free flow from one bed to the next. To bed A, the water was pumped periodically from the oxidation pond (Fig. 1) and from there flowed by gravitation through the rest of the system. The initial results of the monitoring are promising. In nearly all measurements, the system succeeded as expected to reduce levels of contaminants at least to the level acceptable for irrigating fruit trees and often to the level of unlimited irrigation. The introduction of the plants in the system and their physiological performance were evaluated and were found to correlate well to the quality of water in the various beds.

Discussion

It should be said at the outset that evaluation of the performance of a CW system is a long-term process. Thus, the main aim of this report is to present the problems, difficulties, preliminary results, and concepts concerned with the first stage of establishment of CW in an extremely dry region.

Conclusions

The CW system was designed to dispose of municipal and agricultural wastes in a way that not merely reduces pollution, but adds to environmental quality by creating accessible parkland for local residents and tourists. Several factors affected the performance of the system at the initial stages of operation: ecological balance between microbes and plants, big seasonal variations, seepage and evaporation reduced the flow in the initial operation of the system. Despite the initial difficulties, the quality of water coming out the system is acceptable for irrigation.

Recommendations and perspectives

The CW can function well under extreme dryland conditions. The oxidation pond was the major source of evaporation and bad odors. Therefore, alternatives to the oxidation pond are needed. Cost effectiveness of the system still has to be evaluated systematically.     

Parametric analysis of vehicle design influence on the four phases of whiplash motion

OBJECTIVE: The objective is to establish a basis for motor vehicle test requirements that measure component contributions to Whiplash Associated Disorders (WAD). METHODS: Selected vehicle design features are evaluated with regard to their relative contributions to WAD measures. The motion of the occupant cervical spine associated with WAD is divided into four phases: retraction, extension, rebound, and protraction. Injury measures from the literature (NIC, extension moment, N(km), and flexion moment) represent the injury potential during each of these phases. Four vehicle design factors that affect WAD motion (vehicle stiffness, seat stiffness, head restraint height and head restraint backset) were evaluated for their contributions to the injury measures. A detailed 50th percentile male model with a biofidelic neck was used in a 100-run Monte Carlo analysis of a rear impact, varying the design factors across the values documented in the literature. Total energy was held constant and Delta V was 10 kph. RESULTS: Vehicle stiffness has a strong influence on the retraction (70%), rebound (43%), and protraction (47%) phases. Headrest backset demonstrates a strong influence on the extension (49%) and rebound (39%) phases. CONCLUSIONS: For WAD protection rating, the vehicle should be viewed as a system whereby the complex interactions among the vehicle, seat, and occupant characteristics all contribute to the WAD potential.     

Reducing primary and secondary impact loads on the pelvis during side impact

OBJECTIVE: The objective of the study was to determine which vehicle factors are significantly related to pelvic injury in side impact collisions. Identification of relevant parameters could aid in the reduction of these injuries. METHOD: Side impact crashes from the CIREN database were separated into those in which the occupant sustained a pelvic fracture and those in which no pelvic fracture occurred, although all occupants had serious injuries. A multibody MADYMO model was created of a USDOT SINCAP (U.S. Department of Transportation Side Impact New Car Assessment Program) test of a vehicle with a large center console. RESULTS: From a study of 113 side impact crashes in the ciren database, nearside occupants with pelvic fractures (n = 78) had (i) more door intrusion (mean, 37 vs. 32 cm, p = 0.02) than those who had serious injuries, but not pelvic fractures (ii) a greater likelihood that the lower border of the door intruded more than the upper part (40% vs. 18%, p < 0.025); and (iii) a greater likelihood that their vehicle had a center console (47 vs. 17%, p < 0.005). Other parameters such as occupant age, weight, gender, vehicle weight, and struck vehicle speed change were not significantly different. MADYMO modeling showed that with a center console, an initial positive pelvic acceleration occurred at about 30 msec, followed at about 45 msec by a second acceleration peak in the opposite direction. Reducing console stiffness reduced the second acceleration but not the initial peak. Allowing the seat to translate laterally when contacted by the door reduced the initial pelvic acceleration by 50% and eliminated the second acceleration peak. CONCLUSIONS: Redesigning the center console using less stiff materials and allowing some lateral translation of the seat could aid in reducing pelvic injuries in side impact collisions.     

