The leaching characteristics of selenium from coal fly ashes

The leaching characteristics of selenium from several bituminous and subbituminous coal fly ashes under different pH conditions were investigated using batch methods. Results indicated that pH had a significant effect on selenium leaching from bituminous coal ash. The minimum selenium leaching occurred in the pH range between 3 and 4, while the maximum selenium leaching occurred at pH 12. The release of selenium from subbituminous coal ashes was very low for the entire experimental pH range, possibly due to the high content of calcium which can form hydration or precipitation products as a sink for selenium. The adsorption results for different selenium species indicated that Se(VI) was hardly adsorbable on either bituminous coal ashes or subbituminous coal ashes at any pH. However, Se(IV) was highly adsorbed by bituminous coal ashes under acidic pH conditions and was mostly removed by subbituminous coal ashes across the entire pH range. This result suggests that the majority of selenium released from the tested fly ashes was Se(IV). A speciation-based model was developed to simulate the adsorption of Se(IV) on bituminous coal fly ash, and the pH-independent adsorption constants of HSeO3* and SeO3 2* were determined. The modeling approach is useful for understanding and predicting the release process of selenium from fly ash.     

The impact of visual factors on noise annoyance among people living in the vicinity of wind turbines

Wind turbines are highly visible objects and the response to wind turbine noise is possibly influenced by visual factors. In this study, visibility of the noise source, visual attitude and vertical visual angle (VVA) in different landscapes were explored. Data from two cross-sectional field studies carried out among people living near wind turbines (n=1095) were used for structural equation modelling. A proposed model of the influence of visual attitude on noise annoyance, also comprising the influence of noise level and general attitude, was tested among respondents who could see vs. respondents who could not see wind turbines from their homes, living in flat vs. hilly/rocky terrain, and living in built-up vs. rural areas. Visual attitude towards the noise source was associated with noise annoyance to different degrees in different situations. A negative visual attitude, more than multi-modal effects between auditory and visual stimulation, enhanced the risk for noise annoyance and possibly also prevented psychophysiological restoration possibilities. Aesthetic evaluations of the noise source should be taken into account when exploring response to environmental noise.     

Remediation of s-triazines contaminated water in a laboratory scale apparatus using zero-valent iron powder

Atrazine, propazine and simazine were tested separately and in mixture by batch procedure in a laboratory-constructed apparatus. 3.75 l of a buffered s-triazines pesticide solution was treated at room temperature by 325-mesh zero-valent iron powder (ZVIP) (20 g/l). High performance liquid chromatography was used to separate by-products and study the decline in the pesticide’s concentrations. Results obtained show that the order of degradation was simazine, atrazine and then propazine. The half-lives (t_1/2) of the s-triazines pesticides are, respectively, 7.4, 9.0 and 10.6 min when they are treated separately, and 9.8, 11.2 and 13.7 min when they are treated together under the same conditions. The final by-product obtained after 50 min of contact of simazine with ZVIP shows a shift to longer wavelength in its UV spectrum. A similar phenomenon is shown for atrazine and propazine. Identical primary by-products are produced and subsequently degraded to 4,6-(diamino)-s-triazine, which seems to be the major by-product of the reductive treatment process. Pathways for the degradation of the studied s-triazines by ZVIP are proposed.     

Ripples in a pond: an open system model of the evolution of safety culture.

The development of an effective safety culture is essential to promote safe operations. Previous studies have either identified the characteristics of effective safety culture analytically, inferring them from signs and symbols derived from working practices, or have restricted the study of the development of safety culture to workers within an organisation. This paper describes a large-scale survey-based study in which the factors influencing the evolution of safety culture are identified empirically and, drawing upon open systems theory, are also extended beyond the bounds of the organisation. Three major determinants of safety culture are identified: safety concerns, influences and actions. Sub-components within each of these categories are also identified and the relationship between them is hypothesised.     

Estimated effects of climate change on flood vulnerability of U.S. bridges

We assessed the potential impacts of increased river flooding from climate change on bridges in the continental United States. Daily precipitation statistics from four climate models and three greenhouse gas (GHG) emissions scenarios (A2, A1B, and B1) were used to capture a range of potential changes in climate. Using changes in maximum daily precipitation, we estimated changes to the peak flow rates for the 100-year return period for 2,097 watersheds. These estimates were then combined with information from the National Bridge Inventory database to estimate changes to bridge scour vulnerability. The results indicate that there may be significant potential risks to bridges in the United States from increased precipitation intensities. Approximately 129,000 bridges were found to be currently deficient. Tens of thousands to more than 100,000 bridges could be vulnerable to increased river flows. Results by region vary considerably. In general, more bridges in eastern areas are vulnerable than those in western areas. The highest GHG emissions scenarios result in the largest number of bridges being at risk. The costs of adapting vulnerable bridges to avoid increased damage associated with climate change vary from approximately $140 to $250 billion through the 21st century. If these costs were spread out evenly over the century, the annual costs would be several billion dollars. The costs of protecting the bridges against climate change risks could be reduced by approximately 30% if existing deficient bridges are improved with riprap.