Modeling Pre‐ and Post‐Dam Removal Sediment Dynamics: The Kalamazoo River,Michigan1

Abstract:  The state of Michigan is interested in removing two low‐head dams in an 8.8 km reach of the Kalamazoo River between Plainwell and Otsego, Michigan, while minimizing impacts locally and to downstream reaches. The study was designed to evaluate the erosion, transport, and deposition of sediments over a 37.3‐year period using the channel evolution model CONCEPTS for three simulation scenarios: Dams In (DI), Dams Out (DO), and Design (D). The total mass of sediment emanating from the channel boundary, for the DI case, shows net deposition of 4,100 T/y for the study reach, with net transport (suspended and bed load) of 10,500 T/y passing the downstream boundary. For the DO case, net erosion is 19,200 T/y with net transport of 30,100 T/y (187% increase) passing the downstream boundary. For the D case, net deposition is 2,570 T/y (37% decrease) with transport of 14,200 T/y (35% increase) passing the downstream boundary. The most significant findings were: (1) removal of the low‐head dams will cause significant erosion of sediments stored behind the dams and increased sediment loads passing the downstream boundary and (2) sediment loads for the proposed channel design are similar to existing conditions and offer reduced fine‐sediment loadings.     

The Use of Carbon and Nitrogen Isotopes to Study Watershed Erosion Processes1

Abstract:  Tracer studies are needed to better understand watershed soil erosion and calibrate watershed erosion models. For the first time, stable nitrogen and carbon isotopes (δ¹⁵N and δ¹³C) and the carbon to nitrogen atomic ratio (C/N) natural tracers are used to investigate temporal and spatial variability of erosion processes within a sub‐watershed. Temporal variability was assessed by comparing δ¹⁵N, δ¹³C, and C/N of eroded‐soils from a non‐equilibrium erosion event immediately following freezing and thawing of surface soils with two erosion events characterized by equilibrium conditions with erosion downcutting. Spatial variability was assessed for the equilibrium events by using the δ¹⁵N and δ¹³C signatures of eroded‐soils to measure the fraction of eroded‐soil derived from rill/interrill erosion on upland hillslopes as compared to headcut erosion on floodplains. In order to perform this study, a number of tasks were carried out including: (1) sampling source‐soils from upland hillslopes and floodplains, (2) sampling eroded‐soils with an in situ trap in the stream of the sub‐watershed, (3) isotopic and elemental analysis of the samples using isotope ratio mass spectrometry, (4) fractioning eroded‐soil to its upland rill/interrill and floodplain headcut end‐members using an unmixing model within a Bayesian Markov Chain Monte Carlo framework, and (5) evaluating tracer unmixing model results by comparison with process‐based erosion prediction models for rill/interrill and headcut erosion processes. Results showed that finer soil particles eroded during the non‐equilibrium event were enriched in δ¹⁵N and δ¹³C tracers and depleted in C/N tracer relative to coarser soil particles eroded during the equilibrium events. Correlation of tracer signature with soil particle size was explainable based on known biogeochemical processes. δ¹⁵N and δ¹³C were also able to distinguish between upland rill/interrill erosion and floodplain headcut erosion, which was due to different plant cover at the erosion sources. Results from the tracer unmixing model highlighted future needs for coupling rill/interrill and headcut erosion prediction models.     

THE SUSPENDED SEDIMENT REGIME OF AN OREGON COAST RANGE STREAM1

ABSTRACT: Armored stream segments may affect the suspended sediment regime of small mountain streams in western Oregon by the release of fine sediments stored in the bed gravels. Sieve analysis of bed materials indicated that at least 30 percent of the suspended sediment yield for the 1975–76 winter had been stored in the streambed. Suspended sediment concentrations during storm-generated runoff were influenced by stream discharge and hydrograph characteristics. Sediment-discharge relations for individual storms were characterized by hysteresis loops. A seasonal flushing of fines was shown by a progressive decrease in the ratio of suspended sediment to stream discharge during the winter runoff period.     

