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921.
Anat Bernstein Eilon Adar Zeev Ronen Harald Lowag Willibald Stichler Rainer U. Meckenstock 《Journal of contaminant hydrology》2010,111(1-4):25-35
Isotope analysis was used to examine the extent of hexahydro-1,3,5-trinitro-1,3,5-triazine (RDX) biodegradation in groundwater along a ca. 1.35-km contamination plume. Biodegradation was proposed as a natural attenuating remediation method for the contaminated aquifer. By isotope analysis of RDX, the extent of biodegradation was found to reach up to 99.5% of the initial mass at a distance of 1.15–1.35 km down gradient from the contamination sources. A range of first-order biodegradation rates was calculated based on the degradation extents, with average half-life values ranging between 4.4 and 12.8 years for RDX biodegradation in the upper 15 m of the aquifer, assuming purely aerobic biodegradation, and between 10.9 and 31.2 years, assuming purely anaerobic biodegradation. Based on the geochemical data, an aerobic biodegradation pathway was suggested as the dominant attenuation process at the site. The calculated biodegradation rate was correlated with depth, showing decreasing degradation rates in deeper groundwater layers. Exceptionally low first-order kinetic constants were found in a borehole penetrating the bottom of the aquifer, with half life ranging between 85.0 to 161.5 years, assuming purely aerobic biodegradation, and between 207.5 and 394.3 years, assuming purely anaerobic biodegradation.The study showed that stable isotope fractionation analysis is a suitable tool to detect biodegradation of RDX in the environment. Our findings clearly indicated that RDX is naturally biodegraded in the contaminated aquifer. To the best of our knowledge, this is the first reported use of RDX isotope analysis to quantify its biodegradation in contaminated aquifers. 相似文献
922.
Keogh Diane U. Kelly Joe Mengersen Kerrie Jayaratne Rohan Ferreira Luis Morawska Lidia 《Environmental science and pollution research international》2010,17(3):724-739
Background, aim and scope
Urban motor vehicle fleets are a major source of particulate matter pollution, especially of ultrafine particles (diameters < 0.1 μm), and exposure to particulate matter has known serious health effects. A considerable body of literature is available on vehicle particle emission factors derived using a wide range of different measurement methods for different particle sizes, conducted in different parts of the world. Therefore, the choice as to which are the most suitable particle emission factors to use in transport modelling and health impact assessments presented as a very difficult task. The aim of this study was to derive a comprehensive set of tailpipe particle emission factors for different vehicle and road type combinations, covering the full size range of particles emitted, which are suitable for modelling urban fleet emissions. 相似文献923.
Transport impacts on atmosphere and climate: Aviation 总被引:1,自引:0,他引:1
D.S. Lee G. Pitari V. Grewe K. Gierens J.E. Penner A. Petzold M.J. Prather U. Schumann A. Bais T. Berntsen D. Iachetti L.L. Lim R. Sausen 《Atmospheric environment (Oxford, England : 1994)》2010,44(37):4678-4734
Aviation alters the composition of the atmosphere globally and can thus drive climate change and ozone depletion. The last major international assessment of these impacts was made by the Intergovernmental Panel on Climate Change (IPCC) in 1999. Here, a comprehensive updated assessment of aviation is provided. Scientific advances since the 1999 assessment have reduced key uncertainties, sharpening the quantitative evaluation, yet the basic conclusions remain the same. The climate impact of aviation is driven by long-term impacts from CO2 emissions and shorter-term impacts from non-CO2 emissions and effects, which include the emissions of water vapour, particles and nitrogen oxides (NOx). The present-day radiative forcing from aviation (2005) is estimated to be 55 mW m?2 (excluding cirrus cloud enhancement), which represents some 3.5% (range 1.3–10%, 90% likelihood range) of current anthropogenic forcing, or 78 mW m?2 including cirrus cloud enhancement, representing 4.9% of current forcing (range 2–14%, 90% likelihood range). According to two SRES-compatible scenarios, future forcings may increase by factors of 3–4 over 2000 levels, in 2050. The effects of aviation emissions of CO2 on global mean surface temperature last for many hundreds of years (in common with other sources), whilst its non-CO2 effects on