A review of textile industry: Wet processing,environmental impacts,and effluent treatment methods

The word “textile” means to weave and was taken from the Latin word “texere.” Nowadays, textiles not only fulfill humankind's basic necessity for clothing, they also allow individuals to make fashion statements. As one of the oldest industries, the textile industry occupies a unique place in India. It is responsible for 14% of the total industrial manufacture in India. However, the textile industry is also considered to be one of the biggest threats to the environment. Pretreatment, dyeing, printing, and finishing operations are among the various stages of the industrial textile manufacturing process. These fabrication operations not only utilize huge quantities of power and water, they also generate considerable amounts of waste. The textile industry utilizes a number of dyes, chemicals, and other materials to impart the required qualities to the fabrics. These operations produce a significant amount of effluents. The quality of effluents is such that they cannot be put to other uses, and they can create environmental problems if they are disposed of without appropriate treatment. This review discusses different textile processing stages, pollution problems associated with these stages, and their eco‐friendly alternatives. Textile wet processing is described in detail, as it is the key process in the industry and it also generates the greatest amount of pollutants in textile processing. The environmental impact of textile effluents is discussed, as textile effluents not only impose negative effects on the quality of water and soil, they also imperil plant and animal health. In this paper, various methods for treating textile effluents are described. Discussion of physical, chemical, biological, and advanced treatment technologies of effluent treatment are included in this paper.     

Transport and Urban Air Pollution in India

The rapid growth in motor vehicle activity in India and other rapidly industrializing low-income countries is contributing to high levels of urban air pollution, among other adverse socioeconomic, environmental, health, and welfare impacts. This paper first discusses the local, regional, and global impacts associated with air pollutant emissions resulting from motor vehicle activity, and the technological, behavioral, and institutional factors that have contributed to these emissions, in India. The paper then discusses some implementation issues related to various policy measures that have been undertaken, and the challenges of the policy context. Finally, the paper presents insights and lessons based on the recent Indian experience, for better understanding and more effectively addressing the transport air pollution problem in India and similar countries, in a way that is sensitive to their needs, capabilities, and constraints.     

Climate-resilient strategies for sustainable management of water resources and agriculture

Environmental Science and Pollution Research - Warming of the earth is considered as the major adverse effect of climate change along with other abnormalities such as non-availability of water...     

Transformation and fate of urea in pit-toilet blackwater after discharge to environment

Environmental Science and Pollution Research - Studies on urea transformation reactions in blackwater are limited as urea rapidly hydrolyses under anaerobic condition. Since ammonium content of...     

Toxicity,uptake, and accumulation of nano and bulk cerium oxide particles in <Emphasis Type="Italic">Artemia salina</Emphasis>

Although the toxicological impact of metal oxide nanoparticles has been studied for the last few decades on aquatic organisms, the exact mechanism of action is still unclear. The fate, behavior, and biological activity of nanoparticles are dependent on physicochemical factors like size, shape, surface area, and stability in the medium. This study deals with the effect of nano and bulk CeO₂ particles on marine microcrustacean, Artemia salina. The primary size was found to be 15 ± 3.5 and 582 ± 50 nm for nano and bulk CeO₂ (TEM), respectively. The colloidal stability and sedimentation assays showed rapid aggregation of bulk particles in seawater. Both the sizes of CeO₂ particles inhibited the hatching rate of brine shrimp cyst. Nano CeO₂ was found to be more toxic to A. salina (48 h LC₅₀ 38.0 mg/L) when compared to bulk CeO₂ (48 h LC₅₀ 92.2 mg/L). Nano CeO₂-treated A. salina showed higher oxidative stress (ROS) than those treated with the bulk form. The reduction in the antioxidant activity indicated an increase in oxidative stress in the cells. Higher acetylcholinesterase activity (AChE) was observed upon exposure to nano and bulk CeO₂ particles. The uptake and accumulation of CeO₂ particles were increased with respect to the concentration and particle size. Thus, the above results revealed that nano CeO₂ was more lethal to A. salina as compared to bulk particles.     

Injury outcomes and costs for cross-median and median barrier crashes

Introduction

The objective of this research was to quantify the injury outcomes and develop reliable and comprehensive injury costs for cross-median crashes (CMC) and median barrier crashes (MBC).

Method

A three-step methodology was developed to quantify the crash costs for each crash severity and type. All CMC and MBC between 2001 and 2007 in Wisconsin were identified and used in this analysis. The Wisconsin CODES database provided comprehensive injury costs based on the injury types and severities suffered by participants in study crashes.

Results

As expected, multi-vehicle CMC result in more total injuries and more severe injuries than single-vehicle CMC. Injury costs for the same injury level on KABCO scale are different for different crash types. Injury costs for concrete MBC are 33% to 50% less than those of multi-vehicle CMC, while the injury costs of concrete MBC for lower severities (B and C) are similar to those of single-vehicle CMC for the same severities; but for incapacitating injuries the costs are 30% less. As expected, concrete MBC result in lower severities than CMC. The costs, by crash severity, vary significantly between different crash types. Concrete median barrier injury crashes are roughly 20% of multi-vehicle CMC costs and 50% of single-vehicle CMC costs.

Conclusions

Results indicate that using one set of crash costs for all crash types biases any evaluation. Therefore, it is recommended that crash-type-specific costs be used in applications such as development of median barrier warrant where specific types of crashes are considered (CMC and MBC).

Impact on industry

Using crash specific costs can lead to a more realistic benefit-cost analysis and enable better decision-making.     

Hydrogeochemical behavior of arsenic-enriched groundwater in the deltaic environment: comparison between two study sites in West Bengal, India

Groundwaters have been collected from deltaic areas of West Bengal (Chakdaha and Baruipur blocks) to record their hydrogeochemical characteristics, and to verify the mechanism of arsenic (As) release. The data reveals that shallow (<70 m) groundwaters in both areas are of Ca-Mg-HCO(3) type; however deeper (>70 m) groundwaters in Baruipur areas are slightly enriched with Na, Cl and SO(4), indicating possible saline water intrusion. The groundwater is anoxic (mean Eh: -124 and -131 mV) with high levels of As (mean: 116 and 293 mug/L), Fe (mean: 4.74 and 3.83 mg/L), PO(4) (mean: 3.73 and 3.21 mg/L) and Mn (mean: 0.37 and 0.49 mg/L), respectively for Chakdaha and Baruipur areas. The observed values of As and bicarbonate (mean: 409 and 499 mg/L) in the shallow aquifer are indicative of redox processes (e.g., oxidation of organic matter) favouring the release of As. Moreover, the presence of DOC in the shallow aquifer suggests that organic matter is young and reactive, and may actively engage in redox driven processes. Our study further confirms that both Fe- and Mn-reduction processes are the dominant mechanisms for As release in these groundwaters.