The Pb2+-loaded adsorbents could be effectively desorbed in a dilute hydrochloric acid solution, promoting recycling and reuse of the regenerated adsorbents. These results warrant the promising application of FMBO@TA-Fe3+ and MFMBO@TA-Fe3+ for the removal of Pb2+, and this work first proposed TA film-modified FMBO and MFMBO to improve its adsorption capacity in the application of environmental remediation.Combustion-derived black carbon (BC) is increasingly recognized as a significant pollutant that can have adverse effects on the atmospheric environment, human health, and regional climate. Fossil fuel combustion is the main source of BC, yet understanding of the relative contributions to BC from coal and liquid fuel combustion remains incomplete. Moreover, few studies have assessed the relative contributions based on long-term continuous daily field observations. This study adopted a Bayesian model of a three-dimensional array of a stable carbon isotope and the ratios of non-sea-salt K+ to BC and ΔBC/ΔCO of one year's daily observations (from September 1, 2017 to August 31, 2018) to constrain source apportionment of BC in Beijing (China). Results showed that both the BC and the carbon isotope concentrations exhibited strong seasonal variability, and that the annual BC concentration has decreased significantly in recent years. The Bayesian model results also revealed that the relative contributions from the combustion of coal, liquid fuel, and biomass were 42% ± 18%, 42% ± 18%, and 16% ± 11%, respectively, with a larger contribution from coal (liquid fuel) combustion in winter and spring (summer and autumn). The seasonal variation of source appointment was attributed to local and regional fuel combustion coupled with meteorological conditions. With increasing PM2.5 level, the BC concentration derived from biomass burning increased fastest, followed by that derived from coal combustion. But concentration of secondary inorganic ions increased faster than BC as PM2.5 increased.Tire wear particles (TWP) are assumed to be the most dominant source of environmental microplastics (MP). Besides rubber components around 60% of tires are additives such as filling material and various chemicals added for vulcanization. The inevitably released TWP in daily traffic are therefore considered a threat to the ecosystem. Nevertheless, published studies on MP mass loads often exclude elastomers. Data concerning composition and concentrations of TWP compared to prominent "traditional" MP polymers, such as polyethylene, polypropylene, poly(ethylene terephthalate) and poly(vinyl chloride), are missing. Identification and quantification of TWP was implemented in an existing pyrolysis-gas chromatography-mass spectrometry (Py-GC/MS) method for MP determination. An approach to differentiate between car and truck tire wear and to quantify their respective mass loads is presented. Complex environmental samples such as road dust, fresh water and marine sediments, blue mussels, and marine salts were partly retrospectively analyzed using Py-GC/MS. The results showed ratios of car to truck tire wear up to 16 to 1 and underline the dominance of car compared to truck tire wear mass loads in all analyzed samples. Even though some retrospective data sets might be affected by suboptimal density separation conditions (NaBr, ρ = 1.5 g/cm3), TWP concentrations in road dust clearly exceeded those of "traditional" MP (Ø 5 g TWP vs 0.3 g MP per kg road dust (dry weight). Samples included in this study, which were archived further away from TWP sources such as roads, reflected decreasing TWP concentrations (Ø 24 μg TWP vs. 107 μg MP per kg sediment (dry weight); Ø 126 μg TWP vs. 378 μg MP per kg marine salt) or were no longer present (blue mussels), while "traditional" polymers were still ubiquitously distributed.The need for international cooperation in marine resource management and conservation has been reflected in the increasing number of agreements aiming for effective and well-connected networks of Marine Protected Areas (MPAs). However, the extent to which individual MPAs are connected remains mostly unknown. Here, we use a biophysical model tuned with empirical data on species dispersal ecology to predict connectivity of a vast spectrum of biodiversity in the European network of marine reserves (i.e., no-take MPAs). Our results highlight the correlation between empirical propagule duration data and connectivity potential and show weak network connectivity and strong isolation for major ecological groups, resulting from the lack of direct connectivity corridors between reserves over vast regions. The particularly high isolation predicted for ecosystem structuring species (e.g., corals, sponges, macroalgae and seagrass) might potentially undermine biodiversity conservation efforts if local retention is insufficient and unmanaged populations are at risk. Isolation might also be problematic for populations' persistence in the light of climate change and expected species range shifts. Our findings provide novel insights for management directives, highlighting the location of regions requiring additional marine reserves to function as stepping-stone connectivity corridors.Humans are more likely to be exposed to ultrafine particles (UFPs) emitted by light-duty gasoline vehicles (LDGVs) in urban road traffic, which can cause serious bodily harm. In this study, we conducted on-road measurement of the Particle Number (PN) emissions from 18 China-3, China-4, and China-5 LDGVs on representative roads in Beijing. To clarify the impact of key parameters (standards, driving conditions, and technology) on the PN emissions, we conducted a comprehensive analysis of the emission results. https://www.selleckchem.com/products/tak-981.html We found the PN emission factors (EFs) of port fuel injection (PFI) vehicles have declined considerably under stricter standards. Furthermore, we found the average EF of China-5 LDGVs with gasoline direct injection (GDI) was 10 times that of PFI vehicles, and the PN EFs of PFI vehicles increase as the age of the engine increases (R2 = 0.59). In different operating conditions, the PN EFs of all test vehicles under highway driving conditions were lower than those under non-highway driving conditions (6.5%-82.