temperature last for decades. Much progress has been made in the last ten years on characterizing emissions, although major uncertainties remain over the nature of particles. Emissions of NOx result in production of ozone, a climate warming gas, and the reduction of ambient methane (a cooling effect) although the overall balance is warming, based upon current understanding. These NOx emissions from current subsonic aviation do not appear to deplete stratospheric ozone. Despite the progress made on modelling aviation's impacts on tropospheric chemistry, there remains a significant spread in model results. The knowledge of aviation's impacts on cloudiness has also improved: a limited number of studies have demonstrated an increase in cirrus cloud attributable to aviation although the magnitude varies: however, these trend analyses may be impacted by satellite artefacts. The effect of aviation particles on clouds (with and without contrails) may give rise to either a positive forcing or a negative forcing: the modelling and the underlying processes are highly uncertain, although the overall effect of contrails and enhanced cloudiness is considered to be a positive forcing and could be substantial, compared with other effects. The debate over quantification of aviation impacts has also progressed towards studying potential mitigation and the technological and atmospheric tradeoffs. Current studies are still relatively immature and more work is required to determine optimal technological development paths, which is an aspect that atmospheric science has much to contribute. In terms of alternative fuels, liquid hydrogen represents a possibility and may reduce some of aviation's impacts on climate if the fuel is produced in a carbon-neutral way: such fuel is unlikely to be utilized until a ‘hydrogen economy’ develops. The introduction of biofuels as a means of reducing CO2 impacts represents a future possibility. However, even over and above land-use concerns and greenhouse gas budget issues, aviation fuels require strict adherence to safety standards and thus require extra processing compared with biofuels destined for other sectors, where the uptake of such fuel may be more beneficial in the first instance. 相似文献
924.
925.
Numerical modelling of multiphase flow is an essential tool to ensure the viability of long-term and safe CO2 storage in geological formations. Uncertainties arising from the heterogeneity of the formation and lack of knowledge of formation properties need to be assessed in order to create a model that can reproduce the data available from monitoring. In this study, we investigated the impact of unknown spatial variability in the petrophysical properties within a sandy channel facies of a fluviatile storage formation using stochastic methods in a Monte Carlo approach. The stochastic method has been applied to the Ketzin test site (CO2SINK), and demonstrates that the deterministic homogeneous model satisfactorily predicts the first CO2 arrival time at the Ketzin site. The equivalent permeability was adjusted to the injection pressure and is in good agreement with the hydraulic test. It has been shown that with increasing small-scale heterogeneity, the sharpness of the CO2 front decreases and a greater volume of the reservoir is affected, which is also seen in an increased amount of dissolved CO2. Increased anisotropy creates fingering effects, which result in higher probabilities for earlier arrival times. Generally, injectivity decreases with increasing heterogeneity. 相似文献
926.
Road runoff is a major source of environmental pollution, significantly threatening nearby aquatic habitats. Chemical analyses indicate high pollutant concentrations in the road’s “first flush”, but bioassays are more advantageous for addressing the cumulative effects of the numerous pollutants within the runoff. We used Bufo viridis embryos and larvae to assess the toxicity of road runoff from two major highways in Israel. We show, for the first time, that exposure to midseason runoff not only has an adverse effect on growth and development rates of B. viridis larvae but can also lead to increased rates of morphological deformations. Seasonal first flushes, despite having higher metal concentrations, did not adversely affect the toad larvae, apparently due to a counter effect of organic matter that potentially served as a supplementary energy resource. Road runoff can be a major cause for a qualitative decrease in the quality of aquatic habitats threatening amphibians in Israel. 相似文献
927.
928.
