Triphenyl methyl phosphonium tosylate as an efficient phase transfer catalyst for ultrasound-assisted oxidative desulfurization of liquid fuel

Environmental Science and Pollution Research - The novel phosphonium-based ionic liquid (IL), triphenyl methyl phosphonium tosylate ([TPMP][Tos]), has been synthesized and applied as a phase...     

Fly-ash-induced oxidative stress and tolerance in Prosopis juliflora L. grown on different amended substrates

Field experiments were conducted to study the impact of metal accumulation on malondialdehyde (MDA), cysteine and non-protein thiol (NPSH) contents in the plants of Prosopis juliflora grown on the fly ash (FA) amended with soil, blue green algae (BGA) biofertilizer, farm yard manure, press mud and Rhizobium inoculation. The analysis of data revealed that the level of MDA, cysteine and NPSH was higher in the roots of the plant than leaves, which was found positively correlated with metal accumulation. An increase of 361.14, 64.25 and 305.62% in MDA, cysteine and NPSH contents, respectively was observed after 45 days in the roots of the plants grown in 100% FA as compared to 100% garden soil (GS). The level of MDA, cysteine and NPSH was found less in the plants grown on various amendments of FA showing ameliorating effect on the toxicity induced due to the accumulation of metals. The decrease in MDA, cysteine and NPSH contents was higher in Rhizobium-inoculated plants as compared to uninoculated plants grown on 100% FA. The results showed a high tolerance potential of the plant, which is further increased by inoculating the plant with FA-tolerant Rhizobium showing feasibility of using P. juliflora in environmental monitoring of FA landfills.     

Emissions of gaseous and particulate pollutants in a port and harbour region in India

Ports can generate large quantity of pollutants in the atmosphere due to various activities like loading and unloading,transportation, and construction operations. Determination of the character and quantity of emissions from individual sources is an essential step in any project to control and minimize the emissions.In this study a detailed emission inventory of total suspendedparticulate matter (TSP), particulate matter less than 10 m(PM₁₀), sulfur dioxide (SO₂) and nitrogen oxides (NO_x) for a port and harbour project near Mumbai is compiled. Results show that the total annual average contributions of TSP and PM₁₀ from all the port activitieswere 872 and 221 t yr^-1, respectively. Annual average emissions of gaseous pollutants SO₂ and NO_xwere 56 and 397 t yr^-1, respectively, calculatedby using emission factors for different port activities. The maximum TSP emission (419 t yr ^-1) was from paved roads, while the least (0.4 t yr^-1) was from bulk handling activity. The maximum PM₁₀ emission (123 t yr^-1) was from unpaved roads and minimum (0.2 t yr^-1) from bulk handling operations. Similarly the ratio of TSP and PM₁₀ emission was highest (5.18) from paved roads and least (2.17) from bulk handling operations. Regression relation was derivedfrom existing emission data of TSP and PM₁₀ from variousport activities. Good correlation was observed between TSP andPM₁₀ having regression coefficient >0.8.     

Assessment and management of fetal agenesis of the corpus callosum

Prenatal counselling for fetal agenesis of the corpus callosum is difficult as the prognosis until now has been so uncertain. We have reviewed the current world English literature to provide the best probabilistic information for prospective parents. In total, there are 70 cases where the diagnosis was made prenatally. The diagnosis of apparently isolated agenesis of the corpus callosum (in the absence of other sonographically detectable anomalies) appears to carry an excellent prognosis, with an 85 per cent chance of a normal developmental outcome and a 15 per cent risk of handicap. Fetal karyotyping is recommended as there is a 1 in 10 risk of aneuploidy. If other anomalies are detected prenatally, the outcome is very poor. Termination of pregnancy is advised in these circumstances.     

Design parameters for fixed bed reactors of activated carbon developed from fertilizer waste for the removal of some heavy metal ions

Activated carbon, developed from fertilizer waste, has been used for the removal of Hg²⁺, Cr⁶⁺, Pb²⁺, and Cu²⁺. Mass transfer kinetic approach has been successfully applied for the determination of various parameters necessary for designing a fixed-bed absorber. Parameters selected are the length of the (PAZ) primary adsorption zone (δ), total time involved for the establishment of primary adsorption zone (t_x), mass rate of flow to the absorber (F_m), time for primary adsorption zone to move down its length (t_δ), amount of adsorbate adsorbed in PAZ from breakpoint to exhaustion (M_s), fractional capacity (f), time of initial formation of PAZ (t_f) and per cent saturation of column at break point. Chemical regeneration has been achieved with 1 M HNO₃.     

Life cycle energy impacts of automotive liftgate inner

This paper compares the life cycle energy use of a cast-aluminum, rear liftgate inner and a conventional, stamped steel liftgate inner used in a minivan. Using the best available aggregate life cycle inventory data and a simple spreadsheet-level analysis, energy comparisons were made at both the single-vehicle and vehicle-fleet levels. Since the product manufacture and use are distributed over long periods of time that, in a fleet, are not simple linear combinations of single product life cycles. Thus, it is all the products in use over a period of time, rather than a single product, that are more appropriate for the life cycle analysis. Using a set of consistent data, analyses also examine sensitivity to the level of analysis and the assumptions to determine the most favorable materials with respect to life cycle energy benefits.As expected, life cycle energy impacts of aluminum are lower than steel at a single-vehicle level – energy savings are determined to be 1.8 GJ/vehicle. Most energy savings occur at the vehicle operation phase due to improved fuel economy from lightweighting. The energy benefits are realized only very close to the average vehicle life of 14 years. With the incremental growth of the vehicle fleet, it takes longer – about 21 years – for aluminum to achieve life cycle equivalence with steel. The number of years aluminum needs to achieve equivalence with steel was found to be quite sensitive to aluminum manufacturing energy and fuel economy. As the steel industry races to compete with other materials for automotive lightweighting, a systems approach, instead of part-to-part comparison, is more appropriate in the determination of viability of aluminum substitution from an energy perspective.