All auto shredding: evaluation of automotive shredder residue generated by shredding only vehicles.

A well developed infrastructure exists for the reuse and recycling of automotive parts and materials. At the end of a vehicle's useful life many parts are removed and sold for reuse and fluids are recovered for recycling or proper disposal. What remains is shredded, along with other metal bearing scrap such as home appliances, demolition debris and process equipment, and the metals are separated out and recycled. The remainder of the vehicle materials is call shredder residue which ends up in the landfill. As energy and natural resources becomes more treasured, increased effort has been afforded to find ways to reduce energy consumption and minimize the use of our limited resources. Many of the materials found in shredder residue could be recovered and help offset the use of energy and material consumption. For example, the energy content of the plastics and rubbers currently landfilled with the shredder residue is equivalent to 16 million barrels of oil per year. However, in the United States, the recovered materials, primarily polymers, cannot be recycled due to current regulatory barriers which preclude the re-introduction into commerce of certain materials because of residual contamination with substances of concern (SOCs) such as polychlorinated biphenyls (PCBs). The source of the PCBs is not well understood. Old transformers, capacitors, white goods and ballasts from lighting fixtures are likely contributing factors. The project was designed to evaluate whether vehicles of varying age and manufacturing origin contribute to the PCB content in shredder residue. Additionally, the project was designed to determine if there are any trends in material composition of the shredder residue from varied age and manufacturing groups. This information would aid in future material recovery facility strategy and design. The test utilized a newly installed shredder plant to shred four categories of automobiles. The categories were defined by vehicle age and the manufacturing company and location. Each category of vehicles was processed individually through the shredder plant and the resulting shredder residue was analyzed for its materials composition and presence of PCBs and leachable metals. The results show that shredder residue from all vehicle categories tested are not significant contributors of PCBs and leachable metals. It was evident that leachable cadmium levels have decreased in newer vehicles. The composition of the shredder residue from each of the four categories is similar to the others. In addition, these compositions are approximately equal to the composition of typical shredder residues, not limited to automotive materials

Results of reoperation on the upper esophageal sphincter

AbstractObjective: Reoperation on the upper esophageal sphincter is infrequent. We reviewed our experience in patients who underwent reoperation on the upper esophageal sphincter. Methods: This is a retrospective report of accumulative series from 2 separate institutions. Results: From September 1, 1976, to February 28, 1997, 37 patients underwent reoperation on the upper esophageal sphincter for recurrent or persistent obstructive symptoms. There were 29 men and 8 women. The median age was 69 years (range, 38-87 years). The original indication for the operation was a pharyngoesophageal (Zenker's) diverticulum in 33 patients (89.2%), oculopharyngeal dystrophy in 3 patients (8.1%), and muscular dystrophy in 1 patient (2.7%). One prior upper esophageal sphincter operation had been performed in 26 patients (70.3%), two operations in 9 patients (24.3%), and three operations in 2 patients (5.4%). All patients were symptomatic; 35 patients (94.6%) had dysphagia; 23 patients (62.2%) had regurgitation; and 12 patients (32.4%) had episodes of aspiration. Thirty of the patients (91.0%) with Zenker's diverticulum were found to have a recurrent or persistent diverticulum at reoperation. A diverticulectomy and cricopharyngeal myotomy were performed in 23 patients (62.2%); cricopharyngeal myotomy alone, in 7 patients (18.9%); diverticulopexy and cricopharyngeal myotomy, in 6 patients (16.2%); and diverticulectomy alone, in 1 patient (2.7%). There were no operative deaths. Complications developed in 10 patients (27.0%). Follow-up was complete in 34 patients (91.9%) and ranged from 2 to 149 months (median, 39 mo). Thirty-two patients (94.1%) were improved. Functional results were classified as excellent in 26 patients (76.5%), good in 2 patients (5.9%), fair in 4 patients (11.7%), and poor in 2 patients (5.9%). Conclusions: Reoperation for patients who have persistent or recurrent symptoms after an operation on the upper esophageal sphincter is associated with acceptable morbidity and mortality rates. Resolution of symptoms occurs in most patients. (J Thorac Cardiovasc Surg 1999;117:28-31

End-of-life vehicle recycling : state of the art of resource recovery from shredder residue.