Nsikak U. Benson Joseph P. Essien Godwin A. Ebong Akan B. Williams 《The Environmentalist》2008,28(3):275-282
The levels of total petroleum hydrocarbons in two commonly consumed benthopelagic shellfishes, Macura reptantia and Procambarus clarkii, harvested from benthic sediment of Qua Iboe Estuary were determined using a gas chromatography with flame-ionization detector.
Seventy-two (72) samples each of benthic sediment and the shellfishes were collected monthly between June 2003 and February
2004 covering the peak periods of the wet and dry seasons. Concentrations of hydrocarbons were highly variable and ranged
between 5.00 and 232.00 μg/g dry weight of benthic sediment, 3.05 and 11.30 μg/g dry weight of M. reptantia, 1.62 and 9.00 μg/g dry weight of P. clarkii. Pearson’s correlation analysis of total hydrocarbon concentrations in subtidal sediments with levels in the fauna species
yielded positive significant (P < 0.05) correlations in M. reptantia (r = 0.737) and P. clarkii (r = 0.924). This is indicative of a long term and chronic accumulation of hydrocarbons in the estuarine ecosystem, reflecting
the potential for exposure of the resident biota and the risk to human health. 相似文献
929.
Hartmann J Bartels P Mau U Witter M Tümpling WV Hofmann J Nietzschmann E 《Chemosphere》2008,70(3):453-461
Diclofenac, as one of the most popular antiphlogistics, is produced in great quantities. Nowadays this drug is ubiquitously present in the aquatic environment due to its resistance to biodegradation. Degradation by ultrasonic irradiation is a possibility to eliminate diclofenac from water without the addition of chemicals. The sonolysis of diclofenac in water was investigated at ultrasound frequencies of 24 kHz, 216 kHz, 617 kHz, and 850 kHz and in the presence of various catalysts (TiO2, SiO2, SnO2, and titanosilicate). The degradation of diclofenac by sonolysis of an aqueous solution at 617 kHz followed first-order kinetics. Catalysts, especially TiO2 increased the rate of degradation. Within 30 min of irradiation, the relative concentration of diclofenac decreased from 100% to 16%. By HPLC and GC-MS methods, chlorinated anilines, phenols and carboxylic acid derivatives were detected as a result of the sonolysis. About 35% of organic chlorine was transformed into inorganic chloride. Most of the identified degradation products in the sonolysis of diclofenac were the same compounds that were detected during photo-oxidation experiments with this anti-inflammatory drug. 相似文献
930.
Organochlorine contaminants in cormorant, darter, egret, and ibis eggs from South Africa 总被引:1,自引:1,他引:0
During the last 15 years, no research has been published on the levels of pesticides in bird eggs from South Africa, despite the high levels found previously. We analysed eggs from African darter, cattle egret, reed cormorant, African sacred ibis, as well as single eggs from some other species, and found HCB, DDTs, HCHs, chlordanes and PCBs at detectable levels. The presence of mirex in all species was unexpected, since this compound was never registered in South Africa. It also seemed as if terrestrial feeding birds had higher DDE:PCB ratios when compared with aquatic feeding birds. Except for chlordane, the African darter eggs had the highest levels of all other compounds (mean 370 and 300 ng g(-1) ww Sigma pesticides and Sigma PCBs, respectively). Multivariate analysis clearly distinguished the aquatic and terrestrially feeding birds on pollution profile. The African darter (aquatic feeding) and the cattle egret (terrestrial feeding) would be good indicator candidates. Eggshell thinning was detected in the African darter, and was associated with most of the compounds, including DDE and PCBs. We raise a concern that generally longer living birds in warmer climates, laying fewer eggs per clutch, might be at increased risk when compared with trophically similar birds exposed to equivalent levels of pollution in colder climates. Given the scarcity of water and the high biodiversity in Southern Africa, climate change will exert strong pressure, and any additional anthropogenic contamination at levels that can cause subtle behavioural, developmental and reproductive changes, can have serious effects. 相似文献