A comparison of injury criteria used in evaluating seats for whiplash protection

A protocol has been proposed for testing seats for whiplash protection, however injury criteria have not yet been chosen. Assuming that whiplash symptoms arise from non-physiological motions of vertebral segments, we determined the ability of proposed criteria to predict peak individual vertebral displacements. Twenty-eight volunteers were subjected to rear impacts while seated in a car seat with head restraint, mounted onto a sled. Accelerometers were used to record head and torso accelerations. The volunteer data was used as a basis for testing post-mortem human specimens (PMHS). The seat was replaced by a platform onto which was mounted each of 11 cervico-thoracic spines. An instrumented headform was mounted to the upper end of the spine. The head restraint, head-to-restraint geometry, sled, and impact pulse remained the same. Head and T1 accelerations were measured and individual vertebral sagittal (XZ) plane rotations and translations were obtained from high speed video. Proposed injury criteria (NIC, Nkm, Nte, Nd) were tested for their ability to predict average, total, and peak intervertebral displacements. PMHS specimens had chest and head X (horizontal) and Z (vertical) linear accelerations similar to volunteers whose heads hit the head restraint. The best predictors were: Nd shear and peak intervertebral posterior translation (r(2) = 0.80), Nd extension and peak extension angle (r(2) = 0.70), and Nd distraction and peak distraction (r(2) = 0.51). Therefore consideration should be given to a displacement based injury criteria such as Nd in assessment of whiplash protection devices.     

The role of door orientation on occupant injury in a nearside impact: a CIREN, MADYMO modeling and experimental study

OBJECTIVE: This study addressed the effects of vehicle height mismatch in side impact crashes. A light truck or SUV tends to strike the door of a passenger car higher causing the upper border to lead into the occupant space. Conversely, an impact centered lower on the door, from a passenger car, causes the lower border to lead. We proposed the hypothesis that the type of injury sustained by the occupant could be related to door orientation during its intrusion into the passenger compartment. METHOD: Data on door orientation and nearside occupant injuries were collected from 125 side impact crashes reported in the CIREN database. Experimental testing was performed using a pendulum carrying a frame and a vehicle door, impacting against a USDOT SID. The frame allowed the door orientation to be changed. A model was developed in MADYMO (v 6.2) using the more biofidelic dummies, BIOSID, and SIDIIs as well as USDOT SID. RESULTS: In side impact crashes with the lower border of the door leading, 81% of occupants sustained pelvic injury, 42% suffered rib fractures, and the rate of organ injury was 0.84. With the upper border leading, 46% of occupants sustained pelvic injury, 71% sustained rib fracture, and the rate of organ injuries per case increased to 1.13. The differences in the groups with respect to pelvic injury were significant at p = 0.01, rib fracture, p = 0.10, and organ injury, p = 0.001. Experimental testing showed that when the door angle changed from lower to upper border leading, peak T4 acceleration increased by 273% and pelvic acceleration decreased by 44%. The model demonstrated that when the door angle changed from lower to upper border leading, the USDOT SID showed a 29% increase in T4 acceleration and a 57% decrease in pelvic acceleration. The BIOSID dummy demonstrated a 36% increase in T1 acceleration, a 44% increase in abdominal rib 1 deflection, a 91% increase in thoracic rib 1 deflection, and a 33% decrease in pelvic acceleration. CONCLUSIONS: These data add more insight to the problem of mismatch during side impacts, where the bumper of the striking vehicle overrides the door beam, causing the upper part of the door to lead the intrusion into the passenger compartment. Even with the same delta V and intrusion, with the upper border of the door leading, more severe chest and organ injuries resulted. This data suggests that door orientation should be considered when testing subsystems for side impact protection.