Each year, more than 25 million vehicles reach the end of their service life throughout the world, and this number is rising rapidly because the number of vehicles on the roads is rapidly increasing. In the United States, more than 95% of the 10-15 million scrapped vehicles annually enter a comprehensive recycling infrastructure that includes auto parts recyclers/dismantlers, remanufacturers, and material recyclers (shredders). Today, over 75% of automotive materials, primarily the metals, are profitably recycled via (1) parts reuse and parts and components remanufacturing and (2) ultimately by the scrap processing (shredding) industry. The process by which the scrap processors recover metal scrap from automobiles involves shredding the obsolete automobile hulks, along with other obsolete metal-containing products (such as white goods, industrial scrap, and demolition debris), and recovering the metals from the shredded material. The single largest source of recycled ferrous scrap for the iron and steel industry is obsolete automobiles. The non-metallic fraction that remains after the metals are recovered from the shredded materials - commonly called shredder residue - constitutes about 25% of the weight of the vehicle, and it is disposed of in landfills. This practice is not environmentally friendly, wastes valuable resources, and may become uneconomical. Therefore, it is not sustainable. Over the past 15-20 years, a significant amount of research and development has been undertaken to enhance the recycle rate of end-of-life vehicles, including enhancing dismantling techniques and improving remanufacturing operations. However, most of the effort has been focused on developing technology to separate and recover non-metallic materials, such as polymers, from shredder residue. To make future vehicles more energy efficient, more lightweighting materials - primarily polymers, polymer composites, high-strength steels, and aluminum - will be used in manufacturing these vehicles. Many of these materials increase the percentage of shredder residue that must be disposed of, compared with the percentage of metals that are recovered. In addition, the number of hybrid vehicles and electric vehicles on the road is rapidly increasing. This trend will also introduce new materials for disposal at the end of their useful lives, including batteries. Therefore, as the complexity of automotive materials and systems increases, new technologies will be required to sustain and maximize the ultimate recycling of these materials and systems. Argonne National Laboratory (Argonne), the Vehicle Recycling Partnership, LLC. (VRP) of the United States Council for Automotive Research, LLC. (USCAR), and the American Chemistry Council-Plastics Division (ACC-PD) are working to develop technology for recovering materials from end-of-life vehicles, including separating and recovering polymers and residual metals from shredder residue. Several other organizations worldwide are also working on developing technology for recycling materials from shredder residue. Without a commercially viable shredder industry, our nation and the world will most likely face greater environmental challenges and a decreased supply of quality scrap, and thereby be forced to turn to primary ores for the production of finished metals. This will result in increased energy consumption and increased damage to the environment, including increased greenhouse gas emissions. The recycling of polymers, other organics, and residual metals in shredder residue saves the equivalent of over 23 million barrels of oil annually. This results in a 12-million-ton reduction in greenhouse gas emissions. This document presents a review of the state-of-the-art in the recycling of automotive materials

Determination Of The Total Iodide Content In Desalinated Seawater Permeate

An investigation was conducted to determine the iodide content of permeate collected from several operating facilities reliant upon synthetic membrane processes for seawater desalination. A possible, yet unintentional impact for communities that employ synthetic membrane processes for seawater desalination is the introduction of permeate streams containing iodide into their water supply, that then may result in the formation of iodinated disinfection by-products. To evaluate this potential, the iodide content of desalinated seawater permeate streams were measured using an analytical procedure based on the catalytic reduction of ceric sulfate by arsenious acid in a sulfuric acid solution. It was determined that iodide concentrations in permeate samples collected from seawater desalination facilities were less than the catalytic reduction method detection limit of 4.0 μg/L for membrane feed seawaters that ranged between 51.1 μg/L and 35.8 μg/L of total iodide. Results of this investigation indicated that synthetic membrane processes can remove greater than 89% of the total iodide from the feedwater of seawater based on an iodide detection limit of 4.0 μg/L. © 2010 Elsevier B.V. All rights reserved

LES AMAZONES (AMAZONA), MAINTIEN EN CAPTIVITE, CONSULTATION ET DOMINANTES PATHOLOGIQUES

Les amazones font partie des nouveaux animaux de compagnie qu'un vétérinaire peut rencontrer en consultation. Ces oiseaux appartiennent à la famille des Psittacidae et vivent le plus souvent perchés sur les arbres des brousses, savanes et forêts d'Amérique du Sud. Le propriétaire d'un tel oiseau doit répondre au mieux à ses besoins alimentaires, environnementaux et comportementaux. Outre la connaissance des particularités anatomiques et physiologiques des psittacidés et des gestes de bases, le praticien doit avant toute consultation porter son attention sur les conditions d'entretien de l'oiseau et sur les commémoratifs : origine de l'oiseau, description de la cage ou de la volière, des paramètres d'ambiance, de la reproduction et de l'alimentation. Les erreurs commises en matière de maintien en captivité sont à l'origine d'un grand nombre de motifs de consultation du vétérinaire Un traitement non associé à une correction des mauvaises conditions de détention est généralement voué à l'échec. Les maladies les plus fréquemment rencontrées chez les amazones sont d'origine infectieuse (psittacose, tuberculose, sinusite infraorbitaire), virale (papillomatose interne), parasitaire (aspergillose, nématodoses), traumatique (brûlure, fractures du bec), alimentaire (obésité) et comportementale (pododermatite, picage, saturnisme). Ce travail, en partie basé sur l'expérience professionnelle de l'auteur, présente des informations utilisables pour la consultation d'autres espèces de psittacidés.MAISONS-ALFORT-Ecole Vétérin (940462302) / SudocSudocFranceF

All auto shredding: evaluation of automotive shredder residue generated by shredding only vehicles.