The Role of Headwater Streams in Downstream Water Quality1

Abstract: Knowledge of headwater influences on the water‐quality and flow conditions of downstream waters is essential to water‐resource management at all governmental levels; this includes recent court decisions on the jurisdiction of the Federal Clean Water Act (CWA) over upland areas that contribute to larger downstream water bodies. We review current watershed research and use a water‐quality model to investigate headwater influences on downstream receiving waters. Our evaluations demonstrate the intrinsic connections of headwaters to landscape processes and downstream waters through their influence on the supply, transport, and fate of water and solutes in watersheds. Hydrological processes in headwater catchments control the recharge of subsurface water stores, flow paths, and residence times of water throughout landscapes. The dynamic coupling of hydrological and biogeochemical processes in upland streams further controls the chemical form, timing, and longitudinal distances of solute transport to downstream waters. We apply the spatially explicit, mass‐balance watershed model SPARROW to consider transport and transformations of water and nutrients throughout stream networks in the northeastern United States. We simulate fluxes of nitrogen, a primary nutrient that is a water‐quality concern for acidification of streams and lakes and eutrophication of coastal waters, and refine the model structure to include literature observations of nitrogen removal in streams and lakes. We quantify nitrogen transport from headwaters to downstream navigable waters, where headwaters are defined within the model as first‐order, perennial streams that include flow and nitrogen contributions from smaller, intermittent and ephemeral streams. We find that first‐order headwaters contribute approximately 70% of the mean‐annual water volume and 65% of the nitrogen flux in second‐order streams. Their contributions to mean water volume and nitrogen flux decline only marginally to about 55% and 40% in fourth‐ and higher‐order rivers that include navigable waters and their tributaries. These results underscore the profound influence that headwater areas have on shaping downstream water quantity and water quality. The results have relevance to water‐resource management and regulatory decisions and potentially broaden understanding of the spatial extent of Federal CWA jurisdiction in U.S. waters.     

辽宁省典型城市道路尘PM2.5成分谱研究

为构建辽宁省典型城市道路尘源成分谱，分别采集了鞍山市和盘锦市道路尘样品，分析了其化学组分特征，用富集因子法和比值法分析了其主要来源，用分歧系数法分析了两个城市成分谱的相似度.结果表明：盘锦市和鞍山市道路尘PM_2.5中的化学组成以有机碳组分（OC）和地壳类元素（Al、Ca、Mg、Fe和K）为主.除Cu和V元素外，其余元素均表现为鞍山市的富集因子大于盘锦市.由比值法可得，盘锦市和鞍山市OC/EC分别为（13.20±6.26）和（3.94±0.63），均存在二次污染现象；NO₃^-/SO₄^2-的均值分别为（0.52±0.55）和（0.46±0.13），说明其道路尘PM_2.5受固定源影响更大.盘锦市与鞍山市道路尘成分谱分歧系数为0.354，说明两个源成分谱可能相似.     

Semi-analytical solution of two-dimensional sharp interface LNAPL transport models

In this paper, we present semi-analytical solutions for two-dimensional equations governing transport of Light Non-Aqueous Phase Liquids (LNAPL) in unconfined aquifers. The proposed model is based on sharp interface displacement and steady groundwater flow assumptions, where both the water–LNAPL interface and the LNAPL–air interface are represented as sharp interfaces. In the case of steady groundwater flow, these equations can be reduced to a two-dimensional nonlinear solute transport equation, with the LNAPL thickness in the free product lens being the primary unknown variable. The linearized form of this solute transport equation falls into the category of two-dimensional transport equation with time-dependent dispersion coefficients. This equation can be solved analytically for an infinite domain region. In this paper, the general form of the analytical solution for the transport equation, as well as the solutions for some specific cases are presented. To demonstrate the utility of the proposed solution, numerical results obtained for two example problems are discussed and presented comparatively with a finite-element solution and other more restrictive solutions available in the literature. Although the solutions discussed in this paper have some simplifying assumptions, such as sharp-interfaces between fluid phases, steady groundwater flow and homogeneous aquifer properties, the semi-analytical solutions presented in this study may be used effectively as bench mark solutions in evaluating LNAPL migration in the subsurface. These solutions are simple and cost effective to implement and may be used in the calibration of other more complex numerical solutions that can be found in the literature.     

Reducing the risk level for pipelines transporting carbon dioxide and hydrogen by means of optimal safety valves spacing

In many countries where electricity generation is based on their natural resources of fossil fuels a need arises to implement new power engineering technologies that allow carbon dioxide capture. Simultaneously, efforts are made to find new energy carriers which, if fired, do not involve carbon dioxide emissions. Hydrogen is one of such fuels with this future potential which is now becoming increasingly popular. Obviously, this means that the two gases mentioned above – carbon dioxide and hydrogen – will be produced in large quantities in future, which in many cases will necessitate their transport over considerable distances. If a pipeline failure occurs, the transport of the gases may pose a serious hazard to people in the immediate vicinity of the leakage site. This paper presents an analysis of the possibility of reducing the level of risk related to pipelines transporting CO₂ and H₂ by means of safety valves. It is shown that for a 50 km long and a 0.4 m diameter pipeline transporting gas with the pressure of 15 MPa the individual risk level can be reduced from 1·10⁻⁴ to 6.5·10⁻⁷ for CO₂ and from 1·10⁻⁶ to 6·10⁻¹⁰ for H₂. The social risk can be diminished in similar proportions.     

The Real-World Safety Potential of Connected Vehicle Technology

Objective: This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes.

Method: Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking.

Results: It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes.

Conclusions: These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty.