The radioactivity of uranium in radioactive coal bottom ash(CBA) may be a potential danger to the ambient environment and human health. Concerning the limited research on the distribution and mode of occurrence of uranium in CBA, we herein report our investigations into this topic using a number of techniques including a five-step Tessier sequential extraction, hydrogen fluoride(HF) leaching, Siroquant(Rietveld) quantification, magnetic separation, and electron probe microanalysis(EPMA). The Tessier sequential extraction showed that the uranium in the residual and Fe–Mn oxide fractions was dominant(59.1%and 34.9%, respectively). The former was mainly incorporated into aluminosilicates,retained with glass and cristobalite, whereas the latter was especially enriched in the magnetic fraction, of which about 50% was present with magnetite(Fe_3O_4) and the rest in other iron oxides. In addition, the uranium in the magnetic fraction was 2.6 times that in the non-magnetic fraction. The experimental findings in this work may be important for establishing an effective strategy to reduce radioactivity from CBA for the protection of our local environment. 相似文献
It is common that 2,4,6-trichlorophenol (TCP) coexists with nitrate or nitrite in industrial wastewaters. In this work, simultaneous reductive dechlorination of TCP and denitrification of nitrate or nitrite competed for electron donor, which led to their mutual inhibition. All inhibitions could be relieved to a certain degree by augmenting an organic electron donor, but the impact of the added electron donor was strongest for TCP. For simultaneous reduction of TCP together with nitrate, TCP’s removal rate value increased 75% and 150%, respectively, when added glucose was increased from 0.4 mmol?L–1 to 0.5 mmol?L–1 and to 0.76 mmol?L–1. For comparison, the removal rate for nitrate increased by only 25% and 114% for the same added glucose. The relationship between their initial biodegradation rates versus their initial concentrations could be represented well with the Monod model, which quantified their half-maximum-rate concentration (KS value), and KS values for TCP, nitrate, and nitrite were larger with simultaneous reduction than independent reduction. The increases in KS are further evidence that competition for the electron donor led to mutual inhibition. For bioremediation of wastewater containing TCP and oxidized nitrogen, both reduction reactions should proceed more rapidly if the oxidized nitrogen is nitrite instead of nitrate and if readily biodegradable electron acceptor is augmented.
Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO2) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.