A well developed infrastructure exists for the reuse and recycling of automotive parts and materials. At the end of a vehicle's useful life many parts are removed and sold for reuse and fluids are recovered for recycling or proper disposal. What remains is shredded, along with other metal bearing scrap such as home appliances, demolition debris and process equipment, and the metals are separated out and recycled. The remainder of the vehicle materials is call shredder residue which ends up in the landfill. As energy and natural resources becomes more treasured, increased effort has been afforded to find ways to reduce energy consumption and minimize the use of our limited resources. Many of the materials found in shredder residue could be recovered and help offset the use of energy and material consumption. For example, the energy content of the plastics and rubbers currently landfilled with the shredder residue is equivalent to 16 million barrels of oil per year. However, in the United States, the recovered materials, primarily polymers, cannot be recycled due to current regulatory barriers which preclude the re-introduction into commerce of certain materials because of residual contamination with substances of concern (SOCs) such as polychlorinated biphenyls (PCBs). The source of the PCBs is not well understood. Old transformers, capacitors, white goods and ballasts from lighting fixtures are likely contributing factors. The project was designed to evaluate whether vehicles of varying age and manufacturing origin contribute to the PCB content in shredder residue. Additionally, the project was designed to determine if there are any trends in material composition of the shredder residue from varied age and manufacturing groups. This information would aid in future material recovery facility strategy and design. The test utilized a newly installed shredder plant to shred four categories of automobiles. The categories were defined by vehicle age and the manufacturing company and location. Each category of vehicles was processed individually through the shredder plant and the resulting shredder residue was analyzed for its materials composition and presence of PCBs and leachable metals. The results show that shredder residue from all vehicle categories tested are not significant contributors of PCBs and leachable metals. It was evident that leachable cadmium levels have decreased in newer vehicles. The composition of the shredder residue from each of the four categories is similar to the others. In addition, these compositions are approximately equal to the composition of typical shredder residues, not limited to automotive materials

Simplified Modelling Of Diffusion-Controlled Membrane Systems

This paper presents a model for predicting permeate stream concentrations of a multi-stage membrane system considering membrane pressure gradient, osmotic pressure gradient, recovery, solvent mass transfer coefficient, solute mass transfer coefficient and concentration polarisation. Predicted results using the model and a statistical model for predicting mass transfer coefficients for a Filmtec NF70 membrane are compared to field results from a membrane study using a Filmtec NF70 and Toray SU-610 membranes. (from Authors

Sodium Silicate Impacts On Copper Release In A Potable Water Comprised Of Ground, Surface And Desalted Sea Water Supplies

The effects of sodium silicate corrosion inhibitor dosages, ranging from 3 to 12 mg/L-SiO2, on total and dissolved copper release was studied using coiled copper pipes that were exposed to differing blends of groundwater, surface water, and reverse osmosis treated groundwater that was intended to simulate desalinated seawater. The evaluation was conducted within a pre-existing, demonstration-scale drinking water distribution pilot system where samples were drawn from tapped copper coils 30 feet in length and 5/8 inch diameter. One set of loops contained water treated with sodium silicate and two loops contained water not treated with inhibitor and were designated as pHs and pHs+0.3. Testing was segmented into four different phases (I:II:III:IV), where water quality was varied in each phase by blending differing proportions of three source waters; groundwater (62:27:62:40), surface water (27:62:27:40), and simulated desalinated seawater (11:11:11:20), respectively. Total copper release decreased by approximately [34%:41%:54%:50%] when dosed with 3 mg/L-SiO2 of sodium silicate, [32%:49%:56%:59%] at 6 mg/L-SiO2, and [48%:63%:66%:70%] at 12mg/L-SiO2 for the conditions experienced in the study. Anobserved light green scale developed on loop-inserted copper coupon surfaces; elemental analyses of inserted coupon surfaces depicted evidence of a silicate-copper based surface film. Linear regression correlated total copper release in terms of dosage and water quality (R2 = 0.68). The model suggested that dosage, alkalinity, chlorides, and pH were statistically associated with copper release. © 2011 Desalination Publications. All rights reserved