Microplastic particles in stormwater pose significant threats to the environment. This study investigated how effective a stormwater treatment train was at removing rubber, bitumen and other microplastics (incl. fibers, fragments, and paint particles) in the 100-300 µm and >300 µm size fractions from highway runoff. The two treatment trains comprise a gross pollutant trap (GPT) followed by either a vegetated bioretention cell or non-vegetated sand filter. Flow-proportional composite samples were taken from the highway runoff, GPT outflow and the outflow from the two parallel filters during nine rain events to determine overall treatment performance, as well as the performance of individual system components. The identified rubber, bitumen and other microplastic particles mainly represented the 100-300 µm fraction and included high ratios of rubber (30%) and bitumen (60%). Overall, the treatment train efficiently removed rubber, bitumen and other microplastic particles in the 100-300 µm size fraction from the stormwater. The filter cells accounted for a major share of this removal, as the GPT did not reduce microplastic particle concentrations. This observation is likely explained by the fact that the rubber, bitumen and other microplastic particles have a density close to the density of water and thus removal by sedimentation is decreased. This identified an inherent weakness of the system; more specifically, the high microplastic concentrations in the surface water of the GPT means there can be a risk of microplastic release through overflow pits when inflows surpass the system capacity. Despite some differences, both the vegetated bioretention cell and the non-vegetated sand filter removed rubber, bitumen and other microplastic particles to similar extent.

Microplastic pollution of stormwater can be a serious threat to the environment. Gross pollutant trap (GPT) - bioretention treatment trains have been shown previously to treat (inter alia) particulate stormwater pollutants including microplastic particles larger than 100 μm. This study was carried out to investigate whether such stormwater treatment trains also remove smaller 20 to 100 μm sized microplastic particles from highway runoff. Further, it investigates occurrence and concentration of 20 to 100 μm sized microplastic particles in highway runoff and which polymer types they can be assigned to. Volume proportional samples from nine rain events were taken from the incoming highway stormwater, from the gross pollutant trap effluent and the outflow from a bioretention system as well as a non-vegetated sand filter. The microplastic analyses were carried out using μFTIR and FTIR-ATR, which made it possible to detect particles where carbon black was present. It was found that 20 to 100 μm sized microplastic particles are abundant in highway runoff and that their concentrations are highly variable, with a median of 230 particles/L, a minimum of 42 particles/L and a maximum of 8577 particles/L. The dominant polymer types in highway stormwater were Polypropylene (PP), Ethylene Propylene Diene (EPDM) rubber and Ethylene-vinyl acetate (EVA). The treatment train with the bioretention system treated 20 to 200 μm sized microplastic particles significantly better than the treatment train with a non-vegetated sand filter, with median effluent concentrations of 26.5 particles/L and 121 particles/L, respectively. The GPT had no significant impact on the treatment of 20 to 100 μm sized microplastic particles.

As the understanding of how stormwater pollutants are fractioned and need for mitigation has increased, so has the investigation into more advanced treatment techniques. The present study investigated the treatment efficiency of coagulation/flocculation and sedimentation in semi-synthetic stormwater. Five coagulants were evaluated in terms of reducing particle content, organic carbon, total and dissolved metals, hydrocarbon oil index, and polycyclic aromatic hydrocarbons (PAHs). Changes in the resulting particle size distribution as a consequence of the coagulation treatment were also investigated. The pollutants in the semi-synthetic stormwater were predominantly in the particulate phase. The medium and longer chained hydrocarbons dominated the hydrocarbon oil index, while medium to high molecular weight PAHs were most abundant. Iron chloride was the only coagulant that affected particle size distribution post-treatment, shifting the distribution toward larger particles. In terms of total metal removal, the performance of the coagulants was similar, with over 90% removal on average. Concentration of zdissolved copper, one of the metals found in the dissolved phase, was reduced by 40% via coagulation treatment. The iron chloride coagulant increased dissolved Zn, a change attributed to a considerable drop in pH resulting in higher ion mobility. Similarly, the reduction in organic content (total organic carbon, oil, and PAHs) was over 90% for most coagulants.

Hydrological climate change impact assessment is generally performed by following a sequence of steps from global and regional climate modelling, through data tailoring (bias-adjustment and downscaling) and hydrological modelling, to analysis and impact assessment. This “climate-hydrology-assessment chain” has been developed with a primary focus on applicability to a medium-sized rural basin, which has been and still is the main type of domain investigated in this context. However, impact assessment is to an increasing degree being performed at scales smaller or larger than the medium-sized rural basin. Small-scale assessment includes e.g., impacts on solute transport and urban hydrology and large-scale assessment includes e.g., climate teleconnections and continental modelling. In both cases, additional complexity is introduced in the process and additional demands are placed on all components involved, i.e., climate and hydrology models, tailoring methods, assessment principles, and tools. In this paper we provide an overview of recent progress with respect to small- and large-scale hydrological climate change impact assessment. In addition, we wish to highlight some key issues that emerged as a consequence of the scale and that need further attention from now on. While we mainly use examples from work performed in Europe for illustration, the progress generally reflects the overall state of the art and the issues considered are of a generic character.

The effect of clogging on the long-term infiltration capacity and porosity of two 18- and 24-year-old porous asphalts was examined by using replicate double-ring infiltrometer tests and analyzing asphalt core samples. Tests were carried out to see if high pressure washing and vacuum cleaning could restore the hydraulic performance. The infiltration capacity of the porous asphalts decreased substantially, primarily due to surficial clogging (0.50±0.26 in Luleå, Sweden, and 0.22±0.12 in Haparanda, Sweden, compared to initially >290 mm min−1). In Luleå, washing and vacuum cleaning could partially restore the infiltration capacity (3.48±3.00 mm min−1), but in Haparanda, no effect was measured. The porosity was constantly between 16 and 18%. The difference of the long-term behavior and effect of cleaning in Luleå and Haparanda is primarily attributable to different street maintenance, age, and winter maintenance (application of fine gravel and/or sand). Although the infiltration capacity in Luleå was...