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XỬ LÝ NƯỚC THẢI _ AQUAPOLO BRAZIL _ 86.400m3/ngày

10/26/2016
by John Doe

XỬ LÝ NƯỚC THẢI _ AQUAPOLO BRAZIL _ 86.400m3/ngày

Aquapolo Ambiental Water Reuse Project

Overview

Aquapolo Ambiental is a water reuse venture created by Foz do Brasil (Odebrecht Organization) and Sabesp, a Brazilian state-owned utility that provides water and sewage services for residential, commercial, and industrial use in the municipalities of the state of São Paulo. The Aquapolo project was initiated to address new government regulations to restrict industrial use of potable water in São Paulo and is the largest industrial water reuse project in the Southern Hemisphere. Aquapolo will supply the Capuava Petrochemical Complex of Mauá, located in São Paulo’s ABC region, thereby conserving enough drinking water to continuously supply a population of 300,000 people.

The Challenge

To build a treatment plant capable of meeting São Paulo’s pressing demand for industrial reuse water.

The Solution

Koch Membrane Systems, Inc. (KMS), a leading supplier of wastewater treatment systems, provided PURON® membrane bioreactor (MBR) modules as well as MegaMagnum® reverse osmosis (RO) membranes, system design and controls, and after-market support and service for the Aquapolo project. KMS was chosen for its superior technical support and biological design, the availability of MBR and RO pilot plants, its vast experience with water-recycling projects, and ability to meet an extremely accelerated delivery schedule.

KMS conducted a comprehensive feasibility study to identify the most cost-effective strategy to upgrade the existing plant infrastructure and concluded that membrane bioreactor (MBR) technology with a Tertiary Membrane Bioreactor (TMBR) system was the best solution for the new facility.

“Koch Membrane Systems’ willingness to work with us as our technological partner was a key factor in our decision to award them the contract,” said Emyr Diniz Costa, Senior Project Director at Odebrecht. “They offered a comprehensive engineering solution and dedicated extensive pre-engineering man-hours to produce the most reliable design and the state-of-the art technology for our project. The availability of a pilot plant convinced us their solution was the best one.”
 

The Treatment Plant

In total, the Aquapolo project encompasses the construction of new a pretreatment step, installation of a chemical dosing system, and the construction of a 700 lps TMBR utilizing 94,500 m2 of membrane area. The TMBR offers lower operating costs, lower process risk, greenfield design, and negligible interaction with current plant operations and equipment.

The TMBR is a polishing MBR process. It will treat water coming from the existing secondary clarifiers and further treat it in a newly built biological step using membranes as the final separation process. Some of the TMBR effluent will be further treated by RO membranes to meet conductivity goals for water reuse.

The TMBR pilot demonstrated that the submerged membranes benefited from the optimized biological system. Average flux rates of >25 L/m2h were achieved and daily maintenance cleaning was found to enhance the UF performance. Recovery cleaning returned the UF membrane to the original process permeability. A standard RO pilot also was used to simulate the RO design concept of the proposed full scale system for 200 L/s feed water. The pilot trials were setup in three well-defined phases, a simple batch mode, a modified batch mode and a continuous mode. The RO system was able to produce an excellent water quality.

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“The positives (of free trade) outweigh the negatives, even in rich countries,” Antonio Fatas, an economics professor at business school INSEAD, told CNN. “I think in the US, the country has benefited from being open, Europe has benefited from being open.”

Consumers lose out
Tariffs are taxes on imports and their most direct typical effect is to drive up costs for producers and prices for consumers.

Around half of all US imports are purchases of so-called intermediate products, needed to make finished American goods, according to data from the Organisation for Economic Co-operation and Development.

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The bow of a US Navy cruiser damaged in a World War II battle in the Pacific has shone new light on one of the most remarkable stories in the service’s history.

More than 80 years ago, the crew of the USS New Orleans, having been hit by a Japanese torpedo and losing scores of sailors, performed hasty repairs with coconut logs, before a 1,800-mile voyage across the Pacific in reverse.

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“Camouflaging their ship from air attack, the crew jury-rigged a bow of coconut logs,” a US Navy account states.
With that makeshift bow, the ship steamed – in reverse – some 1,800 miles across the Pacific to Australia for sturdier repairs, according to an account from the National World War II Museum in Louisiana.

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“The positives (of free trade) outweigh the negatives, even in rich countries,” Antonio Fatas, an economics professor at business school INSEAD, told CNN. “I think in the US, the country has benefited from being open, Europe has benefited from being open.”

Consumers lose out
Tariffs are taxes on imports and their most direct typical effect is to drive up costs for producers and prices for consumers.

Around half of all US imports are purchases of so-called intermediate products, needed to make finished American goods, according to data from the Organisation for Economic Co-operation and Development.

“If you look at a Boeing aircraft, or an automobile manufactured in the US or Canada… it’s really internationally sourced,” Doug Irwin, an economics professor at Dartmouth College, said on the EconTalk podcast in May. And when American businesses have to pay more for imported components, it raises their costs, he added.

Likewise, tariffs raise the cost of finished foreign goods for their American importers.

“Then they have to pass that on to consumers in most instances, because they don’t have deep pockets where they can just absorb a 10 or 20 or 30% tariff,” Irwin said.
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The bow of a US Navy cruiser damaged in a World War II battle in the Pacific has shone new light on one of the most remarkable stories in the service’s history.

More than 80 years ago, the crew of the USS New Orleans, having been hit by a Japanese torpedo and losing scores of sailors, performed hasty repairs with coconut logs, before a 1,800-mile voyage across the Pacific in reverse.

The front of the ship, or the bow, had sunk to the sea floor. But over the weekend, the Nautilus Live expedition from the Ocean Exploration Trust located it in 675 meters (2,214 feet) of water in Iron Bottom Sound in the Solomon Islands.
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Using remotely operated underwater vehicles, scientists and historians observed “details in the ship’s structure, painting, and anchor to positively identify the wreckage as New Orleans,” the expedition’s website said.

On November 30, 1942, New Orleans was struck on its portside bow during the Battle of Tassafaronga, off Guadalcanal island, according to an official Navy report of the incident.
https://kra34g.cc
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The torpedo’s explosion ignited ammunition in the New Orleans’ forward ammunition magazine, severing the first 20% of the 588-foot warship and killing more than 180 of its 900 crew members, records state.

The crew worked to close off bulkheads to prevent flooding in the rest of the ship, and it limped into the harbor on the island of Tulagi, where sailors went into the jungle to get repair supplies.

“Camouflaging their ship from air attack, the crew jury-rigged a bow of coconut logs,” a US Navy account states.
With that makeshift bow, the ship steamed – in reverse – some 1,800 miles across the Pacific to Australia for sturdier repairs, according to an account from the National World War II Museum in Louisiana.

Retired US Navy Capt. Carl Schuster described to CNN the remarkable skill involved in sailing a warship backwards for that extended distance.

“‘Difficult’ does not adequately describe the challenge,” Schuster said.

While a ship’s bow is designed to cut through waves, the stern is not, meaning wave action lifts and drops the stern with each trough, he said.

When the stern rises, rudders lose bite in the water, making steering more difficult, Schuster said.

And losing the front portion of the ship changes the ship’s center of maneuverability, or its “pivot point,” he said.

“That affects how the ship responds to sea and wind effects and changes the ship’s response to rudder and propellor actions,” he said.

The New Orleans’ officers would have had to learn – on the go – a whole new set of actions and commands to keep it stable and moving in the right direction, he said.

The ingenuity and adaptiveness that saved the New Orleans at the Battle of Tassafaronga enabled it to be a force later in the war.
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