Hydrodynamics and turbulence in emergent and sparsely vegetated open channel flow

This present study reports the results of an experimental study characterizing thorough variation of turbulent hydrodynamics and flow distribution in emergent and sparsely vegetated open channel flow. An emergent and rigid sparse vegetation patch with regular spacing between stems along the flow and transverse directions was fixed in the central region of the cross-section of open channel. Experiments were conducted in subcritical flow conditions and velocity measurements were obtained with an acoustic Doppler Velocimetry system. Large variations of the turbulence intensities, Reynolds shear stress, turbulent kinetic energy and vortical motions are found in and around the vegetation patch. At any cross-section through the interior of the vegetation patch, streamwise velocity decreases with increase in streamwise length and the velocity profiles converge from the log-law to a linear profile with increasing slope. Time-averaged lateral and vertical velocities inside the vegetation patch increase with increasing streamwise distance and converge from negative values to positive values. Turbulence intensities interior of the sparse vegetation patch are more than those of without the vegetation patch. Similar to the trend of streamwise velocity profiles inside the vegetation, turbulence intensities and longitudinal-normal Reynolds shear stress profile decreases with streamwise direction. In the interior of the vegetation patch and downstream of the trailing edge, turbulent kinetic energy profiles are exhibiting irregular fluctuations and the maximum values are occurring in the outer layer. Analysis of flow distribution confirms sparse vegetation patch is inducing a serpentine flow pattern in its vicinity. At the leading edge, flow is rushing towards the right hand sidewall, and at the trailing edge, flow is turning to the left hand sidewall. In between the leading and trailing edges, the streamlines are following a zig-zag fashion at varied degree along the streamwise and lateral directions. Immediate upstream of the leading edge and in the interior of the vegetation patch, vortex motion is clearly visible and the vortices are stretched along the width of the channel with streamwise direction.     

Recycling of waste PP and crumb rubber together by use of self-healing ionomer as process compatibilizer

Journal of Material Cycles and Waste Management - Recycling of mixed waste, including plastic and rubber, by the blending process is one of the promising sustainable routes. In this paper, the...     

Bioavailability and risk assessment of trace metals in sediments of a high-altitude eutrophic lake,Ooty, Tamil Nadu,India

Environmental Science and Pollution Research - Ooty lake, in the southern part of India, has raised huge concern about the role of metals in a lake due to increasing anthropogenic activities....     

Synthesis and characterisation of transition metal sulphide-loaded fly ash–based mesoporous EU-12 photocatalysts for degradation of rhodamine B

Transition metal sulphide-loaded fly ash–based EU-12 photocatalysts were synthesized by sono-hydrothermal method followed by ion exchange. The composites were characterized by XRD, FESEM, DSC-TGA, Raman spectroscopy, and BET surface area analysis. The XRD results imply 76.39% crystallinity of EU-12 and morphological studies by FESEM, and TEM revealed the shape and size of EU-12, i.e. rod-shaped with size ranging from 5 to 200 nm. Band gap of all synthesized photocatalysts were found to be?≤?3.44 eV. The photoactivities of the photocatalysts were examined by degrading rhodamine B (RhB). The results indicated that metal sulphide/EU-12 composite had the strong photoactivity under visible light compared to dark environment. Furthermore, the efficiency of photocatalysts was determined in terms of degradation efficiency towards RhB which was found to be maximum of 98.62% for 0.2 M CdS/EU-12 at 2 gL^?1 of catalyst dosage and 10 ppm of dye concentration within 3 h under visible light source of 200 W.

     

A NONTRADITIONAL METHODOLOGY FOR FLOOD STAGE-DAMAGE CALCULATIONS1

ABSTRACT: This paper presents a new methodology to calculate economic losses from hypothetical, extreme flood events, such as the Probable Maximum Flood. The methodology uses economic data compiled from already-available secondary sources, such as U.S. Census data on magnetic tapes, utilizing microcomputer and other electronic media. Estimates of land elevations are obtained from topographic maps, and flood elevations axe estimated using, for example, a dam breach and flood routing (DAMBRK) model (Fread, 1984). The calculations are performed at a disaggregate spatial scale, by various land use and industrial classification categories. The basic areal units are city blocks (for urbanized areas), enumeration districts, and Census tracts. Depth-damage functions, which provide an estimate of damages as a proportion of the existing value of the structure, are estimated statistically. Computer software (called DAMAGE) is used to combine the economic, flood elevation, and depth-damage information to compute economic losses for different possible flood stages and for different inflow events. Two case studies are presented as illustrations of the method.     

Cross-sectional study of road accidents and related law enforcement efficiency for 10 countries: A gap coherence analysis

Objective: Road crashes are considered as the eighth leading causes of death. There is a wide disparity in crash severity and law enforcement efficiency among low-, medium-, and high-income countries. It would be helpful to review the crash severity trends in these countries, identify the vulnerable road users, and understand the law enforcement effectiveness in devising efficient road safety improvement strategies.

