Wet air oxidation of a prepared reactive dye solution was performed to assess the efficacy of CoAlPO(4)-5 and CeO(2) as catalysts in the reaction. Via adsorption and oxidation of dye, CoAlPO(4)-5 effectively decreased American Dye Manufacturers Institute and chemical oxygen demand (COD) values in the dye solution. At a reaction temperature of 135 degrees C and an applied pressure of 1.0 MPa, color and COD removal were as high as 95% and 90%, respectively, after 2 h. Active sites on the outer surface of CoAlPO(4)-5 are responsible for adsorption and decomposition of dye while active sites in the pores dominate further destruction and oxidation of intermediate products. Since the outer surface only represents a minor part of the total surface, the color removal does not increase appreciably with loading of CoAlPO(4)-5. The CeO(2) catalyst, calcined from cerium chloride under high thermal impact (type A CeO(2)) was very effective in removing color and COD from the solution. This catalyst demonstrated near 100% color removal at temperatures above 135 degrees C and the COD removal could be above 95% at 165 degrees C. With both CoAlPO(4)-5 and CeO(2) catalysts, COD rose and then fell back during the reaction, a feature typical of a consecutive reaction. In contrast to prepared CeO(2), a commercial CeO(2) did not exhibit any catalytic ability for the removal of color and COD. The durability of both CoAlPO(4)-5 and prepared CeO(2) is considered to be fair. 相似文献
Road environments significantly affect in cabin concentration of particulate matter (PM). This study conducted measurements of in-vehicle and on-road concentrations of PM10, PM2.5, PM1, and particle number (PN) in size of 0.02–1 µm, under six ventilation settings in different urban road environments (tunnels, surface roads and elevated roads). Linear regression was then used to analyze the contributions of multiple predictor variables (including on-road concentrations, temperature, relative humidity, time of day, and ventilation settings) to measured variations. On-road measurements of PM2.5, PM1, and PN concentrations from the open surface roads were 5.5%, 3.7%, and 16% lower, respectively, than those measured in tunnels, but 7.6%, 7.1% and 24% higher, respectively, than those on elevated roads. The highest on-road PM10 concentration was observed on surface roads. The time series pattern of in-vehicle particle concentrations closely tracked the on-road concentrations outside of the car and exhibited a smoother profile. Irrespective of road environment, the average I/O ratio of particles was found to be the lowest when air conditioning was on with internal recirculation, the highest purification efficiency via ventilation was obtained by switching on external air recirculation and air conditioning. Statistical models showed that on-road concentration, temperature, and ventilation setting are common factors of significance that explained 58%-80%, 64%-97%, and 87%-98% of the variations in in-vehicle PM concentrations on surface roads, on elevated roads, and in tunnels, respectively.
Implications: Inside vehicles, both driver and passengers will be exposed to elevated particle concentrations. However, for in-vehicle particles, there has been no comprehensive comparative study of the three-dimensional traffic environment including tunnels surface roads and elevated roads. This study focuses on the analysis of the trends and main influencing factors of particle concentrations in different road environments. The results can provide suggestions for the driver's behavior, and provide data support for the environmental protection department to develop pollutant concentration limits within the vehicle. 相似文献
Environmental Science and Pollution Research - Three sequential extraction procedures (SEPs), modified Tessier, modified BCR, and CIEMAT, were compared for mercury fractionation in polluted soils.... 相似文献
Spatial variations of Cr, Cu, Hg, Ni, Pb, and Zn in the surface sediments from 34 stations of the Kaohsiung coastal zone southwestern Taiwan were studied to address the current pollution status, sediment quality, and potential ecological risk. The study revealed that the concentrations of sediment metals in Kaohsiung Harbor were alarmingly high compared to the other region of Kaohsiung coast. The concentrations of Cr, Cu, Hg, Ni, Pb, and Zn in the harbor sediments were as high as 351, 247, 1.93, 61.8, 60.9, and 940 mg kg−1, respectively. The current situation of metal pollution was assessed by different pollution indices and results showed moderate to severe enrichment of Cu, Hg, and Zn in the harbor sediments. According to the degree of contamination, pollution load index, and contamination severity index, the sediments from the inner Kaohsiung Harbor show high degree and high severity of metal contamination, while the rest of Kaohsiung coastal areas show uncontaminated or low-level pollution. Results of mean ERM quotient and potential ecological risk index also indicated that the harbor sediments posed a 49% probability of biological toxicity and very high ecological risk. The toxic units indicated that the negative biological effects of the six metals in the harbor sediments were Zn > Cu > Cr > Ni > Hg > Pb. In contrast to Kaohsiung Harbor as a trap where considerable amount of anthropogenic metal loadings accumulated in sediments, low metal concentrations were observed in most Kaohsiung coastal sediments. It probably resulted from the limited fine-grained sediment deposition. In the wave-dominated Kaohsiung coastal zone, fine-grained sediments associated with polluted metals tend to be easily resuspended and transported offshore via waves and wave-induced currents. The results of this study can provide valuable information for river and coastal zone management.