Method: The crash severity, fatality rate among various age groups, and law enforcement strategies of 10 countries representing low-income (i.e., India and Morocco), medium-income (i.e. Argentina, South Korea, and Greece), and high-income (i.e., Australia, Canada, France, the UK, and the United States) are studied and compared for a period of 5 years (i.e., 2008 to 2012). The critical parameters affecting road safety are identified and correlated with education, culture, and basic compliance with traffic safety laws. In the process, possible road safety improvement strategies are identified for low-income countries.

Results: The number of registered vehicles shows an increasing trend for low-income countries as do the crash rate and crash severity. Compliance related to seat belt and helmet laws is high in high-income countries. In addition, recent seat belt– and helmet-related safety programs in middle-income countries helped to curb fatalities. Noncompliance with safety laws in low-income countries is attributed to education, culture, and inefficient law enforcement.

Conclusion: Efficient law enforcement and effective safety education taking into account cultural diversity are the key aspects to reduce traffic-related injuries and fatalities in low-income countries like India.     

Advanced oxidation process: a sustainable technology for treating refractory organic compounds present in industrial wastewater

Environmental Science and Pollution Research - The world faces tremendous challenges and environmental crises due to the rising strength of wastewater. The conventional technologies fail to achieve...     

Automobile recycling in the United States: Energy impacts and waste generation

Changes in the trends in the material composition of domestic and imported automobiles and the increasing cost of landfilling the non-recyclable portion of automobiles (automobile shredder residue or ASR) pose questions about the future of automobile recycling in the United States. In response to these challenges, new and innovative approaches to automobile recycling are being developed. This paper presents the findings of a recent study to examine the impacts of these changes on the life cycle energy consumption of automobiles and on the quantity of waste that must be disposed of. Given the recycle status quo, trends in material composition and the viability of recycling the non-metallic components of the typical automobile are of secondary importance when compared to the energy consumed during the life of the automobile. The energy savings resulting from small changes in the fuel efficiency of a vehicle overshadow potential energy losses associated with the adoption of new and possibly non-recyclable materials. Under status quo conditions, the life cycle energy consumed by the typical automobile is projected to decrease from 599 million Btus in 1992 to 565 million Btus in 2000. Energy consumed during the manufacture of the typical car will increase from about 120 to 140 million Btus between 1992 and 2000, while energy used during vehicle operation will decrease from 520 to 480 million Btus. This study projects that energy saved at the recycle step will increase from 41 million Btus in 1992 to 55 million Btus in 2000. This study also investigated the energy impacts of several potential changes to the recycle status quo, including the adoption of technologies to retrieve the heat value of ASR by incineration and the recycle of some or all thermoplastics in the typical automobile. The study estimates that under optimistic conditions —i.e., the recycling of all thermoplastics and the incineration with heat recovery of all remaining ASR —about 8 million Btus could be saved per automobile —i.e., an increase from about 55 to 63 million Btus. In the more realistic scenario —i.e., the recycling of easy-to-remove thermoplastic components (bumper covers and dash-boards) —the potential energy savings are about 1 million Btus per vehicle. It is estimated that the annual quantity of ASR in the United States could be reduced from about 5 billion pounds to as little as 1 billion pounds of ash if all ASR is incinerated. Alternatively, ASR quantity could be reduced to about 4 billion pounds if all thermoplastics in automobiles are recycled. However, in the case of recycling only thermoplastic bumper covers and dashboards, the quantity of ASR would be reduced by only 0.2 billion pounds. A significant reduction or increase in the size of the ASR waste stream will not in itself have a large impact on the solid waste stream in the United States.     

Hydrous ferric oxide nanoparticles hosted porous polyethersulfone adsorptive membrane: chromium (VI) adsorptive studies and its applicability for water/wastewater treatment

In this present study, adsorptive membranes for Cr(VI) ion removal were prepared by blending polyethersulfone (PES) with hydrous ferric oxide (HFO) nanoparticles (NPs). The effects of HFO NPs to PES weight ratio (0–1.5) on the physicochemical properties of the resultant HFO/PES adsorptive membranes were investigated with respect to the surface chemistry and roughness as well as structural morphologies using different analytical instruments. The adsorptive performance of the HFO NPs/PES membranes was studied via batch adsorption experiments under various conditions by varying solution pH, initial concentration of Cr(VI), and contact time. The results showed that the membrane made of HFO/PES at a weight ratio of 1.0 exhibited the highest adsorption capacity which is 13.5 mg/g. Isotherm and kinetic studies revealed that the mechanism is best fitted to the Langmuir model and pseudo-second-order model. For filtration of Cr(VI), the best promising membranes showed improved water flux (629.3 L/m² h) with Cr(VI) ion removal of 75%. More importantly, the newly developed membrane maintained the Cr(VI) concentration below the maximum contamination level (MCL) for up to 9 h.